Lincoln called its 1973 Continental Mark IV, “…the most beautiful automobile in America. Perhaps because it is the only one that successfully blends both classic and contemporary styling.” Was it an accurate statement?
Although beauty is always in the eye of the beholder, it was hard to argue against the luxury division’s bold claim, as demonstrated by this Mark IV we spotted for sale at the Ford Nationals at Carlisle in June. Lincoln found a sweet spot in design with these cars, accentuating the long hood/short deck profile with a minimal-yet-tasteful application of side trim, vinyl roof treatment, and wide C-pillars that sported elegant, oval “opera windows.” Despite its outwardly boxy shape, the body had rounded lines and crisp contours that spoke of smooth comfort at speed: wraparound front running lamps, convex quad-head-lamp covers, and a squared-off formal grille that boasted refined taste rather than obnoxious excess. Its carefully sculpted hood carried the grille profile to the trailing edge, gracefully disrupting the otherwise flat metal.
Although it cost a staggering $8,984 without options, the Mark IV attracted 69,473 buyers. Its competition was Cadillac’s Fleetwood Eldorado and the Imperial LeBaron. Both featured a similar boxy body so prevalent at the time, but wide, rectangular grilles—or in the case of LeBaron, a full width-grille due to matching hidden headlamp motif— coupled with flat expanses of horizontal and vertical sheetmetal heightened the squared coachwork. Despite being cheaper, the $7,360 two-door Eldorado found 42,136 buyers; Imperial’s $7,313 two-door hardtop attained a scant 2,536 customers
A good friend recently told me of a 1978 Pontiac Phoenix he spotted for sale near our Bennington, Vermont, office with an asking price of just $2,200. It was a four-door sedan that boasted just 40,000 miles managed by a then-optional 305-cu.in. V-8 and automatic transmission power team. Inside was a standard interior fitted with a vinyl bench seat, along with what was reported to be factory air conditioning. While the cabin looked surprisingly clean, the exterior exhibited “nice patina,” which was to say faded blue paint complemented by ample surface rust on horizontal panels. The Pontiac had not run in some time, either, as it had just been pulled from storage.
Not that its mechanical health would have been a great concern to fellow Hemmings editor Dave Conwill or me. The 305 was a veteran V-8 in GM’s lineup by the time this late-decade replacement was introduced to take over for the Ventura as Pontiac’s X-body. Even up here in northern New England, any parts that would have been required to revive all eight cylinders wouldn’t have been difficult to locate or costly to source.
Sure, it may not have looked as stunning as it once did, but at just $2,200, the thought was, “How could you go wrong?” Both of us have teens who will be license-eligible very soon, so we’re on the lookout for cheap wheels that can pass state inspection; up here, cars that meet that criteria have become quite scarce. Heck, the Phoenix itself has become a rarity, a comment I made in passing as we looked this example over. During my days on a local stock car team, I witnessed a fair share of this Pontiac’s X-body brethren get unmercifully thrashed past the point of existence.
That was during the mid-’80s to early ’90s, when local circle track racing at the entry level was still relatively inexpensive. Anyone with enough raw talent, or, at least, a preconceived notion they were going to be the next Darrell Waltrip, could have sauntered into their local junkyard and found a high number of base X- and G-body cars from General Motors that had complete, rust-free foundations to work with. Any corrosion on the body panels was a moot point—most of that would be cut away during the transformation to race car. The junker’s engine would be swapped out, so its condition didn’t matter much, either.
These once-commonly-discarded commuter cars became highly coveted after a few brilliant wheelmen figured out that the 1968-’72 GM A-bodies, which had been a circle-track stock car staple since the late Seventies, were as much as a few hundred pounds heavier than the competition. On top of that, growing interest from vintage muscle car enthusiasts was driving up the values of those models. The A-body racers were priced out seemingly overnight.
One of the aspects of the auto industry we gearheads love to “armchair quarterback” is the demise of brands during the postwar era. Some were planned, many were not. And while we have the benefit of hindsight and tactful study, back in the day management bet on a hunch, optimism, and a clever sales pitch. So, in this week’s This or That window shopping exercise, let’s take a look at a quartette of the more memorable – good, bad, or indifferent – makes and models that were one of the last offerings before a brand’s demise, all of which are currently available in the Hemmings classifieds. So, which one would you take home this week?
Price new: $3,011 (Today’s currency: $30,416)
There were two significant mergers during the Fifties, the first being the January 1954 union of Nash and Hudson, which became the foundation of American Motors Corporation. Volumes have been written about the fiscal pros and cons behind the scenes, all while the separate brands continued to develop models over the next few years. After ’56, though, management dropped three Hudson series—Rambler, Wasp, and Hornet Special, 11 models in total—leaving only the the Hornet Super and Custom series available through AMC’s dealer network in 1957, including this Hornet Custom sedan, which would prove to be the most popular model after attaining 1,256 buyers. That low number was due to production ceasing on October 25. In total, just 4,108 Hudsons were built (including exports), despite several “new” advances touted by the division. From the seller’s description:
Presenting well in Tri-color White, Gotham Grey and Red with reupholstered red, grey, and black interior. Originally equipped with Hudson/AMC 327/255HP Overhead valve V-8 motor mated to an optional column shift Automatic transmission. Generously equipped with Power Brakes, Power steering, optional Radio, and Parkomatic A/C. This Hornet shows well with nice paint finish and re-chromed bumpers and grill work. Has operating center emblem light, dual side mirrors, sound trunk floor and undercarriage. Short comings include door handle finish and A/C compressor removed and intact coming with vehicle purchase. Recent Service including: Engine out; Resealing of Engine; Cleaning and Repainting of Engine; Oil Change; Coolant Flush; Belts; Flush gas tank and clean out inside; Spark Plugs; Plug Wires; Ignition Coil; Motor Mounts; Rebuilt Holley Carb; New Battery; Rebuilt brake booster; Exhaust Manifold Gaskets; Fuel Pump Gasket; Fuel Filter; Battery Cables
Price new: $3,262 (Today’s currency: $32,023)We can’t discuss mergers without bringing up the 1955 announcement pertaining to Studebaker and Packard. Here again, entire libraries could be filled with the vast assessments of the union that were penned decades later. Suffice it to say, it didn’t fare so well for Packard by the time the thinly veiled ’57 models were announced. Damage control did no better, which pitched the ’58 models – such as this 58L hardtop coupe – as a mid-year line, complete with a very identifiable front end that eventually attained a fishy nickname. Arguably a styling flop, total Packard output numbered 2,622 units, including 675 hardtop coupes. From the seller’s description:
Complete restoration including the engine, transmission, drive- train, interior and exterior. Rare, gorgeous car from the dry Nevada desert; Vintage Air Conditioning; Rebuilt 289 V-8 motor; two-speed Flight-O-Matic transmission; red with tan leather exterior trim and a beautiful gray and tweed interior; power steering; power disc brakes up front; brand new tires; 12 Volt system; Edelbrock carburetor; new exhaust; new gas tank; super straight gorgeous body; beautifully reupholstered interior; new carpet; JVC sound system; tons Of receipts included; extra parts, plaques and awards included.
It’s official: Geese are migrating north, bees are buzzing about, and the early buds on the trees are all telling us – here in the Northeast, anyway – that spring is truly on our doorstep. Sure, there may be a little leftover frost to contend with yet, but sunny days are nearing nonetheless. Which means it’s time to dream about warm weather cruising, and what finer way to do so then at the helm of a convertible? In our latest edition of This or That, we’ve upped the dream garage price ceiling to $40,000 to bring forth a wider selection of what were originally mid-range drop-top rides, all of which are currently available in the Hemmings classifieds. You know the drill: Which one would you take home this week?
Price new: $2,434 (Today’s currency: $29,000)Let’s begin this week’s venture in the late Forties, when manufacturers could sell anything on wheels in the blink of an eye, despite what some might consider already-outdated styling. It explains, in part, why Chrysler didn’t make any appreciable visual changes to its line of cars through 1948, as depicted by this Windsor convertible trimmed out with the “Highlander” upholstery option. From 1946 until the debut of the new ’49s, Chrysler built 11,200 Windsor two-door convertibles; it was the third-most-popular body style in the series behind the 161,139 four-door sedans and 26,482 Club coupes. From the seller’s description:
Highlander convertible; great condition; very nice paint; great looking chrome; like new interior; 250-cu.in. inline six engine; great condition car
Price new: $3,250 (Today’s currency: $38,723)While Chrysler was preparing to tool up with revised bodies to be debuted in 1949, independent automaker Packard had already redesigned its “Twenty-Second Series” line of cars that were unveiled in 1948, among them this midrange Super 8 Victoria Convertible Coupe. The old pontoon-style front fenders that flowed into the front doors were replaced outright; clean, slab-sided styling was in vogue. Similarly, the tall, narrow grille, while retaining a traditional Packard shape, was considerably more compact. All-new to the postwar Packard family was the Victoria convertible, which found 4,700 buyers in 1948, along with another 4,250 a year later. From the seller’s description:
Stock eight-cylinder engine with three-speed manual transmission. This is an older restoration that still shows very well. Runs and drives great!
Like a kid in a candy store, we’re zipping our way around a vast, virtual car market that is the Hemmings Classifieds. In our latest edition of This or That, we’re circling around to a specific asking price point between $10,000 and $20,000, this time rounding up four-door hardtops and sedans from the 1970s that are currently available in the Hemmings classifieds. We’ve mentioned this plenty of times before, but for those new to this game, the good news about a $20k cap is that it offers options in good condition (even in our inflated market). So, given the money and space, which one would you take home?
1973 OLDSMOBILE NINETY-EIGHT LUXURY SEDAN
With exception of the Toronado, Oldsmobile’s Ninety-Eight (or, 98) continued its reign as the division’s top-of-the-line series for 1973, now offered in five body styles, including this four-door Ninety-Eight Luxury Sedan. Bested in fine accoutrements by only the Ninety-Eight Regency, the hardtop’s lengthy listed of standard features included – but were not limited to – a 275-hp 455-cu.in. engine, Turbo Hydra-Matic transmission, power steering, power front disc brakes, power windows, bench seats finished in “luxurious Bravo cloth with Morocceen trim” upholstery, windshield antenna, and more, all strapped to a 127-inch wheelbase chassis that cost $5,234 (or $34,335 in today’s currency). Olds built 21,896 four-door Luxury Sedans that year, making it the second most popular car within the Ninety-Eight series. From the seller’s description:
Talk about Old School Cool, once you see it, you won’t be able to walk away. Often turned into low-riders, or used for cruising or hopping, this car has the potential for it all. However, it’s perfect as is… a car that your Father drove and swore it was the best car ever. Finished in Honey Beige with Black 60/40 cloth upholstery, the looks are sure to get the town talking. Drive this one home now, it’s ready to go, in close to perfect condition. Solid body, chassis and drive train. Everything works and was a central part of an estate collection. Do you want to win car show trophies or just take the family out for an ice cream? Pile em’ and go. This car is an amazing drive that you don’t want to miss out on.
Price$18,500LocationCampbellsville, KYAvailability Available
1974 CHRYSLER NEW YORKER BROUGHAM SEDAN
Like the Olds Ninety-Eight, Chrysler’s New Yorker Brougham was bested only by the Imperial in terms of divisional luxury hierarchy by the time our featured 1974 four-door Brougham sedan was sold to its first owner. The Brougham’s mechanical DNA was identical to that of its base New Yorker sibling, meaning it was fitted with a 230-hp 440-cu.in. engine, TorqueFlite automatic transmission, torsion bar front suspension, power disc brakes, power steering, and 15-inch wheels, yet the Brougham also benefitted from the installation of power windows, plusher 50/50 front bench seat with additional arm rests, upscale trim, and a few other bits, all for a standard base price of $6,479 (or $39,099 in today’s currency). While pillared four-door sedans sold exceptionally well in the entry-level Newport and Newport Custom series, the pillared four-door New Yorker Brougham flopped: just 4,533 examples were built. From the seller’s description:
This highly desirable top of the line 1974 Chrysler New Yorker Brougham has only 50,500 miles! Highly optioned with the iconic big-block 440 four-barrel V-8, three-speed 727 TorqueFlite automatic, power steering, power disc brakes, working air conditioning, power windows, locks, tilt and telescoping steering wheel, vinyl top, factory AM/FM stereo, 50/50 power bench seat with dual armrests, etc. The body’s finished in Lucerne Blue Iridium, and is super straight rust free both top and bottom. All lights are in working order, the trunk trunk and engine compartment look like new. This car drives as good as it looks, and is guaranteed to draw attention. The 1974 models were the last full-size models Chrysler designed from the ground up, and one of the last to receive the big dog 440 V-8. Here’s your chance to own one at a very affordable price!
Price$12,950LocationMaple Lake, MNAvailability Available
Mercury, it seemed, was in the habit of being the division that never truly fit where it was intended. Throughout much of its existence, it was perceived as either a plush Ford or a baby Lincoln, and Dearborn’s front office never really helped change the public opinion along the way. That’s not to say there weren’t a few valiant efforts during the Fifties and early Sixties. However, if there was ever a moment when Mercury stood out as intended, it was when the division announced the arrival of the Cougar for 1967.
Rather than simply giving the Mustang a facelift, Mercury designers reimagined the platform by creating a new foundation that was both longer and wider, coupled with a suspension tuned for a spirited, yet discerning buyer. Power was derived not from a six-cylinder, but rather a 200-hp 289-cu.in. V-8 issued as standard equipment. Stylists crafted a body tinged with European influences, with elegant, narrow wrap-around front and rear bumpers, finely contoured flanks, and larger sail panels emphasizing its coupe style. Cougar also got hidden headlamps and broad taillamps (with sequential turn signals) that reflected the design of the front end. Interiors were outfitted with vinyl bucket seats, plush carpeting, and a three-spoke “sport style” steering wheel. In effect, the Cougar was a harmonious blend of Thunderbird’s personal luxury accoutrements with Mustang’s agility and adaptable performance
As one of several new “pony cars” to emerge on the market at that time, the Cougar was a resounding success in its first year, attracting 123,672 buyers. If that weren’t enough, 27,221 more sprung for the mid-year release of the modestly fancier Cougar XR-7. Among those 150,800-plus buyers was Brooks Baldwin, then a recent college graduate who was living with her three girlfriends in Indianapolis, Indiana.“As we were graduating, the other girls purchased Mustangs. However, my father, Tom, was a salesman at C.R. Barkman Lincoln-Mercury, which was in nearby Rochester, so naturally I ended up buying a new Cougar instead. It was painted Lime Frost and had a black vinyl top, with a black interior, and my boyfriend Bill Thompson and I enjoyed driving around the area. It was also a perfect car for my commute,” Brooks remembers.
In This ArticleCategory: Hemmings Classic CarDuring the 2018 AACA Fall Meet, I had the unexpected pleasure of spending some time with retired Ford stylist Gale Halderman, who has since sadly passed away. If you’re not familiar with the name, Gale began his employment at Ford Motor Company in 1954, but within a decade the otherwise unassuming employee was thrust into a path of what would prove to be automotive greatness, at least in the eyes of today’s classic car enthusiasts. It started when Gale submitted his early sports car concept sketch — one of what turned out to be a field of 24 such renderings — to project planners for review. Gale’s drawing struck a chord, and he was subsequently selected by Lee Iacocca, special projects manager Hal Sperlich, and Ford studio chief Joe Oros to oversee the design of a new car that was eventually named Mustang.
Gale’s time with the Mustang didn’t stop with the smashing success of its first year on the market. He was destined to serve as the car’s design chief for another eight years, and his advances led to the development of the 1965 2+2 fastback and 1967 SportsRoof. In 1968, Gale was promoted to director of the Lincoln-Mercury design studio, a stint in the luxury divisions that lasted less than a decade. Why? Who better to oversee the development of the Fox-platform Mustang — introduced in 1979 — than the designer responsible for “the original” pony car?
Despite creating a legacy of automotive design that should register with old car enthusiasts as easily as Darrin, Earl, and a host of others, Gale, it seemed to me, hovered below the radar and remained a humble Ford employee who was simply proud of being in the right place at the right time, throughout his career. You could hear it in his voice that fall afternoon, as he thoughtfully reflected on his time at Ford
By 1974, 5,000-plus-pound family cars were suddenly as impractical as the ol’ muscle car had been to newlyweds holding a freshly printed mortgage and a newborn baby just a few years earlier. Detuned as they were, the large-displacement—still a prevalent means of motivation within the market segment-remained incredibly thirsty. As a result, Pontiac’s full-size output fell to just under 145,500 cars in 1975, and only 137,216 were sold a year later.
Suffice it to say, Detroit needed a diet, and the automakers knew it well in advance thanks in large part to looming federal mandates. At GM, the first to be first slimmed down were the 1977 model-year full-size cars. Among them was Pontiac’s flagship station wagon—the Grand Safari.
The downsized wagon’s chassis was reduced from 127 inches to a svelte 115.9 inches. Much of the basic architecture, however, carried over from the previous generation: independent coil spring front suspension, rear leaf-sprung suspension, power steering, and power front disc brakes. Also included as a standard were FR78-15 radial tires that provided sure-footed control in all driving conditions.
The redesigned chassis cradled an equally new 5.0-liter (301-cu.in.) V-8 engine. It was more than the division’s new “economy” powerplant; rated for a rather capable 135 horsepower, the block, crankshaft, cylinder heads, and intake manifold—collectively—weighed 136 pounds less than the 350-cu.in. V-8. Factory literature touted the availability of a “new 6.6 litre (400/403 CID) V-8” on the Grand Safari’s option chart—technically a carryover engine revamped for ’77—that was rated for 180 or 200 hp. Californians could have opted for the 170-hp 350. A Turbo Hydra-Matic automatic was the only transmission available.
Without question, Ford was once America’s biggest builder of station wagons. From Ford’s station wagon debut in 1929 through 1960, the automaker sold 1,970,785 wagons in total. Concurrent to this family hauler’s rise in popularity, its market segment went from 2 percent of the U.S. industry in 1950 to 18 percent in ’59. It kept rising through ’61, thanks to Ford’s 256,597-unit output, including this Country Squire.
While use of “Country Squire” first surfaced in Ford’s 1950 ads, the emblems weren’t secured to sheetmetal until ’51. It instantly became the division’s top-tier wagon, furnished with equipment that was otherwise optional on lesser models. Further setting it apart, the Country Squire was adorned with faux wood paneling in homage to its origins without the expensive upkeep.
That exterior trim remained on the updated 1961 model, decorated with mahogany-look panels framed with fiberglass maple woodgrain strips. The rest mirrored the upscale Galaxie series, including the concave grille, crisp tailfins, and circular taillamps. Cabins were equally Galaxie-based and, for the first time, the Country Squire was offered with six- or nine-passenger seating.
Coachwork and cabin were supported by a 119-inch-wheelbase chassis, the critical element being Ford’s “Wide-Contoured Frame” that offered, “more flexible inner channels for less harshness and a more gentle ride.” Bolted to it was a “swept back, angle-poised ball-joint” front/rear leaf-spring suspension system. Hydraulic shocks, drum brakes, and 8.00 x 14 tires fitted to 6-inch-wide steel wheels completed the ensemble.
Country Squires came with a 135-hp, 223-cu.in. Mileage Maker Six, or the Thunderbird 292 V-8 rated for 175 hp—power from either was sent through a column-shifted three-speed manual. Two V-8 powerplants were optional, beginning with the Thunderbird 352 Special; its high-lift camshaft and 8.9:1 compression helped produce 220 hp. The other was the new-for-’61 Thunderbird 390 Special, which was essentially a fine-tuned 352 enlarged to 390-cu.in. Equipped with a true dual-exhaust system, higher 9.6:1 compression, and a Holley four-barrel carburetor, it made 300 hp.
A three-speed manual with overdrive was optional, as was the Ford-O-Matic two-speed automatic, available with all but the 390. So, too, was the Cruise-O-Matic “dual range” automatic, offered only against V-8 engines. Other options included power steering and brakes, A/C, radio, electric clock, hood ornament, spotlamp/mirror, and a power tailgate window.
n our latest edition of This or That,we’re continuing our selection of hero cars, though this time from a 1980s small-screen perspective. One-hour action dramas were hardly new to television audiences; however, rather than the generic good guys versus bad guys, a la the Dragnet / Adam-12 style of story telling, writers, directors and producers – in most cases – took things to a whole new level of weeknight entertainment. Thus, once again we’ve picked four different rides from four different shows that debuted (with one exception) during the Reagan administration. Let’s take a look at this week’s big impact players, in order of appearance, all of which are currently available in the Hemmings classifieds.
Though it made its debut in 1979, the Dukes of Hazzard was a staple of early Eighties television; save for the delayed start of the fifth season initiated when Tom Wopat and John Schneider – disenchanted with scripts, salaries and royalties – opted to walk out in protest. They were famously replaced by Byron Cherry (as Coy Duke) and Christopher Mayer (as Vance Duke). Bo and Luke were explained as having joined the NASCAR circuit; a laughable situation considering their probation for peddling moonshine was a direct violation of the famed stock car governing body’s rule book. Ratings plummeted, and 19 episodes later Tom and John were back in action. Ratings recovered, but only slightly. The one constant, of course, was the 1969 Dodge Charger – such as this example for sale – that arguably was the biggest star of the show, which ended in 1986. It’s no secret that a couple hundred were callously destroyed in the making of the Dukes. As to our featured example, portions of the seller’s listing states:
Original Window Sticker, Broadcast Sheet, Build Sheet. Original 383 Car, has the original engine. Has paperwork on car with receipts and other items added to car. Painted Light Green Metallic, Hood mounted turn signals, roof drip rail moldings, newer green vinyl roof, dual outside mirrors, window moldings, felt and rubber, tinted glass, door handles, gas cap, taillights and trim, backup lights, front & rear bumpers and bumper guards, headlight doors, grill, antenna, wiper arms, side marker lights all look great. Original rims with BF Goodrich radial T/A white letter tires. The interior is the Original Green on bucket seats with headrest, back seats, door panels, arm rest with bases, back side panels, door handles, window cranks, rearview mirror, Woodgrain on gauge cluster, Factory AM/FM radio. Factory A/C vents in dash, Pioneer AM/FM/CD/XM radio mounted in glove box with remote. Factory console with woodgrain. Green headliner and Sunvisor’s, seat belt and shoulder belts. Door sill plates, dark green Carpet, black carpeted floor mats. Package tray, all factory gauges and clock. Powered by a 440 engine that has been rebuilt, 727 Torque Flite transmission that is automatic. Weiand intake, Edelbrock carb, original air cleaner is chrome. Chrome oil breather, stock exhaust manifolds, power steering, power front disc brakes. Rear drum brakes, dual exhaust with stainless tips. Factory A/C.
The Eights delivered a new array of technology to mainstream America. Artificial intelligence, wider use of digital equipment, and sleek aerodynamic automotive designs all came together in one tidy package called KITT (or Knight Industries Two Thousand), a highly modified, third-gen 1982 Pontiac Firebird Trans Am developed for the use of Foundation for Law and Government (FLAG) field agent Michael Knight, formerly known as police Detective Lieutenant Michael Arthur Long in the opening segment of the 1982 pilot episode of Knight Rider. Unlike this 1983 Pontiac Trans Am for sale, reportedly the studio built the initial KITT at the cost of $100,000, which included the car’s iconic side-to-side light beam in the nose cone, apparently modelled after the the Cylons’ light beam in Battlestar Galactica. Equipped with an array of surveillance cameras, bulletproof shielding, a security system, remote communication devices, insane turbo boosters, autonomous driving mode and the ability to fly like a certain orange General, it’s really no wonder Knight Rider was an instant hit. All good things come to an end – or at least the original series – which lasted through 1986. According to portions of the seller’s listing:
t’s only showing just over 1,300 miles; clean Carfax with no accidents. It’s of course a numbers matching car; All the lines flow perfectly down the sides and the fit of all the panels is equally impressive with every gap being even and symmetrical. This is a factory Bright Red car that has clearly been garage stored and kept polished to a mirror finish; this car is factory rear hatch car with T-Tops. Every piece of glass in this ’83 checks out to be original. This Trans AM was factory ordered with the rear spoiler that’s done in black. It also has the Black Side Trim, Lower Black Accents and the black grill that really makes the Bright Red pop. To finish off the exterior it’s sitting on the original 14” Finned Cast Aluminum Wheels with Uniroyal White Letter Tires. On the inside it’s done in the factory Two Tone Charcoal interior with Black Accents; All the door panels are in excellent condition; the dash shows no signs of sun abuse or any damage. It comes with factory AC that blows cold and even the original radio is still in it; has the factory steering wheel and does come with cruise and tilt wheel. The center console is in excellent condition. Under the hood it’s powered by the matching numbers 305 V8 engine dressed in the original valve covers and air cleaner that seals to the Power Bulge Hood. The V8 is mated to the Matching Numbers 700R Automatic Trans and 10 Bolt Rear End with 3.23 Gears. It comes with Front Disc Brakes and Rear Drums.