5 ’70s Sales Flops That Grew to become Classics, And 5 Popular Cars That Did not – Jalopnik

Car lovers should’ve had excessive hopes heading into the Seventies. The Sixties gave us many historic muscle and pony vehicles, with issues getting even higher firstly of the following decade. From the 1970 Chevrolet Chevelle LS6 to the 1971 Ford Mustang Boss 351 (produced just for that yr), there was no scarcity of efficiency vehicles that delivered an exhilarating drive. Even in Europe, automakers attracted lovers with icons just like the 1971 BMW 3.0 CSL and 1972 Porsche 911 Carrera RS 2.7. But issues abruptly got here to a halt as soon as the 1973 oil embargo despatched gas costs by means of the roof. 

Suddenly, as an alternative of 0-60 occasions, consumers have been extra involved with miles per gallon. And that — not less than within the U.S. — pressured automakers to detune their huge engines to comically low energy figures. Cars have been nonetheless promoting within the thousands and thousands through the so-called Malaise period, however they weren’t precisely good; many once-popular Seventies vehicles are extra of a laughingstock than anything. But the occasions of the early ’70s additionally eroded the gross sales momentum of some genuinely nice vehicles that solely turned classics later. In this piece, you will find out about vehicles that outlined that divide, whereas additionally discovering fashions that flopped or turned classics for fully completely different causes.

The Plymouth Superbird appears to be like eerily just like the 1969 Dodge Charger Daytona, the NASCAR homologation particular that shook everybody with its hanging, aerodynamic physique. Hardly stunning, because the Roadrunner-based Superbird was Chrysler’s second try at defeating Ford at NASCAR, and it adopted largely the identical rules. Most notably, it had an aero-efficient physique and the coveted 426 Hemi engine. However, whereas the principles for 1969 required producers to construct 500 road-going variants of the race automobile, the 1970 NASCAR rules required constructing one automobile per two dealerships. At that point, Plymouth had 3,840 dealerships throughout the U.S., which means it needed to construct as many 1,920 vehicles (although manufacturing estimates peak at 1,935).

You’d assume this isn’t an enormous quantity — definitely not for a traditional of this caliber. Still, Plymouth had critical hassle promoting these vehicles. Buyers simply could not grasp the appears to be like of the Superbird, and it was costly to purchase and insure. Heck, some dealerships stripped the aero elements and bought the Superbird as a Roadrunner. Not a daily Roadrunner, although, because the Superbird had some upgraded efficiency elements, like stiffer shocks, a Sure-Grip rear differential, and upgraded cooling.

Plymouth additionally supplied two engine choices: the 440 Super Commando V8 with 375 horsepower (single four-barrel carburetor) or 395 horsepower (three-by-two-barrel carburetor), and the race automobile’s 426 Hemi with 425 horsepower. Buyers may additionally go for a four-speed handbook or three-speed automated. The Hemi variant was the most costly, and solely 135 fashions had that possibility. Naturally, The Superbird Hemi is extra sought-after immediately and instructions over $400,000 (per Classic), whereas 440-equipped variations promote for round $200,000 on common.

Most do not affiliate the U.S. automotive scene with small and superior vehicles, however that is precisely what GM chairman Jim Roche promised in 1968. The intention was to beat the Volkswagen Beetle on the know-how entrance whereas additionally undercutting its worth. To try this, GM deliberate to maintain the load down utilizing an aluminum engine — unparalleled for an economic system automobile throughout that point. 

Unfortunately, issues did not pan out as GM meant. Yes, the Vega had an aluminum block, however the engine’s head was constituted of forged iron, which made the entrance finish top-heavy. It additionally necessitated extra reinforcements up entrance, which added much more weight. Heck, Chevy needed to forgo the door crash beams to maintain the load in verify, which means Vega’s security wasn’t going to be as much as snuff. And that is not even mentioning the Vega’s legendary unreliability. Its rear wheels may fall off as a result of the rear axle shafts separated from the housing. Or, the gas tank may ignite as a result of the exhaust obtained too sizzling from backfire. And probably the most notorious difficulty of all: the engine may warp as a result of Chevy did not care to equip the Vega with a coolant restoration tank.

You’d count on a automobile with that many issues to be instantly withdrawn from the market, however the Vega stored going for seven years — and Chevy bought 2 million fashions. Admittedly, the automaker improved it through the years, however it’s straightforward to recollect the Vega for its foibles greater than anything.

Citroën was by no means the automaker that performed by the principles. If it did, humanity would’ve by no means gotten the cool and bizarre Citroën DS or the retro-futuristic SM. However, whereas the DS turned a bestseller (nearly 1.5 million bought) and a sought-after traditional, the SM solely managed the second a part of that equation. Citroën solely produced 12,920 items of the retro-futuristic grand-tourer over 5 years available on the market, a far cry from the DS determine.

The SM noticed sturdy preliminary demand, with Citroën producing roughly 10,000 items throughout its first three calendar years (1970–1972) earlier than gross sales dropped sharply amid the 1973 gas disaster and reliability issues. A yr later, the brand new U.S. bumper necessities mainly banned the SM from the U.S. market. This, alongside unsuccessful investments in rotary engines and the lack of monetary help from Fiat, pressured Citroën to declare a chapter.

Citroën, now below the possession of Peugeot, killed the SM a yr later — though the automobile was nonetheless probably the most superior available on the market. That seems like a hyperbole till you find out about all of the futuristic tech employed within the SM. Unsurprisingly, it featured the hydro-pneumatic suspension and cornering headlights from the DS, however the SM additionally had 4 disc brakes and self-centering Diravi steering. The physique, penned by Robert Opron (one of the vital well-known automobile designers), additionally boasted a drag coefficient of solely 0.26. As a outcome, regardless of that includes a Maserati-sourced 2.7-liter V6 with simply 170 horsepower, the SM reached 140 mph. Even with the SM being a upkeep nightmare, collectors fell in love with it anyway, and Classic notes used fashions nonetheless promoting for over $30,000 on common.

Only lovers acquainted with the notorious Malaise period will know these two vehicles existed, but the Plymouth Volaré and Dodge Aspen arrived with fairly a little bit of beginning momentum. Based on Chrysler’s F-body compact platform, the Volaré and Aspen received Motor Trend’s 1976 Car of the Year award. According to the publication, their comparatively spacious interiors, strong driving dynamics, and easy experience helped them snatch the title. 

Admittedly, the competitors — consisting of the Chevrolet Chevette, AMC Pacer, and Cadillac Seville — was additionally poor. But that is how vehicles have been through the Malaise period. Road and Track additionally (largely) praised the Plymouth Volaré in its April 1976 difficulty (by way of Curbside Classics), significantly when it got here to inside area. The optimistic reception has had a right away impression on gross sales. Chrysler bought 500,000 items in 1976, with gross sales rising to 700,000 the following yr. These weren’t record-breaking numbers, however they have been enormous for Chrysler, as the corporate was present process enormous monetary turmoil on the time.

Unfortunately, Chrysler’s issues weren’t solely tied to funds, but in addition high quality management. The newly-launched Volaré/Aspen have been proper within the crosshairs of the difficulty; Chrysler needed to recall these fashions as a result of their seatbelts refused to lock and their hoods may unlatch. Their steering shafts may even separate mid-drive. Build high quality was so dangerous that the Volaré/Aspen turned, for a time, the most-recalled autos ever. Chrysler lastly stopped this dream-turned-nightmare after the 1980 mannequin yr, changing the Volaré/Aspen with the corporate’s new front-wheel-drive compact vehicles.

The AMC Pacer was one of many vehicles that misplaced in opposition to the Volaré/Aspen in Motor Trend’s 1976 Car of the Year, although not less than it earned a spot on the shortlist. That’s even supposing AMC had a special thought on what the Pacer ought to’ve been. See, the automaker deliberate to make use of a GM-sourced Wankel rotary engine, which might’ve match properly below Pacer’s low hood. Unfortunately, GM scrapped the Wankel challenge as soon as it discovered these engines aren’t actually environment friendly. 

Backed right into a nook, AMC returned to its tried-and-true 3.8-liter inline-six engine alongside an non-compulsory 4.2-liter unit. Not precisely the engines you’d think about in a small, two-door hatchback, however AMC not less than managed to by some means cram them contained in the engine bay. The solely drawback was that they weren’t precisely highly effective, producing 90 horsepower and 95 horsepower, respectively. They have been additionally heavy, weighing over 3,100 kilos and solely making 16 mpg. Heck, two years into the manufacturing, AMC even supplied a 5.0-liter V8 with 125 horsepower, which pushed the load to three,400 kilos.

As a outcome, the Pacer wasn’t precisely flying of the cabinets. AMC bought a bit over 210,000 items for the primary two manufacturing years, which is not a lot when contemplating the cash spent on improvement. Then, gross sales fell dramatically, with AMC producing simply barely over 10,000 Pacers in 1979. Still, because of its look in “Wayne’s World” and its Jetsons-like fish bowl styling, the Pacer has a cult following immediately and is taken into account a traditional.

Arriving proper after the 1973 oil disaster, the Datsun B210 gave the Big Three a masterclass in what an economic system automobile needs to be: dependable and low-cost to run. Cash-strapped consumers did not care about cylinder counts or how the automobile dealt with — they simply needed it to work. And in a sea of inoperable Chevrolet Vegas and Plymouth Volarés, the Datsun B210 was the automobile that labored. As a outcome, though Nissan (Datsun’s proprietor) by no means printed official figures, a number of sources agree that the Japanese automaker discovered success with this mannequin.

That success is hardly stunning, because the B210 had all of the substances of an excellent compact automobile. For instance, its excellent gas economic system may attain as excessive as 50 mpg — much better than the AMC Pacer or the Chevy Vega (22-23 mpg). Datsun, in fact, achieved that by utilizing a smaller 1.3-liter engine and making the automobile gentle at simply 2,017 kilos. Yes, the engine produced solely 67 horsepower (and for 1978, Datsun used a 1.4-liter unit with 65 horsepower), however it’s not like Malaise-era vehicles have been quick, anyway.

Alas, the identical issues that made the Datsun B210 fashionable within the Seventies do not sit properly with traditional automobile consumers. The B210 was as Spartan and unrefined as you may get, with none distinctive trait that helped it stand out — aside from being dependable and economical. But that did not cease Datsun from launching the stripped “Honey Bee” mannequin, which lacked primary gear like a visit meter, an inside carpet, or a reclining entrance seat.

Back in 1967 on the Universal Exposition in Montreal, Alfa Romeo was tasked to create an idea that will be the “highest aspiration of modern man in terms of cars” (per Stellantis Heritage). That idea, penned by Bertone’s legendary designer Marcello Gandini, instantly caught consideration with its charismatic half-concealed headlights and chic physique. So, in 1971, Alfa Romeo launched a manufacturing model named to have a good time Montreal’s Expo 67, though the automobile was by no means bought in North America.

Gandini made some modifications for the manufacturing mannequin, however it nonetheless appeared hanging — and, crucially, it retained the headlight eyelids. But as an alternative of the idea’s 1.6-liter four-cylinder engine, the production-spec mannequin obtained a detuned 2.0-liter V8 from the T33 race automobile. The V8 was outfitted with a SPICA oblique injection system and produced 200 horsepower at 6,400 rpm, sufficient for a prime velocity of about 137 mph. Alfa Romeo paired it to a five-speed handbook, which was uncommon for the time. The V8 was additionally praised for being extremely refined and linear — simply the kind of engine you’d need in a grand tourer.

Sadly, the chassis did not reside as much as the expectations. The Montreal carried a reside axle within the rear and the suspension was very comfortable general (based on an Autocar evaluation, by way of Hagerty). It was additionally very costly on the time, so Alfa Romeo solely managed to ship 3,925 items over seven years. Still, rarity — particularly on the subject of Alfa Romeos — equals near-guaranteed immortality. Despite being difficult to keep up, the Montreal is a sought-after traditional immediately, with secondhand costs generally reaching over $100,000.

During the Seventies, Mercedes-Benz was the undisputed king of the automotive world. Some would possibly dispute this concept, however even Ford admitted it by doing every part it may to intently match its new mid-size Granada to Mercedes-Benz’s providing on the time — the W114/W115. Of course, the concept was that the Granada was considerably cheaper, but it nonetheless considerably resembled its rivals. It was larger, too, and it boasted a premium Granada Ghia trim that got here with a wood-laden inside. Meanwhile, the entry-level mannequin was bought at a lower cost than a VW Rabbit. The outcome: over 2 million items bought in solely seven years — greater than the W114/W115’s 1.9 million.

Predictably, like so many Malaise-era vehicles, the gross sales had nothing to do with high quality — the Granada wasn’t constructed to the identical normal as a German automobile. It was spacious inside, however not almost as refined or quick as a Mercedes-Benz. The base mannequin was outfitted with a 3.3-liter inline-six good for 75 horsepower and a 0-60 time of 19 seconds. For comparability, a 1975 Mercedes-Benz 230 packed a 2.3-liter inline-four with 93 horsepower and sprinted to 60 in 15.4 seconds. 

Ironically, the Granada’s bigger 4.1-liter possibility produced solely 70 horsepower and sprinted to 60 in 21.3 seconds. 5.0-liter and 5.8-liter V8s have been additionally accessible, however with 129 and 143 horsepower, respectively, they weren’t precisely rocket ships. They additionally did not assist the Granada develop into a high-priced traditional; in 2003, a Granada Ghia 351 was listed for under $9,000.

The 2002 Turbo is so legendary in BMW circles that individuals typically neglect it was a gross sales flop. BMW solely produced 1,672 items over a 1.5-year manufacturing span, due to — you guessed it — dangerous timing. Due to the 1973 oil disaster, consumers did not need something to do with efficiency vehicles at the moment. And sure, this included European consumers, because the 2002 Turbo wasn’t bought within the U.S. The automobile’s aggressive design additionally did not assist a lot, though the Motorsport tri-color stripes from the “BMW M” emblem, widebody remedy, and rear lip spoiler look cool from immediately’s perspective. Perhaps probably the most hanging element was the non-compulsory “2002 Turbo” script written in reverse on the entrance lip. That approach, drivers upfront may establish it instantly when wanting by means of the rearview mirror. 

The BMW 2002 Turbo appeared nearly like a tuner automobile, and it carried out like one, too. That’s primarily because of the two.0-liter turbocharged four-cylinder engine — the primary of its variety in a European automobile — good for 170 horsepower and 177 pound-feet of torque. It was paired to a four-speed handbook, although consumers may possibility a five-speed unit with a dogleg first gear (here is why it has that title). Thanks to the curb weight of solely 2,381 kilos, this comparatively small engine propelled the 2002 Turbo to 60 mph in a brisk 7 seconds. The lightness additionally helped with dealing with, making the 2002 Turbo really feel nimble and involving in twists. Yes, the engine had a large turbo lag, however that simply added to its character. And character sells, as 2002 Turbos now common $121,714 (by way of Classic).

The British auto business was battling subpar construct high quality and dated engineering approach earlier than the Malaise period. After World War II, when American automakers led the business with well-engineered, highly effective vehicles, the U.Ok. competed with woefully underpowered vehicles just like the Morris Minor. Worse nonetheless, issues did not change a lot with the 1971 Morris Marina, British Leyland’s new C-segment mannequin designed to compete instantly with vehicles just like the Ford Cortina and Hillman Avenger. 

This ought to’ve put the automaker again on the map, however it used the identical entrance axle (lever-arm dampers and torsion arm) from the Morris Minor. As a outcome, the Morris Marina did not deal with significantly properly, with significantly dangerous lift-off points throughout rain – even at decrease speeds. Early fashions additionally suffered from construct high quality points, although not less than the 1.3-liter and 1.8-liter engines have been dependable. And all of them supplied first rate inside room, too. Yes, this implies it excelled on the boring stuff — however consumers have been proud of that, with 1.1 million Marinas bought from 1971 to 1980. That’s much more spectacular when contemplating the U.Ok. automobile market is a number of occasions smaller than the U.S. one.

Of course, Marina’s industrial triumph wasn’t sufficient to provide it a traditional standing. These vehicles nonetheless seem at auctions within the U.Ok., however they do not promote for a lot. The most anybody has dared to pay for a Marina is £14,500 (~ $19,600) at a 2025 public sale (per British Car Classics). And with fewer than 500 Marinas remaining registered within the U.Ok., that is hardly a powerful outcome.