#Malaise

The Chevrolet Chevette was a primitive, cramped, rear-wheel-drive econobox hammered together with obsolete technology… that sold like crazy because it was simple and cheap at a time when stagflation and gas prices were up and confidence in the future was down.

The Chevette Scooter was the most affordable Chevette; here’s one that managed to evade The Crusher‘s jaws until age 42, finally ending its days in a snow-covered Denver self-service yard.

The small car-based truck market was an interesting place in the early 1980s. Chevrolet had a hit on its hands with the El Camino, and it caught other manufacturers empty handed. By then, Ford had lost its LTD-based Ranchero pickup, and in its grief turned to a short-lived experiment called the Durango, based on the Fairmont Futura.

Dodge tried this one. The Rampage.

Back in 2011 we admired a discarded example of the last of the true Buick Electra land yachts: a 1976 Electra Park Avenue Limited four-door hardtop found in a Northern California wrecking yard. What happened in 1977? General Motors, suffering from plummeting sales of thirsty big Buicks in the wake of events beyond its control, shrank the Electra, ditching the pillarless hardtop in the process.

Here’s one of those downsized Electras — a Limited, spotted in a Denver self-service yard.

Great handling, two seats, sporty styling, and coupe lines. No, we’re not talking about a Corvette Z06, because it’s another Malaise Day here at Rare Rides — and our topic of discussion is a shockingly orange Ford EXP.

I always thought those letters stood for EXtra Powerful, but maybe I was wrong. Let’s find out.

In the long and varied history of the Dodge Charger name, the model has had many different forms — often completely unrelated to one another. For a short while in the 1980s, Chrysler Corporation added a little Shelby badge to the Charger name.

Let’s check out some glossy L-body goodness.

The third-generation Toyota Hilux, sold in the United States as the Toyota Truck or Toyota Pickup (remember, this is the extremely un-frivolous company that, even today, sells a luxury sedan called the LS), achieved legend status very early in its career. An 800,000-mile example will be equally comfortable hauling a dozen or two Taliban fighters through the wilds of North Waziristan or a ton of discarded bicycles and box-springs through the streets of San Jose.

Here’s one of the latter occupation, spotted last spring in a self-service yard in the heart of Silicon Valley.

It has taken a few decades, but Toyota Cressidas now show up at the big self-service wrecking yards in respectable numbers. I find these Lexus ancestors very interesting, so I shoot most of the ones I see; so far in this series, we have seen this ’80, this ’82, this ’83 wagon, this ’84, this ’84, this ’86 wagon, this ’87, this ’89, this ’90, and this ’92 (plus this ’79 and this ’86 wagon in my Junkyard Gems series).

Today’s Cressida is a zero-rust ’83 wagon in California.

Ford sold more than three million Pintos during the 1971-1980 period, though most of those were 1974 and earlier models. By 1977, Corollas and Civics and Rabbits had taken a big bite out of Pinto sales, so these later cars are even more uncommon in junkyards than their older brethren. Not that Pintos are easy to find in your local U-Wrench-It yard; most of these cars were crushed long before the end of the 1990s.

Here’s a ’77 I spotted a few days ago in a Denver self-service yard.

The first-generation Cadillac Seville was a sibling — or maybe first cousin — to the proletariat rear-wheel-drive Chevrolet Nova, selling well while also cheapening the Cadillac brand. The second-generation Seville, introduced for the 1980 model year, moved to the Eldorado’s front-wheel-drive platform and gained a bold “bustleback” rear body design.

Here’s an example of a Bustleback Seville I spotted last week in a Phoenix self-service wrecking yard.

The Audi 100 was the car that made most Americans aware of the Audi brand for the first time. The 100 wasn’t particularly reliable in American hands, to put it mildly, and most examples were long gone by the time the 1980s came to a close.

Here’s a long-neglected ’76 that just showed up in a Colorado Springs self-service wrecking yard.

The third-generation Toyota Hilux pickup (called the “Toyota Truck” in the United States) was a legend of reliability and frugality well into our current century, and plenty of small motorhomes were built on its sturdy platform. You’ll still see them occasionally today, but the skin-crawling ickiness of tenth-owner RVs tends to mean the end comes quickly when they wear out. Here’s one that took nearly 40 years to reach that point, now residing in The Final Campground: a self-service wrecking yard near Denver.

For as long as I have been poking around in American automobile graveyards (35 years), the presence of the occasional Fiat 124 Sport Spider has been a constant. Even while Pininfarina-badged, Malcolm Bricklin-imported 124 Sport Spiders were still available as new cars in the United States, I was seeing 20,000-mile late-70s examples about to be crushed.

Nowadays, most of these cars show signs of decades-long outdoor storage after awaiting restorations that never came. Here’s an extremely rough and rusty one that I spotted in a San Francisco Bay Area yard a couple of months back.