19 of the best cars from automakers that are no longer around, prewar to present

A salute to automakers relegated to the parking lot before their time

The history of the automobile is replete with stories of manufacturers that didn't survive. In this story, we're saluting the engineering innovators, the style leaders, and the iconic brands that are no longer part of the automotive landscape. The first part is a little subjective: we asked the Hemmings Motor News staff to write something about vehicles from shuttered automakers that interest them. Next, the cars of Ford's dearly departed Mercury division take center stage (in an upcoming story), from the elegantly styled 1939 99A to the burly 21st-century Marauder and everything in between. For many of a certain age, it's still hard to believe that the creator of the '49 Mercury, the car that James Dean made iconic in the 1955 cinematic anthem of youth angst, Rebel Without a Cause, no longer exists.

More disbelief? How about the questionable decision General Motors made in late 2000 to close down Oldsmobile? Lansing's firsts are legendary, dating all the way back to R.E. Olds' pioneering assembly line. We're covering Oldsmobile in another upcoming feature recapping the brand's many innovative and now-collectible automobiles.

Prewar

1919-'34 Hispano Suiza H6

In 1919, the luxurious Hispano-Suiza H6 was the car of the future. Comparable in price and status to a Rolls-Royce, but far outstripping that marque in mechanical specification, its engine was an all-alloy, SOHC monobloc inline-six. A development of the company's famous World War I V-8 engine, Hisso essentially halved the aero V-8 and added a pair of cylinders to create the 37.2 hp (taxable) six. Aluminum construction, nitrided steel liners screwed in, aluminum pistons, tubular connecting rods, an overhead camshaft operating inline vertical valves (driven by a vertical shaft and bevel gears at the front of the engine), and clearance adjustments via valve-stem-mounted pads were all on board. Twin ignition was easily adjusted, and there were two spark plugs per cylinder.

Long before it was absorbed into the British Leyland empire, the Riley Motor Car Company had a deep-rooted history in England going back to its founding in 1896. Known as British thoroughbreds, Riley cars had a sporting character about them, thanks to their low-slung swoopy designs. What made Riley cars truly unique were their four-cylinder engines; those featured a pair of camshafts mounted high in the block, but not atop the cylinder head, with short pushrods operating inclined valves (six-cylinders were also offered). While the prewar Imp and Lynx sports car models are now quite pricey, a Kestrel saloon would be a treat to own, especially since there are but a handful here in the U.S. The Kestrel's compact proportions, streamlined fastback body shape, and slant-back grille give it a racy appeal unlike most other cars of the era. The saloon body came in several different guises—depending on the model, some had four side windows while others had six—yet all were uniquely Riley. Prewar motoring in a Riley is truly an unrivaled experience. —Richard Lentinello

 

1937 Plymouth Deluxe P4

 

 

As Chrysler Corporation's entry-level make, Plymouth was not subject to the styling/aerodynamic flights of fancy that resulted in the De Soto and Chrysler Airflows. Dodge was likewise immune, but the higher price tag of that brand resulted in Plymouth sitting in a consistent third place in sales from 1932- '42, while Dodge had to be content with fourth, fifth, or lower.

 

The high point of Plymouth sales in that era was the 1937 model year, when clean, sedate styling, a simple chassis (Plymouth abandoned IFS and returned to solid front axles for 1935-'38, but had also adopted tubular shock absorbers), hydraulic brakes, and an outstanding 82-hp, 201-cu.in. flathead six-cylinder combined to equal 566,128 cars built—a number that Plymouth would not exceed until 1950. Some 269,062 were Deluxe P4 trunk-back four-door sedans like the one pictured, making it the year's most common Plymouth. —David Conwill

 

1939-'41 Hupp Skylark/ Graham Hollywood

 

 

 

The V-8-powered, front-wheel-drive Cord 810 and 812 of 1936 and 1937 were groundbreaking cars, and they were among the final products of E.L. Cord's influential, if short-lived, Auburn-Cord-Duesenberg empire. The dies, tools, and remaining parts to build those Cords were purchased from the bankruptcy, and an already struggling Hupp Motor Car Corporation put a notably modified four-door sedan into limited production in 1939. The Skylark, as this model was known, featured a shorter wheelbase, revised cowl-forward styling with fixed headlamps, and a six-cylinder L-head engine that drove the rear wheels. Few were built before Graham-Paige took over production and introduced its own variant, the Continental straight-six-powered Hollywood. The majority of both models were built in 1940-'41; it's believed 354 Skylarks and 1,859 Hollywoods left those factories before Hupp and Graham were forced to give up their automotive businesses. —Mark J. McCourt

 

1941-'42 Packard Darrin

 

 

Howard "Dutch" Darrin met Thomas Hibbard, cofounder of the LeBaron body company, during Darrin's stint as a WWI pilot. Joining forces to find a low-cost builder in postwar France, Hibbard and Darrin instead went into business for themselves. After the '29 stock market crash, Hibbard returned to the States, while Darrin remained in Europe through 1937. Once Stateside, Darrin settled in Southern California and became coachbuilder to the Hollywood stars.

 

His house style was based on a convertible Victoria, but far more dramatic than a stock Packard of its day. The cars were lowered, running boards were removed, hoods were lengthened, split windscreens were vee'd, the trunk was integrated into the shape of the car, and the doors featured the "Darrin Dip" beltline that helped exaggerate the rear quarters. It blended formal elegance and sporting intent, and was downright sexy—not a word you'd often use in conjunction with the starchy, formal Packard.

In 1940, Darrin's work on Packard chassis caught the attention of dealer Earle C. Anthony, who brought the style to the attention of Packard President Alvan Macauley. Packard snapped up the rights to the design and put it into limited production on its top-of-the-line 180 chassis. The first models were built at the former Auburn-Cord body facilities at Connersville, Indiana, and later at Sayers & Scovill's facility outside of Cincinnati. —Jeff Koch

Postwar-1970s

 

Through the 1950s, 1960s, and into the 1970s, Americans had an insatiable appetite for new vehicles, and automakers were happy to deliver. Previously unimaginable levels of performance and luxury became more attainable as Americans prospered. There was also a greater emphasis on styling and, as so many of us are so fond of pointing out, you could tell one brand's vehicles from another's at a glance. Here are some of our favorite performance and styling standouts built by now-shuttered automakers.

 

1955 Willys Deluxe

 

Having lost its body contractor, Willys stayed out of the passenger-car segment from 1943 to 1951. When it returned, it was with an outstanding product that wasn't quite able to find a market. The 1952-'54 Willys Aero and its identical 1955 successor (the Aero name was dropped and Willys cars were referred to as just "Deluxe" or "Bermuda," depending on trim level) foreshadowed the executive compact with trim dimensions, good performance, and a relatively high price tag.

 

The pricing worked against Willys, as did a marketing campaign that rather missed the mark if one wants to extend the executive-compact metaphor. Not enough Americans were willing to pay $1,979 for a 2,575-pound 1953 Willys Aero Eagle hardtop, when a 3,300-pound 1953 Chevrolet Bel Air Sport Coupe was available for just $2,061. A 1953-'54 sales blitz by Chevrolet and Ford didn't help matters. Kaiser-Willys left the passenger-car market after a truncated 1955 model year, but the Aero lived on in Brazil, even earning a Brooks Stevens restyling on the same platform. Production of Brazilian Aeros ended in 1971. (The Ford Maverick was its replacement.) —David Conwill

 

1959-'64 Studebaker Lark

 

 

 

The economic downturn of 1958, a 31-percent year-to-year drop in car sales, and a steady onslaught of imported cars (primarily from Renault and Volkswagen) surely helped underscore the notion that America was ready for compact cars.

 

For the second time in a dozen years, Studebaker was able to beat the Big Three to market, and made bank while doing it, with the Lark. Offering two engines (inline-six or 180 horses worth of V-8 power) and three body styles (coupe, sedan, or two-door wagon; convertibles and four-door wagons arrived for '60), Lark gave perpetually down-on-its-luck Studebaker something to crow about. Studebaker sales surged from 14th to 11th in '59, nearly tripling its 44,759 sales figures for '58, up to 126,156 built. Studebaker confirmed what Rambler, in the preceding year, had only hinted at: Small cars were the right idea for America, and beating the Big Three to market by a full model year amounted to a coup for the South Bend crew.

 

Unlike any other (later) American compact you could name, it dared to be full frame. In its day it was surely decried as old-fashioned (What? No unit-body construction?) and was doubtless put together from existing components, but having a full frame beneath you only added to the traditionally solid Studebaker feeling. Compact convertible? V-8-powered compact? Studebaker beat the other like-sized models by years. —Jeff Koch

 

1963 Pontiac Grand Prix

 

 

The arrival of stacked headlamps, revised signature split-grilles, and a new body design ensured that all 1963 full-size Pontiacs would stand out. But the Grand Prix's version of the grilles with parking lamps fitted, its formal roofline with a concave rear window, and taillamps that were partially concealed behind ribbed trim made the upmarket model a knockout. The interior was refined with a redesigned instrument panel and a vacuum-gauge- adorned console in GPs with the optional Roto Hydra-Matic. The three- and four-speed manual transmission cars used a flatter console sans vacuum gauge, and a tach was mounted on the left side of the dashboard. A 303-hp 389 V-8 was included, but a 230-hp 389 two-barrel was optional, as was a 313-hp 389 Tri-Power, a 353-hp 421 four-barrel, and a 370-hp 421 Tri-Power High Output. Two GPs were built with the 405-hp Super Duty 421 with two four-barrels, and one with the 390-hp single four-barrel version. The 1963 Grand Prix was a styling triumph, especially with optional eight-lug wheels with exposed finned aluminum brake drums (shown). An impressive 72,959 units were sold. —Thomas A. DeMauro

 

1965 Rambler American 440H

 

 

For 1965, the Rambler American 440 series was available in four different body styles, including the sporty 440H two-door four-passenger hardtop coupe. American Motors sold over 31,000 of the 440s that year, but just 8,164 of those were the 440H models, despite an attractive $2,327 base price. An optional oversquare 232-cu.in. two-barrel carbureted inline-six was rated at 155 hp and could move the Rambler with authority, while the thriftier standard-issue 195.6-cu.in. six was rated at 125 hp. The base model 440H came with wide reclining front bucket seats and a two-person bench seat in the rear. Although standard equipment included a column-shifted three-speed manual transmission, the list of options available included a $186 Flash-O-Matic automatic transmission with Shift Command, utilizing a console-mounted floor shifter. AMC's popular Twin-Grip rear differential was also available for a mere $43. Today, well-kept examples are typically priced in the $5,000-$7,000 dollar range, with some of the best examples selling for less than $15,000.—Jim O'Clair

 

1967-'68 Mercury Cougar

 

 

FoMoCo's upscale Mercury division knocked one out of the park when it created the Cougar for the 1967 model year. Here was a pony car that combined a sporty demeanor and luxury appointments with a stylish exterior, which was different from anything else on the road. With its headlamps hidden behind a wide split grille, and fender creases that fl owed from the corners of the front bumper back into the formal-looking C pillar, the Cougar's long nose/short deck design remains a styling tour de force, aided by its unique sequential turn signals. The 1967-'68 models are my personal favorites, thanks in part to their clean, straight-forward design. Base power was provided by a 200-hp 289-cu.in. V-8, but performance-oriented enthusiasts could opt for the 390-cu.in. V-8 that made a thrilling 335 hp. Mechanically, the Cougar is a Mustang duplicate, but the Mercury rides on a 3-inch-longer wheelbase. Brakes, suspension, electrics, engine, and transmissions are all the same, which makes finding replacement parts, along with performance upgrades, easy and affordable. —Richard Lentinello

 

1970-'76 Plymouth Duster

 

 

 

For 1970, Plymouth pulled off possibly the most cost-effective restyle in history. With just $15 million budgeted to refresh the Valiant line, the division created an entirely new two-door fastback body—the Duster. Valiant itself was now just a four-door sedan, while the Duster was launched mid-1970 as an ersatz Valiant coupe and A-body Barracuda replacement, with both body styles sharing a new 108-inch-wheelbase. Duster was a sensation, largely responsible for Valiant's 150-percent sales rise for 1970, vaulting Mopar's bargain-basement division to third in the overall sales charts and making Dodge so jealous that it demanded its own.

 

Because it was a Valiant coupe, it was given Valiant's penchant for thrift—Slant Six engines and the like. But because it was also replacing the A-body Barracuda, it was given hot muscle car variants like the Duster 340, equipped with a 275-horse V-8, four-speed transmission, Rallye wheels, and a paint palette so bright it would make you see spots. For 1974, Valiant became the bestselling single-season Mopar in history, with nearly 477,000 built in that OPEC-strangled year; 277,000 (or 58 percent) of those were Dusters. —Jeff Koch

 

1970-'78 Triumph Stag

 

 

 

The endearing charm of British motoring, coupled with V-8 muscle and comfortable seating for four, doesn't get any more distinctive than the Triumph Stag. Saddled with a bad reputation centered around overheated engines when new—since resolved after years of research by Stag specialists—you can now reliably enjoy an incomparable form of luxurious Triumph motoring that will set you apart from the more common TR and Spitfire crowd. The Stag's overhead-cam V-8 was designed by Triumph and features aluminum cylinder heads atop a cast-iron block. This V-8 displaced 2,997 cc, was fed by a pair of Stromberg carbs, and its output ranged from 127 to 146 horsepower; it was offered with either a manual four-speed or a Borg-Warner three-speed automatic. Adding to the Stag's uniqueness is an integrated, T-shaped padded roll bar, improving the car's safety and overall stiffness, while a removeable hardtop allows the Stag to be enjoyed during colder weather. During its nine-year production run, approximately 25,000 Stags were produced. —Richard Lentinello

 

1978 Saab 99 Turbo

 

 

Saab was not the first automaker to turbocharge a passenger car, but the way in which its engineers did so with the 99 Turbo established a precedent that virtually every regular-production turbocharged car has followed, since 1978. Building on the sturdy, thoughtfully designed 99, the flagship Turbo—a one-year-only offering in the U.S.—was motivated by a fuel-injected 135-hp, 2.0-liter four-cylinder capable of 0-60 mph in around 9 seconds and a 120-mph top speed. This may sound tame today, but that power being delivered at normal driving speeds was a revelation. When this Swedish hatchback was new, nothing on the road could equal its blend of efficiency, practicality, and punch. Saab built 10,607 99 Turbos, 4,233 of which came to America. This car's follow-up, the intercooled 16-valve 900 Turbo, ultimately made 185 hp. Thanks to this pioneering 99, "turbo" became synonymous with Saab cars, and remained so through the end of the marque in 2011. —Mark J. McCourt

 

1979 Hurst/Olds

 

 

The 1979 Hurst/Olds revived the legendary W-30 option code. At $1,978.20 (for this one, other sources list $2,054.20) the package was not for light wallets, but it was comprehensive. Added at Oldsmobile, not converted by Hurst as in the past, it included the Dual Gate shifter with console, special gold paint scheme, gold painted aluminum sport wheels, sport mirrors, QFV P205/70R14 raised-white-letter tires, power brakes and steering, digital clock, Oldsmobile L34 5.7-liter four-barrel V-8, and the TH350 automatic. The powertrain combination had been emissions certified for full-size Olds models, so EPA guidelines allowed it to also be used in the intermediate Cutlass Calais-based H/O if production was kept under 2,500 units. Thus, 2,499 were built. It had 170-net hp and highway cruiser 2.73:1 rear gears (2.56:1 in California), but the 1978 redesign cut hundreds of pounds and several inches compared to the 1975 H/O's proportions. Offered in black or white, the 1979 H/O closed out the decade in high style. —Thomas A. DeMauro

1980s-present

 

Faced with ever more stringent fuel economy, emissions, and safety regulations, automakers embraced digital technology in the 1980s. As years passed, they leveraged it in ways that made automobiles more capable, more user friendly, and increasingly more efficient. With computer engine management, fuel injection, and forced induction, smaller engines were able to punch above their weights. All-wheel drive became ubiquitous in this era, as did automatic transmissions. Here are some of the orphan cars that we think kept things interesting while embracing modern trends.

 

1981 Pontiac Firebird Esprit

 

 

The Esprit cultivated an image of upscale charm and comfort, featuring more lavish appointments as standard equipment than the base Firebird. For 1981, the Esprit's 12th and final model year, it was still providing up-level Custom Interior Trim, Luxury Cushion steering wheel, additional acoustical insulation, an array of bright exterior moldings, body-color sport mirrors and door handle tape inserts, and Deluxe wheel covers. Engine offerings mirrored the base Firebird's, with a 3.8-liter Buick V-6 and a two-barrel 4.3-liter Pontiac V-8 or a 4.9-liter four-barrel version (V-8 availability may have shifted to Chevrolet engines late in the model year). A three-speed automatic was standard. Many cars had downsized, becoming more efficient by the early 1980s, but the second-generation Firebird was a throwback—a trait that still resonated with some buyers. The Esprit was smooth and quiet on the road and could still serve as an affordable vintage weekend driver today. (This example features bold dealer-installed stripes.) —Thomas A. DeMauro

 

1988-'92 Eagle Premier

 

The short-lived Chrysler Corporation marque of Eagle grew out of the once-popular American Motors 4WD model of the same name, and it would ultimately be a catch-all blend of home grown and captive import models. The Premier was Eagle's flagship six-passenger sedan, and was a final development of AMC—nearly finished before the 1987 Chrysler takeover—with roots in Renault engineering. It was Renault's PRV V-6 mated to a ZF four-speed automatic, mounted longitudinally under the hood, or an AMC inline-four, that powered the four-door's front wheels; the car's skin was a crisply aerodynamic Giorgetto Giugiaro design. Dodge would get to sell a badge-engineered, five-passenger (front bucket seats instead of a bench) version of this car dubbed Monaco, built in the same plant in Canada, between 1990 and 1992. Around 140,000 examples of these cars were sold before they were replaced by the more popular LH-platform Eagle Vision and Dodge Intrepid. —Mark J. McCourt

 

1997-'02 Plymouth (Also Chrysler) Prowler

 

 

Chrysler Prowler doesn't have the same alliterative ring as "Plymouth Prowler" so, for our salute to Late Great Makes, we're associating this little hot rod with the Mayflower brand—regardless of whose name was on the thing.

 

The majority of the 1,702 Prowlers built were Plymouths anyway (8,532) while the rest (3,172) wore Chrysler badges. The lowest production year was '97 with just 457 made, and those were only available in Prowler Purple Metallic. The Prowler stuck around through 2002 and was offered in a host of different (and less purple) colors, plus, the post-1999 Prowlers benefited from about 40 more horsepower. Speaking of power, the Prowler had independent rear suspension with a rear-mounted "AutoStick" transaxle which wasn't designed to withstand the torque of a V-8. So, the aggressive looking Prowler made do with a tame 3.5-liter V-6. While the 3.5 was advanced for its day, (with four valves per cylinder, single overhead cams, distributorless ignition and sequential multiport fuel injection) it didn't howl "I'm exotic!" like the Viper's Lamborghini-designed aluminum V-10. Prowler prices today range from a low of about $18,000 to a high of $45,000 and values have remained stable over the past few years. These make great affordable collectibles that you can use and drive regularly. —Mike McNessor

 

2007-'10 Saturn Sky

 

 

This sporty General Motors two-seater actually represented several now-shuttered brands: Pontiac called it the Solstice; Daewoo dubbed it the G2X; and last but not least among the fallen, Saturn named its version Sky. (There was also a fourth edition of this roadster, the Opel GT, but Opel still exists as a division of France's PSA Group.) All were built on GM's rear-wheel- drive Kappa platform with independent front and rear suspension, Bilstein shocks, hollow stabilizer bars, four-wheel disc brakes, and rack-and-pinion steering. A 177-horse 2.4-liter four-cylinder was standard issue, paired with a five-speed Aisin manual transmission. (A five-speed automatic was optional.) There was a hotter powertrain available in Saturn's Sky Red Line (or Solstice GXP in Pontiac parlance). The Red Line packed a 260-hp turbocharged 2-liter with direct injection, and the car was treated to some chassis tweaks as well as a limited-slip differential. The Sky is still a very capable and handsome car, though it suffered from some plasticky interior bits and low-grade materials used by GM in those days. Today they're inexpensive— especially compared to the popular Honda S2000— with average prices in the $8,000 range. For those wanting the ultimate in performance, LS V-8 swap kits are available from the aftermarket. —Mike McNessor

 

2008-'09 Pontiac G8

 

 

 

American car enthusiasts have long looked with envy at the product offerings of the Big Three in Australia. Holden, GM's Australian arm, produced V-8, RWD models that would have looked right at home with Chevrolet or Pontiac badges.

 

The Commodore VE arrived for the 2007 model year and for 2008, GM made it available here as the Pontiac G8. It was intended as a spiritual successor for both the Bonneville and Grand Prix nameplates. With two available LS-based V-8 engines, including a 415-hp LS3, and an available six-speed manual, it was also a worthy successor to the recently departed fifth-generation GTO, which had itself been based on a Holden, the Monaro coupe.

 

Pontiac, of course, ceased to sell cars after the 2009 model year. The Commodore returned to these shores for the 2014-'17 model years, when the VF was sold here as the Chevrolet SS. Holden ceased Commodore production in 2017 and GM is in the process of phasing out the brand entirely, meaning the G8 is soon to be a double orphan. —David Conwill

 

SOURCE: HEMMINGS