Classic 1970s Sports Cars Archives

BMW 3.0 CSL

The ‘L’ in BMW 3.0 CSL stood for Lightweight. It was a vital attribute. After all, the CSL was built to homologate BMW’s 6-cylinder coupé – for European Touring Car Group 2 racing. To that end, the list of the CSL’s super-light parts was a long one. There were skinny body panels, a fibreglass back bumper, and racing latches on the bonnet. In addition, the CSL had Plexiglas side-windows, and alloy-skinned opening panels. Interior trim, too, was grist to the weight-losing mill. In all, 400lb was shaved off the base model. Top speed for the super-svelte CSL was 135mph. Acceleration had sky-rocketed.

To accomodate the CSL’s added grunt, BMW stiffened the suspension. Bilstein gas shock absorbers featured state-of-the-art progressive-rate springs. Alpina wheels were chunky 7″ alloys. Chrome wheel-arch extensions kept things street-legal. The first CSLs came with a 2,958cc engine. It was normally-aspirated – making 180bhp. In ’72, BMW took the bore out to 3,003cc. That qualified the coupé to compete in the 3-litre Group 2 series. Output was upped to 200bhp. Bosch electronic injection was fitted – replacing twin Zenith carburettors.

Up until ’72, CSLs were left-hand drive. But, that year saw a right-hand drive option released in the UK. Described as the ‘RHD City package’, the car had performance and comfort in abundance. For this model, BMW restored most of the weight-saving features they had so painstakingly removed. Some British buyers still managed to find fault. They found the Scheel bucket seats difficult to get into. And the light alloy panels – still part of the bodywork – were too prone to accident damage, they said. Nor was the CSL’s price tag to every Brit’s taste. Both an Aston Martin and Jensen set them back less. To be fair, only 1,095 cars were sold globally. Ultimately, though, the BMW 3.0 CSL was an ‘homologation special’. Certainly, the CSL racing coupés went on to be a roaring success!

Pontiac Firebird

The Pontiac Firebird flew onto the American car scene in February, ’67. Released at the same time as GM’s Chevrolet Camaro, they were two peas from the same pony car pod. The most iconic early ‘Bird was ’69’s Trans Am. The ‘Trans-American’ was a road race – organised by The Sports Car Club of America. The Pontiac Trans Am was a star turn. Complete with rear spoiler, beefed-up chassis and Ram Air power delivery, it was a muscle car par excellence. Blue and white livery set it off to a tee. Its split-grille nose became the stuff of legend. Indeed, the Firebird would be a flagship for the Pontiac brand for years to come.

The Firebird entered its second phase in 1970. Restyled for the new decade, it was in the Seventies that the car came into its own. In ’78 alone, Pontiac sold more than 93,000 Trans Ams. Customers could choose one of three models – standard, luxury Esprit or Formula. For sure, the Firebird was spreading its wings. In fact, it was lucky to have fledged at all. GM considered pulling the plug on the Firebird in ’72. They were not convinced that performance cars were the way to go. Thankfully, the Firebird was given the benefit of the doubt. As things turned out, GM would be well-rewarded for their faith in the Firebird.

A third generation of Firebirds arrived in the Eighties. Its charismatic, but time-worn nose had had plastic surgery. It was now more finely-chiselled – and sported cowled headlamps. ’87’s GTA version featured a 350 cu in V8 engine. Top-of-the-range as it was, the GTA was good for 125mph. It hit 60 in just 5.4s. Design-wise, though, the Firebird was starting to look its age – especially parked next to hot foreign competition. As a result, sales suffered. So, Nineties Firebirds were given a stylistic facelift. No ravages of time, though, could detract from the glamour of the early years. One of the all-time great American automobiles, the Pontiac Firebird blazed a phoenix-like trail. Whatever automotive fashion dished out, it somehow always rose from the ashes!

Maserati Khamsin

The Maserati Khamsin was the latest in a line of things automotive to reference the weather. Le Mans has a straight named after the Mistral – a cold wind, blowing through southern France. In similar vein, Ford’s Zephyr namechecked the classical breeze, which has meandered through many a piece of poetry over the years. Another car, too, played upon the ethereal theme. The Khamsin was a scorching gust of air, which seared through Egypt each summer. Maserati brought in Marcello Gandini – of design house Bertone – to draft the Khamsin’s super-sharp shape. Its fluid bodywork lines were fabricated from steel. Spanning the back was a glass panel – inside which, tail-lights sat in suspended animation.

The Khamsin was a technological tour de force. Its four-cam V8 engine abutted the bulkhead. Front-engined though it was – with a full tank of gas, weight distribution was 50/50. The motor was an all-alloy marvel. Its 320bhp gave a top speed of 153mph. Torque output was 354lb/ft – at 4,000rpm. The V8’s powerband surged from 800-5,500rpm.

When the Khamsin entered production – in ’74 – Citroën were still a part of Maserati. A year later – and they were gone. The Khamsin, though, felt the full hydraulic force of the French giant. The steering, brakes and clutch – plus, pop-up headlights and driver’s seat adjustment – were all Citroën-controlled. Rear suspension was double-wishbone. Only the Khamsin’s dashboard let the design side down a tad. Its haphazard array of dials and switches clashed with the simple elegance of the exterior. Unveiled at the ’72 Paris Show, the new Maserati was as stylish as you like. Yet, it was also practical. The huge torque reserves of its V8 powerplant further boosted its already abundant carrying capabilities. And, on top of all of that – as its name suggested – the Maserati Khamsin went like the wind!

Fiat 130 Coupé

When Pininfarina consider a design one of the best they ever did, you know it was a bit special! That was the case with the Fiat 130 Coupé. The simplicity of its styling was its strength. The 130 said it all in just a few clean lines. They gave it gravitas – as befitted a first-rate luxury car. Sadly, though – in terms of sales – Fiat simply did not have the cachet of, say, a BMW or Mercedes.

The 130 Coupé’s imposing exterior was matched by the opulence within. Velour seats were drawing-room dapper. Veneer door cappings blended with electric windows. There were dual-tone town and country horns. Plus, acres of space for four well-heeled occupants. Comfort was the Coupé’s stock-in-trade. Power steering pampered the driver. And for the passengers, independent suspension provided a smooth and stress-free ride.

Performance-wise, the 130 was no slouch. Top speed was 118mph. A 3.2-litre V6 gave 165bhp. Torque was plentiful. The gearbox was a Borg-Warner 3-speed auto – with a 5-speed manual available. Mechanically, the 130 was solid, sound and dependable. But, it was aesthetically that the 130 shone. Classic Italian styling cues were written all over it. Commercially, though, the car was hard done by. Had it been built by a luxury car brand per se, the Fiat 130 Coupé would surely have received more of the plaudits it so richly deserved.

Chevrolet Camaro

The Chevrolet Camaro was born out of necessity. Sales of the Ford Mustang were going through the roof. GM needed a fix for that – and fast! Rolling to the rescue came the Camaro. Key to its success was its ‘Coke bottle’ styling – by Bill Mitchell. The Z28, especially – with its duck-tail rear spoiler – rivalled the Mustang for glamour. GM was back on track. 220,000 Camaros were shifted – in the first year alone. Buyers had a choice of V6 or V8 engine – as well as a variety of tuning options. The most uncompromising package was the SS (Super Sport). Less extreme – and more popular – was the RS (Rallye Sport). These are now the most collectible Camaros.

The Seventies ushered in an all-new Camaro. It featured monocoque construction. The new model’s looks may not have been as exotic as the original – but it still stacked up as a cohesive design. Crucially, it was slimmer than the new Mustangs. Sales of ’70s Camaros peaked at close to 2,000,000. GM were happy bunnies again. Though down on power compared to the ’60s versions, it was clear that Stateside motorists had taken the Camaro to their hearts. When a car starts to symbolise The American Dream, things are definitely on the up!

They say competition improves the breed. The Camaro was a case in point. Had it not had the Mustang as a rival, it is unlikely the Camaro would have soared to the heights it did. In the end, it became a car which was difficult to fault. With a top-spec speed of 125mph, performance was sorted. Design-wise, it was out of the top drawer. In short, it got just about everything right. The Mustang, not so much. It rather lost its automotive mojo, over time. While the pony car developed a paunch, the Camaro kept a solid six-pack. Ultimately, of course, both were great American automobiles. Stone-cold classics of their muscle car kind. Some say the Chevrolet Camaro got it on points. If so, it was because it had more styling stamina in its tank, as the years went by.