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In the pantheon of performance, there are several legends from Detroit that stand above the tarmac full of tire-shredders. There's the Hemi and Six-Pack Mopars, LS6 Chevys, GSX Buicks, and Boss anything Fords. Shelby Mustangs and Cobras. Trans Ams, Super Duties and Z/28s. And, of course, the Hurst/Olds.
You've no doubt heard the lore. George Hurst, brimming with desire to create the ultimate Firebird, approached Pontiac with an outline of his supercar-to-be. While that initial effort was eventually rejected, GM's front office was aware that Oldsmobile needed a fresh shot of youthful adrenaline. The result was the Hurst/Olds, which first appeared in 1968. Its most appealing attribute among gearheads was a monstrous 455-cu.in. big-block tucked under the hood, which easily trumped the V-8 offerings from every other division's A-body. Oldsmobile's trick for getting the 455 past the GM cubic-inch rulebook: Final assembly/modification were done off-site, with the cars being effectively sold back to Olds for dealer distribution. Even though production was to be limited, orders flooded in.
Visual changes to the Hurst/Olds were dramatic for 1969 editions, at which point the marriage was put on hiatus until 1972, when the automaker was selected to pace that year's Indianapolis 500. Hurst/Olds continued through '75, and from that point forward was released on occasion--1979, '83, '84 and '88--still in limited numbers.
We ran across this 1974 edition while at the AACA's annual Eastern Fall Meet in Hershey, Pennsylvania. When this car was new, two versions were available, both based on the Cutlass coupes. The W-30 (not available in California) contained the (L76) 455-cu.in. engine, M40 Turbo Hydra-Matic 400 transmission, and of course, the Hurst Dual Gate shifter and console. Other goodies included, but were not limited to, a 3.23:1 axle ratio with A/C (or 3.42:1 without), 15-inch Super Stock III wheels, 4-4-2 Radiator Grille, 4-4-2 Black Louvered Hood and a low restriction exhaust system.
A more sedate Y-77 version offered the (L34) 350-cu.in. engine, M38 Turbo Hydra-Matic 350 transmission, smaller 14-inch Super Stock III wheels, 4-4-2 Radiator Grille, and 4-4-2 Black Louvered Hood. Both could have been obtained in Cameo White or Ebony black with appropriate striping, and Indy decals were available. So, too, were a number of other visual and comfort options.
Although Lansing would ultimately issue 1,995 Hurst/Olds vehicles, 1,800 were regular production examples (the remaining broke down as follows: two Indy 500 pace car convertibles, 100 pace car replica convertibles, one special-built Cutlass Saloon Sedan, and 92 based on the 98 convertible). They exist as real rarities, considering Oldsmobile built more than 277,500 cars (wagons excluded) in the collective Cutlass line alone.
1974 HURST/OLDS
Asking price: $39,900
Seller description: 39,000 miles; one of 380 produced.
Known issues: Inevitably, it seems, every close examination of a Colonnade-era car reveals a myriad of small maladies. Usually rust leads the list. While we can't confirm or deny that this Cameo White example had been restored, a quick inspection left our notepad impressively devoid of demerits.
Why buy?: If you like to own low-production cars, consider this: The Hurst/Olds was one of the 380 made featuring the W-30 package that included the aforementioned 455, which carried a 250-hp rating. A copy of the window sticker also revealed it contained a 3.42 gearset, Soft-Ray glass, AM pushbutton radio and a Convenience group, which pushed the bottom line past $4,700. Appreciation for clean cars from the Colonnade era is growing, and for all intents and purposes, this is a rarity among the rare, complete with iconic race lineage.
Price new: $4,516 (without options)
Today's dollar: $23,560
Value today: Low, $19,000; Average, $28,000; High, $41,500.
Recent
Dan Stoner, Hemmings Creative Director, and underground car culture digger, has heard a rumor about a mysterious ’56 Chevy gasser called “The Underdog” that ran the streets of Chinatown in San Francisco for as long as he’s lived in the city. But nobody knew where it was or had ever seen the car in person. So, it was time to put the legend to the test.
Looking for a classic or collector car? Head to Hemmings.com and register to start your search today.
Millions upon millions of people relied on Checker taxis to shuttle them around cities throughout the U.S. and beyond. From office to airport or hotel to restaurant, Checker cabs were noted for their durability and longevity. Checker was in the cab-building business from well before World War II, but the design of its Model A8, introduced in 1956, practically defined the word “taxicab” for several generations of Americans. Specific regulations for passenger and luggage space along with wheelbase requirements resulted in few changes to the overall Checker design until the Kalamazoo, Michigan-based manufacturer built its last vehicle in 1982.
Though its model range was fairly limited, none could match the scale of the eight-door, 12-passenger, extended-wheelbase Aerobus, a limousine/wagon mashup intended for service to and from airports with an abundance of passengers. Today such a role is tackled by shuttle vans, but for a period from the early 1960s through the 1970s, it was handled by vehicles like this 1972 Checker Aerobus now on Hemmings Auctions.
Based on the Marathon four-door station wagon, the Aerobus was introduced in 1962 with a two-model range. One was a nine-passenger model with three pairs of passenger doors, and the other a longer 12-passenger version with four pairs of doors, such as the one now listed on Hemmings.com. A standard Checker taxi sedan from 1956 to 1982 rode on a 120-inch wheelbase. Limousine models sported a 129-inch wheelbase. The nine-passenger Aerobus had a wheelbase nearly three-feet longer than the sedan at 154.5 inches. Finally, the 12-passenger version had a distance between the axles of 189 inches. Its overall length was a hair under 270 inches, meaning it was over 22 feet long. For comparison, a current 2024 Ford F-350 Super Duty Crew Cab with a full eight-foot bed rides on a 176-inch wheelbase and has an overall length of 266 inches. That’s how long the big Aerobus was! Some sources indicate that the bigger Aerobus holds the record for the longest production car ever made, though volume was never particularly high.
Checker advertised the Aerobus not only for airport transportation as the name implies, but also “Perfect for schools, institutions, resorts, motels, hotels, inter-plant transportation, employee pick-up—even large families! It’s the practical idea in mass transportation.” Some model years, Checker used the name “Aerobus Limousine” for the model, incorporating both the six- and eight-door versions under that moniker.
The Aerobus included the features of the A8 that were carried over to the A9 and later A11 models, such as the high roofline and tall doors that allowed for easier passenger access. Low, flat floors contributed to the roominess as well. The commodious nature of the Checker cab that made it a leader in its field fully carried over to the Aerobus, which not only accommodated 12 people, but also plenty of luggage behind the fourth row. The rear cargo compartment glass was protected by an internal cage of sorts made of stainless-steel strips.
Underpinning that massive wagon was a modified version of the Checker sedan’s frame. Unlike some extended-wheelbase limousines, the Aerobus’s frame was not cut and then extended. Rather, the side rails were one-piece units fabricated especially for the job. Standard equipment included power steering and power brakes and a V8 engine. During its production lifetime from 1962 through 1977, the Aerobus featured both Chrysler and Chevrolet engines. At first, Checker sourced a Mopar Poly 318-cu.in. powerplant, which was later supplanted with a Chevrolet small-block V8. For a while, that meant a 327-cu.in. version but later a 350 V8, as seen on this 1972 version, when the engine was rated at 215 horsepower and 335 lb-ft of torque.
Other features on the Aerobus included a 23-gallon fuel tank, a heavy-duty alternator, and two additional floor-mounted auxiliary heaters for the rear passengers. Much of the chassis and suspension consisted of heavy-duty components needed to accommodate the vehicle with a curb weight of nearly two-and-a-half tons.
Variants of the Aerobus included the Convoy, which Checker billed as a “12-passenger security van,” a euphemism for a prisoner transport vehicle. The second and third row seats were removed and replaced by a pair of inward facing benches. All of the seats behind the front row were enclosed in a welded steel cage with a single door at the front that, when open, would allow passengers to exit a right-side passenger door. The front passenger sat, reserved for a guard, faced rearward toward the other passengers, but outside the cage. It is believed that at least one Convoy prototype was built, with any sales unknown and no examples believed to exist today.
Checker's Aerobus has made plenty of appearances in popular culture. In the film Catch Me If You Can, Leonardo DiCaprio’s character, dressed in a pilot’s uniform, emerges at the airport drop-off from an eight-door Aerobus along with a bevy of flight attendants. The distinctive Aerobus has made plenty of other appearances over the years in other American and overseas productions, including in the original Hawaii Five-O, the film Medium Cool, and, appropriately enough, the original disaster movie Airport.
This 12-passenger, 1972 Checker Aerobus now listed on Hemmings Auctions, features a paint scheme that pays homage to four very distinct taxi styles in four colors, including the near ubiquitous yellow. A black-and-white checkered stripe runs the length of each side and additional taxi components include what appears to be a New York City taxi sign on the roof along with a fare schedule posted on the side.
Power comes from what is believed to be the original Chevrolet-sourced 350 cu.in. V8, which puts power to the rear whiles via Turbo Hydra-Matic three-speed automatic. The seller’s notes indicate some mechanical upgrades with the installation of a stronger rear end and rear axles, along with precision bearings. A modern audio system has also been installed as well as a backup camera, the latter surely an essential when navigating such a long vehicle in everyday traffic.
Head on over to Hemmings Auctions to take a closer look at this mega-extended wagon. Make a bid, but be sure to consider who will be on your guest list when you're driving this unique Checker Aerobus.
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