​The official United States Space Force logo has been unveiled, and we love it. The delta-shaped insignia "signifies defense and protection from all adversaries" and incorporates an internal star at its heart, "which symbolizes how the core values guide the Space Force mission." This is all according to a statement and infographic from the new branch of the military, as you can see above.
Like we said at the outset, we're big fans. And we as a collective group of automotive enthusiasts have been big fans ever since it was unveiled pointing downward (it makes sense that the Space Force's logo would point upward since its motto is Semper Supra, or Always Above) as the Arrowhead emblem in 1959 in between the split grilles of the Pontiac Bonneville.

Or, um, in 1965, when Gene Roddenberry first introduced the world to "Star Trek" and Starfleet Command, boldly taking the logo where no other logo had gone before. At least until the Space Force's seal was unveiled to the world by President Trump on Twitter in January of 2020.
All joking aside, the new Space Force logo may indeed draw some inspiration from Pontiac and "Star Trek," but really it's a logical extension of the Air Force Space Command. So if we're going to point fingers for copying the automotive and science fiction realms, we'd better hop in a DeLorean and slingshot around the sun to travel back in time to 1982, when the AFSC came into existence.

Article courtesy of Autoblog, written by Jeremy Korzeniewski.

By 1965, the Ford Thunderbird had grown into a luxurious 4,500-lb boulevard cruiser with some memorable gee-whiz features.

As we’ve chronicled before here at Mac’s Motor City Garage, each successive generation of the Ford Thunderbird earns a nickname from the car enthusiast community. First come the 1955-57 two-seater Baby Birds, then the 1958-60 Squarebirds, followed by the 1961-63 Bullet Birds. The fourth-generation models of 1964-66 are known by T-bird fanciers as Flair Birds, though we’re not sure if that name has stuck quite as well as the other Thunderbird handles.
By its fourth generation, the Thunderbird had departed far from its origins to become an all-out luxury car with barely a trace of sports car flavoring—the curb weight was now over 4,500 lbs. With a base price of $4,394, by far the most expensive model in the Ford model line for ’65, the Thunderbird was priced a bit higher than even its upmarket rival, the Buick Riviera. As the pioneer of the personal luxury class, the T-Bird outsold the Riviera by a comfortable margin, too: nearly 75,000 units, compared to not quite 35,000 for the Buick.
The Flair Bird’s marketing tagline, “the private world of Thunderbird,” spoke to the nearly endless list of standard and optional luxury features, but the two most memorable items, even to this day, were the fabulous wrap-around rear passenger seat and, brand new for ’65, the gee-whiz sequential turn signals. As car-crazy little kids in the ’60s, we were impressed by these neat gimmicks. Courtesy of Ford Heritage at the UK’s National Motor Museum, we have this nicely preserved dealer film singing the praises of the Thunderbird for ’65. Video below.

​For 1964, American Motors launched one of the more novel marketing campaigns in Motor City history.

In 1964, the American car industry was going crazy with horsepower. With its Total Performance campaign, Ford was launching full-scale assaults on Le Mans, the Indy 500, drag racing, and NASCAR. Chrysler’s Dodge and Plymouth brands fought for domination in NASCAR and on the drag strips with the 426 Hemi, and while GM was officially out of the racing business, the automaker aggressively pursued the performance consumer market with the Corvette, the Chevy Super Sport models, and two of the cars that kicked off the ’60s muscle car movement, the Pontiac GTO and Olds 442.

​Meanwhile, little American Motors, the smallest member of the Detroit four and famous for zigging when the rest of the Motor CIty was zagging, went in a totally opposite direction. Check out the remarkable 1964 print ad above. Here, the company announced that it was not chasing the muscle market, no sir. “The only race Rambler cares about,” the company crowed, “Is the human race!”. It was a bold stroke.
But that is not to say that American Motors products of the era were bland or lacking in personality In fact, Ramblers were loaded with their own quirky and fascinating character, as we hope to show you here.

​The most popular product in the American Motors lineup for ’64 was its mid-priced, mid-sized entry, the Rambler Classic. Completely restyled the previous year, the Classic line included 550, 660, and 770 trim levels, while the body styles included two and four-door sedans, a four-door wagon, and new for ’64, a two-door pillarless hardtop.
While the exterior sheet metal was fairly fresh, under the skin the Classic shared much with the Ramblers of the ’50s Nash era, with torque-tube drive and long-coil suspension on all four corners  At mid season, a limited-edition Classic 770 hardtop called the Typhoon was rolled out as a promotional tool for the company’s new 232 CID straight six engine. (Read about the Typhoon here.)  The Classic lineup also included a 287 CID V8, but sixes were far more popular among Rambler’s thrifty customer base, accounting for more than 80 percent of Classic sales. Trademark Rambler features on the Classic included the automaker’s famed fold-down front seats, another carryover from the Nash era.

​The top of the line at American Motors for 1964 was the Rambler Ambassador, above. (In these years, the company was called American Motors but the cars were all branded and marketed as Ramblers across the model lines.) The Ambassador was in fact built on the same 112-inch wheelbase unit-construction platform as the Classic, but with additional equipment and a single trim level, the 990. Features included a blacked-out grille that spelled out AMBASSADOR and a 327 CID V8 available in both two-barrel (250 hp) and four-barrel (270 hp) tune.
Options of note on the Ambassador included bucket seats with a fold-down center section and the novel Twin-Stick transmission. Available on all Ramblers, Twin-Stick  used a pair of levers to operate a three-speed overdrive gearbox (more about Twin-Stick here.) Body styles were limited to a four-door sedan, a four-door wagon, and a two-door hardtop.

​The big news for Rambler in 1964 was the compact and sporty American, completely redesigned that year under American Motors design chief Richard A. Teague. The wheelbase was lengthened from 100 to 106 inches to increase rear passenger space and modern ball-joint suspension was added up front. One strangely anachronistic feature was the base powerplant, a 195 CID flathead six, which offered only 90 hp but allowed the company to price the American 220, a stripped-down entry model, at less than $2,000. For those seeking a little more glamour, the snazzy 440 trim level included a handsome two-door hardtop (above) and a convertible (lead photo).
Of course, Rambler owners were known to be practical folk, so it’s not surprising that station wagons (below) were important elements in the Rambler lineup . All three car  lines—American, Classic, and Ambassador—included wagons in ’64, and all were four-doors that offered folding seats, twin-circuit brakes, and other sensible-shoes Rambler features. Of the nearly 380,000 Ramblers registered in 1964, more than 100,000 were station wagons. But even American Motors could not ignore the expanding youth market, and in 1968 the company officially reversed course, embracing racing and performance in a major way.

The Lincoln Continental Mark IV of 1972-76 was the American luxury coupe of the 1970s. Here’s a Lincoln-Mercury dealer film with a closer look at the 1975 product line.

Few products from the Motor City have been as well-defined in the market as the Continental Mark IV. Produced by Ford’s Lincoln-Mercury division from 1972 to 1976. the Mark IV was the sleeker, flashier successor to the successful 1969-71 Mark III. (Read the story behind the Mark III here.) A team of two designers and six modelers under the direction of veteran FoMoCo stylist Wes Dahlberg developed the Mark IV’s imposing profile, which, surprisingly, was only four inches longer (and 200 lbs lighter!) than its predecessor. When Ford president Bunkie Knudsen saw it, he reportedly said, “Gentlemen, that is the next Mark… Don’t change anything.”

Of course, all you hardcore Lincoln enthusiasts know this wasn’t the first Continental Mark IV, as Lincoln also produced a Mark IV in 1959. But when the Mark III was introduced for ’69, the Mark series roman numerals were reset—rather like a TV or movie franchise reboot.

​Anyway, by 1975 the Mark IV was in the fourth year of its five-year product cycle, so Lincoln offered a series of  special trim packages to offer buyers some exclusivity. As showcased in this original Lincoln-Mercury dealer film, these included the Lipstick and Blue Diamond luxury groups. (L-M expanded on this theme in 1976 with its Blass, Cartier, Givency, and Pucci fashion-designer editions.) Of course, the Mark IV will be eternally remembered for its signature styling features: the faux-Rolls grille, spare tire bump, and opera windows, and all three are on prominent display here. Video below.

American Graffiti, the surprise summer blockbuster that ignited the career of filmmaker George Lucas (director and co-screenwriter), is one of the most car-saturated movies that is not explicitly about cars. Set in Modesto, California, at the tail end of summer 1962, it follows the exploits of a quartet of recent high-school grads: college-bound Curt Henderson (Richard Dreyfuss), class president Steve Bolander (Ron Howard), the nerdy Terry the Toad (Charles Martin Smith), and drag-racer John Milner (Paul Le Mat). The action takes place on a single night against a backdrop of endless cruising. Lucas made the movie in 1972, and it was highly autobiographical. In an interview in The New York Times, Lucas said of the film:

It all happened to me, but I sort of glamorized it. I spent four years of my life cruising the main street of my hometown, Modesto, California. I went through all that stuff, drove the cars, bought liquor, chased girls... a very American experience. I started out as Terry the Toad, but then I went on to be John Milner, the local drag race champion, and then I became Curt Henderson, the intellectual who goes to college. They were all composite characters, based on my life, and on the lives of friends of mine. Some were killed in Vietnam, and quite a number were killed in auto accidents.

American Graffiti is newly available on HBO's streaming services this month, so we figured it was worth another pass down the main drag. Here are some lesser-known facts to know about it, in case you settle in for a rewatch or a first watch — it's highly recommended if you haven’t seen it before.

1. Some 300 cars were used in filming. Local vintage-car owners were paid $20 to $25 per night (reports vary) plus food.

​2. Milner’s ’32 Ford chopped-top Deuce coupe had a ’66 Chevy 327-cu.in. V-8 with four Rochester 2GC two-barrel carbs. The engine was mated to a Super T-10 four-speed gearbox, and a ’57 Chevy rear end with 4:11 gears. The car was originally red but was repainted yellow for filming, and the red-and-white interior was dyed black. The rear fenders were bobbed, front cycle fenders added, and the dropped front axle chrome-plated. When the movie was done, the car was advertised for $1,500 but failed to sell for more than a year. It eventually ended up with a collector in Kansas and has since gone to an owner in San Francisco, both of whom preserved it.

​5. Curt’s obsession is a mysterious blonde (Suzanne Somers) in a white ’56 T-Bird. Somers had a surprise reunion with the car in 1999 on an episode of Leeza Gibbons’s TV show.

​6. The film takes place in 1962 but Curt’s Citroën 2CV is actually a ’67 model.

​7. Toad’s crashing his Vespa in the opening scene was unscripted. He lost control of the scooter but stayed in character, and George Lucas kept filming.

​8. The license plate on Milner’s Deuce coupe is THX 138, a nod to George Lucas’s earlier science-fiction film THX-1138. Steve’s ’58 Chevy Impala has the license plate JPM 351, and that plate appears again on the Studebaker that Carol, Judy, and some other girls are riding in.

9. The prank in which Curt attached a chain to the cop car’s rear axle, which is then ripped out from under the car when the police set off, was tried and proven not possible on Mythbusters. For the film, the axle had been cut away from the frame, and the chain was not really attached to a light pole but to a winch on a heavy-duty tow truck. The winch was activated as the cop car pulled away, yanking the axle out from underneath it.

10. Although set in George Lucas’s hometown of Modesto, California, the film was shot largely Petaluma, California. Petaluma hosts an annual Salute to American Graffiti.
11. The entire movie takes place over one night, and filming was done between 9 p.m. and 5 a.m. The shoot lasted just 28 days.​

12. An assistant camera man fell off the trailer of a truck and was run over shooting one of the road scenes, suffering minor injuries.
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13. The DC-7 airliner that appears in the final scene was later converted to cargo use, and in 1986 it crashed after taking off from Dakar, Senegal, killing all four people on board.