Is it possible to have sexy and practical at the same time? We won’t judge your choice of spouse, even if she (or he) is a supermodel with a PhD who juggles home, work and family life like no other; nor will we judge your car, for that matter, but what about an everyday super car, where sexy and practical go together as easy as peanut butter and jelly?
Truth be told, it is entirely possible. In the 1960s and 1970s, several cars came out of Italy, wearing the finest couture, but powered by good, old-fashioned pushrod American V-8s. They may not have produced the high-pitched arias that free-revving Italian engines are known for, but they almost made up for it with the sweet baritone of a burbling V-8.
We call those cars “original hybrids” around here. From the Iso Grifo to the Intermeccanica Italia to the Bizzarrini 3500 GT, rumbling–but reliable–V-8 power made the grade for these small-batch, hand-built cars.
By combining Giorgetto Giugiaro’s sexy, Ghibli-esque bodywork with the powertrain and many other components of the Plymouth Barracuda, carrozzeria Ghia came up with the 450 SS roadster in 1966. More accurately based on the Fiat 2300 Coupe, the 450 SS was also the brainchild of Hollywood producer Burt Sugarman, then still in his 20s. He was able to convince Ghia to start building a model similar to the 2300’s design, but with American V-8 power. Ghia was still relatively close to Chrysler, with whom they produced many projects in the 1950s, so they chose the running gear from the Plymouth Barracuda Formula S to fit into the new roadster with two-plus-two seating. Sugarman even set up a dealer, Beverly Hills Ghia, to exclusively sell the cars. Though the roadster was never a big hit, Ghia and Sugarman managed to sell about 52 examples in 1966 and ’67, about half of which remain accounted for today.
Instead of the 2300 Coupe’s Ghia body welded to a Fiat 2300 floorpan, the 450 SS received a unique ladder frame for its exotic, semi-monocoque steel body. A Barracuda front K-frame was installed to cradle the engine and front suspension, which was sprung by torsion bars. Out back, leaf springs and a limited-slip Chrysler SureGrip live rear axle put the power to the pavement.
The Barracuda’s top optional V-8 in 1966 was the venerable 273-cu in small-block, which equated to 4.5 liters in Euro parlance, hence the name, 450 SS. With a four-barrel on top, the Commando 273 was rated at 235hp and 280-lbs ft of torque. More important than that relatively modest power figure (admittedly a good 100hp up on the Fiat 2300’s top number) was the rugged reliability of the not-so-stressed V-8, despite its stout 10.5:1 compression ratio. Although later 273s would feature a nodular, cast-iron crank, the version found in the Ghia used a forged crank, making for a stout bottom end.
Chrysler’s equally reliable three-speed TorqueFlite automatic transmission was standard, with a Chrysler A833 four-speed manual as a no-cost option. Though photos exist of what is likely the factory prototype sporting a four-speed manual, most cars known to still exist today are equipped with the TorqueFlite, though a couple have been converted to four-speeds.
Beyond being sold by an exclusive dealer, any chance of Ghia’s large-scale sales success was undone by its excessive $11,800 base price at a time when a very well-equipped Corvette could be had for half that, and only exotic European machinery even came close to the 450 SS’s price tag. Other than the four-speed manual, the only two options on the car were a $600 steel hardtop and a $700 Artic-Kar-branded Borg Warner aftermarket air-conditioning unit installed at the factory.
But, that small production run nearly 50 years ago means that the car remains extremely exclusive today, with only 20-something cars known, though they do frequently come up for sale. That high price and West Coast-only dealer also mean that most cars were given the California lifestyle as a second or third car in generally decent weather, though rust can still be an issue. Despite having back seats, the 450 SS could hardly be called practical for more than a pair of adults, with or without the optional hardtop installed.
Ghia manufactured the 450 SS with a rear seat, but its tight dimensions meant it was only for occasional use or for children. Even getting into the seat can be tough. Ivan Ruiz, owner of the red Ghia pictured here (and a second car currently under restoration), shares how complicated it can be to use the rear seat. “There is a rear seat, but it’s one of those impossible-to-use seats. The way it works is that they all came with this metal panel behind the seats. That metal panel is removable. So, if you want to use the rear seat, you take the metal panel out and then you can use the seats. That’s one of the reasons the metal panel is missing on a lot of these cars, because people will take them out, put ’em in their basem*nt, sell the car and the panel stays behind.”
Most cars that come up for sale seem to be in excellent condition though there are basket cases, too, needing full restorations, which seem to show up now and again. Those full restoration candidates may present a significant problem as the Ghia 450 SS was truly a bespoke car. While a mechanical going through would present few problems with the very common Chrysler running gear, a body needing any missing or too-far-gone pieces would likely require a very talented craftsman with highly skilled fabrication chops, something that does not come cheap–if you want it done right.
Ornately chrome-laden steel hardtop was a $600 option on the $11,800 Ghia 450 SS in 1966 (the only other option was air conditioning, for $700) and gives the car a striking coupe look when installed.
Some interior pieces are common, off-the-shelf Chrysler parts, such as the door handles, window cranks and even the heating controls, but there are other parts that came from unlikely sources, such as the Lucas toggle switches lifted from a Jaguar E-type. Some Plymouth-sourced components were disguised with coachbuilt touches, such as the center console with its inlaid wood. There is no disguising the Chrysler automatic shift lever, with its top-mounted button, however.
Though the gauges are not labeled, other than Ghia logos and mixed Italian and English markings, they appear to be the standard gauges from the Barracuda Formula S, which included a round 150 MPH speedometer as part of the package. However, they feature different needles and rescreened faces to match the Italian style. Likewise, components like the door latches, center console and ignition switch are clearly Chrysler sourced, but push-buttons to open the doors are straight from Alfa Romeo.
This mix of parts requires some paying attention to and has kept Ivan’s attention for the three years he has owned the red 450 SS, and some parts seem to have no known use beyond that of the sporty Ghia. “We have not found a replacement for the windshield,” reports Ivan. “When I say ‘we,’ there is a group of owners, and we kind of share information. The taillights seem to be quite unique, though they used several taillights. You can kind of make one from an Alfa work, but the original ones were unique. The Borrani wire wheels are also unique. That particular wire wheel is not listed anywhere for any other car. The center is different and unique. The knockoffs have different threads from the Maserati ones, which look the same externally, but they have a different pitch to the thread.”
While you can get American V-8 reliability with your coachbuilt Italian exotic, that doesn’t mean you will be entirely free of such idiosyncrasies. Take the courtesy lights, for example. On the inside of the door hinge, there is a standard switch to turn the lights on or off. Ghia installed a second switch just to illuminate another light on the dash that notes that the door is not fully closed.
When the car was new, the Chrysler components on the vehicles received 12 months/12,000 miles of warranty coverage via Chrysler International, S.A., Chrysler Corporation’s Swiss-based international sales and distribution arm. Instead of printing its own guide, Ghia included the 1966 Plymouth Barracuda owner’s manual with the 450 SS. For every feature not used on the Ghia, a hand-stamped annulato (rescinded, in English) marked the manual.
Exotic, custom coachbuilt Italian cars are the stuff car-guy dreams are made of. Sensuous lines, thrilling performance and panache to spare. Throw in a reliable and reasonably inexpensive driveline that almost any local mechanic can service (including you, dear reader) and you have a winning formula.
Lifted directly from the Plymouth Barracuda Formula S, Chrysler’s four-barrel 273-cu.in. V-8 was rated at 235hp and has proven very reliable.
From the pen of Giorgetto Giugiaro, the 450 SS, with its clean lines, remains as striking today as when Ghia first made the cars 47 years ago.
Total Production*
1966-’67 approx. 52
*Most Ghia 450 SS sales were via Beverly Hills Ghia
Price Guide
1966-1967 Ghia 450 SS
Low $35,000
Medium $130,000
High $180,000
Specifications
Engine – Overhead-valve, pushrod V-8 with cast-iron block and cylinder heads
Displacement – 4.5 liters (273-cu.in.)
Bore x stroke – 92.2mm x 84mm
Horsepower – 235 @ 5,200 RPM
Torque – 280-lbs.ft. x 4,000 RPM
Fuel system – Four-barrel Carter carburetor
Transmission – Chrysler TorqueFlite three-speed automatic transmission
Length – 178 inches
Width – 68.9 inches
Height – 51.2 inches
Wheelbase – 98 inches
Curb weight – 3,130 pounds
0-60 MPH – N/A
Top speed – 124 MPH
Body
Despite featuring largely Plymouth Barracuda mechanicals, the Ghia 450’s body is a bespoke, steel skin over a steel tube ladder-frame chassis in the finest coachbuilt tradition. This means that you will never find spares–they will have to be created from scratch should you need to replace any panels, frame pieces or any of the unique chrome pieces. However, a Barracuda front sub-frame (called a K-frame by Mopar aficionados) carries the front end and supports the engine and remains a very commonly available item from salvage yards.
Despite the large majority of these cars leading at least their early lives in California, rust can be an issue. Water can pool under the leading edge of the windshield and rust can develop inside the firewall. Likewise, rust can infect the rocker panels when water gets trapped there. Except for the front quarter vent windows (again, from Chrysler), the glass pieces are unique to the car. If you need a new convertible top, there are no kits available, so you will need to have one custom made.
Interior
Like the body, the Ghia’s interior was a mix of bespoke and off-the-shelf parts, only in this case the ratio tilts farther in the favor of reasonably priced and readily available Mopar components. The Personal steering wheel stands out as not being a Chrysler part, but not an especially rare piece, either. It is mounted on a Chrysler steering column. Facing the driver is a set of Barracuda Formula S gauges with unique needles and rescreened faces. While the heater controls are a Chrysler part (though with Italian labeling), the toggle switches on the dash come from the Jaguar E-type.
The Barracuda’s arrow-shaped center console gets a literal veneer of inlaid wood in the Ghia, and a different gear indicator, but the gearshift itself is standard A-body kit. While major pieces such as the seats appear unique to the 450 SS, finding components like the center console should not be too difficult, another great example of Ghia handling the sexy parts while using off-the-shelf Chrysler parts for less glamorous components.
Engine
The Commando 273 V-8 was the performance engine of choice for Dodge Dart, Plymouth Valiant and Barracuda through 1967. Though Chrysler sold most 273s with a two-barrel carburetor, the high-performance four-barrel version was rated at 235hp (SAE gross). Large by European standards (4.5 liters), yet small by 1960s U.S. muscle car attitudes, the 273 featured an oversquare 3.63-inch bore running along a 3.31-inch stroke, resulting in a pushrod engine that revs relatively freely.
The good news is that while the 273 Commando versions were relatively rare, Chrysler otherwise made umpteen million 273 V-8s between 1964 and 1969, and parts are plentiful for every version. Pre-1969 273 V-8s featured a forged crankshaft, making the bottom end of these engines particularly durable.
Perhaps the best part of such an engine lurking under the Ghia is that there’s a good chance you can find parts today in your local town and an abundance of expertise that has the talent and experience to repair, maintain and even enhance these engines.
Transmission
Like the Ghia’s engine, the three-speed automatic transmission came straight from the Barracuda and it’s every bit as reliable as the engine, perhaps even more so. Mopar’s TorqueFlite remained in production, in one form or another, for almost 50 years. It has a reputation for being bulletproof and reliable on everything from 100hp Slant Six-equipped cars all the way up to 426-cu in Hemis that produced almost 500-lbs ft of torque. Plenty of drag racers still swear by the heavier-duty versions used on the high-torque, big-block versions of the gearbox.
Parts, service and replacements are extremely abundant. If Chrysler made umpteen million 273-cu.in. small-block V-8s, then they made a gazillion or two TorqueFlite transmissions. The A904 TorqueFlite was nearly ubiquitous with Mopar small-block V-8s and Slant Sixes for nearly as long as the engine family was produced. Though the transmissions are very reliable, parts and rebuilt units are readily available and expert service is available throughout the country, likely even in the smallest towns.
Brakes and Suspension
While Ghia concentrated on its strengths in creating stunningly styled bodies, it pulled the hard parts from the Barracuda for excellent braking and handling. The Formula S package on the Barracuda, which made it one of the best handling American cars of the era, included firmer rate springs and torsion bars, heavy-duty shocks, a fat anti-roll bar on the front end and large 11.5-inch front disc brakes from Kelsey-Hayes. Formula S also included faster-ratio steering than the typical Barracuda.
While American cars of the era are hardly ever noted for their handling prowess, the Barracuda’s Formula S setup made it one of Detroit’s hottest performers when it came to cars that were actually designed to turn and not just go fast in a straight line. Most components remain available for the car and the Kelsey-Hayes calipers take the same size pads as early Mustangs, so there remain excellent choices for brake pad compounds. The rear drums are standard Chrysler A-body 10- by 2-inch units, again, produced in abundance for many years.
Parts Prices
Alternator – $130
Carburetor repair kit – $50
Distributor – $250
Emblems, front and rear – $425
Fan – $90
Fuel pump – $40
Harmonic balancer – $240
Headers – $550
Intake manifold gasket set – $30
Oil pan – $90
Oil pump – $120
Starter (remanufactured) – $80
Water pump – $90
Recent Ads
1967 Ghia 450 SS: 41,492 miles; Automatic transmission. One of the most beautiful cars to pass our way, in triple black. Comes with a rare separate hard top. Mint condition. $159,999
1967 Ghia 450 SS: 1,424 miles since full nut-and-bolt restoration. Automatic. Red exterior over tan interior. Personal car of Robert E. Petersen, founder of Petersen Publishing. Formerly owned and displayed at the Petersen Automotive Museum. Borrani wire wheels. Impeccable leather interior. One of the finest in existence. $179,900
1966 Ghia 450 SS: 44,500 miles. Red with black leather interior. Paint is very nice, body is straight and rust-free (California car), with excellent gaps. Chrome is also very nice. All five Borrani wire wheels were just done and sport new tires. Soft top is in fair condition. Hardtop is steel and in excellent condition. Interior is very nice and most likely the original leather. Mechanically runs and drives as it should. $159,900
Ads from Hemmings Motor News
Club Corner
autos.groups.yahoo.com/group/ghia450ss/
Viewpoint
I like the styling. I like cars that are unique. If you look at some of the other cars that I own, they are the less traditional cars that you see on the road. I just like things that are a little more unique than the average guy. I love taking the car out and having people look at something they have never seen before.
One of the nice things I have found in this car, especially for the era, is the lack of chrome. If you look at Giugiaro’s design and what he did, he did it all on shape, for the most part, as opposed to chrome. The front bumper and the rear bumper are very simple. There is very little chrome on the car. All of the beauty of the car is shape. It’s those swooping front fenders and stuff like that.
I think the hood scoop looks a little too macho for the car, personally. I guess it was trying to appeal to a market that liked hood scoops. I wish they would have left it out.
But, it is very reliable. It doesn’t handle like my Maseratis. If you are looking for something that will grip itself to the road, this is not that car. It was never intended to be that. This is a boulevard cruiser and not the best car for the twisties. -Ivan Ruiz
