When fewer and fewer convertibles became available to U.S. buyers (mid 1970's - mid 1980s), an aftermarket cottage industry grew for new cars to be converted into convertibles because it seemed that there were still a few buyers who wanted a new convertible. Everything from Monte Carlo`s , Camaros , T Birds , Firebirds to Celicas, Lincolns to Cutlass were modified into convertibles. Tens of thousands of cars were converted by several dozen quality shops across the country. These coach companies often marketed to new car dealerships, but they usually did not work for, or in conjunction with the car manufacturer. The new-car dealership could contract with any aftermarket company to add any option they wanted to add to a car, as long as it did not compromise the strength integrity or cause warranty problems on that car. Options like roof-racks, sunroofs, leather interior, spoilers, rustproofing and all sorts of things could be done to a new car, even though the car manufacturer had nothing to do with that product or conversion. The conversion van phenomena is a very similar process. The convertible conversion was built as a dealer option that was ordered by the new car dealership (or could be ordered privately if you already owned the car) just like rustproofing or custom pinstriping could be ordered for a car by the dealership. As far as a car manufacturer was concerned, as long as the car was converted in a way that did not negatively compromise the car to cause warranty problems, then the new car dealership could do, or have done, whatever they wanted to do. These conversions are not considered OEM or factory options. Conversions done before the final sale to the consumer, for/by the new car dealership are considered dealer options. All coach convertible conversions sold directly to the private car owner are considered "aftermarket" conversions.
Even though the car manufacturers have gotten back into the business of building convertibles, there will always be a market for specialty coach convertibles. Many convertibles have been built to fill a niche in the market. Coach convertibles like the '84-'87 Honda CRX Spyder, '83-'90 Mercedes SEC convertible and the '84-'88 McLaren ASC Capri/Mustang convertible were successful, even while competing in a market full of factory convertibles. Even today, coach builders are able to sell limited numbers of coach convertibles to customers that want something a little different.
Coach builders that did the conversions and cars they did Pontiac Grand Prix Steas Industries(1982), National Coach Engineering(1982), Classic Group of Companies(1982) Coach Builders Ltd(1982)
Chevrolet Monte Carlo Steas Industries(1981-1982), National Coach Engineering(1982), Hess & Eisenhardt(1983), Classic Group of Companies(1982), Coach Builders Ltd(1982), Car Craft(1983), ASC(1983)
Buick Regal Steas Industries(1981-1982), Convertible Specialists Inc.(1982), National Coach Engineering(1982), Classic Group of Companies(1982), Coach Builders Ltd(1982), Coach Conversions Inc.(1981)
Chevrolet Malibu (78-80) National Coach Engineering (78-79)Classic Group of Companies
Oldsmobile 98 Regency Hess & Eisenhardt(1980)
Buick Electra Hess & Eisenhardt(1980)
Chevrolet Camaro (3rd Gen) Autodyne Corp(1982), Coach Builders Ltd(1982), American Custom Coachworks(1982-1984), John Greenwood(1982-1983), Auto Form Corp.(2-seater)(1983-1987), ASC Inc.(1985-1986), Matrix3(1984-1985), International Coach(1983-1984), Coach Conversions(1983)
Oldsmobile Cutlass Supreme/Calais Steas Industries(1981-1982), National Coach Engineering(1982), Classic Marketing Group(1980), Classic Group of Companies(1982), Coach Builders Ltd(1982), Viking Coach(1984), Coachman(1983)-(1987)
Pontiac Phoenix Coach Builders Ltd(1982), American Custom Coachworks(1981)
Buick Riviera Coach Builders Ltd(1982), National Coach Engineering(1982)
Oldsmobile Toronado Coach Builders Ltd(1982,1988-1990), National Coach Engineering(1982), Hess & Eisenhardt(1982-1985), ASC(1985), R. Straman Company(1987, 121 built)
Pontiac Firebird (2nd Gen) National Coach Engineering(1979-1981), Steas Industries(1981), Custom Coachworks(1980), American Convertible Corp(1980), Con-Tec(1981)
Chevrolet Camaro (2nd Gen) National Coach Engineering(1979-1981), Steas Industries (1981), Elan(1981)
Pontiac Firebird (3rd Gen) National Coach Engineering(1982), Steas Industries(1982), R. Straman Company(1982-1990, 608 built), Autodyne Corp(1982), Auto Form Corp.(2-seater)(1983-1986), ASC Inc(1986), Matrix3(1985), International Coach(1983-1984), Convertible Concepts(1987)
Buick Riviera Coach Builders Ltd(1982), National Coach Engineering(1982)
Oldsmobile Toronado Coach Builders Ltd(1982,1988-1990), National Coach Engineering(1982), Hess & Eisenhardt(1982-1985), ASC(1985), R. Straman Company(1987, 121 built)
Pontiac Firebird (2nd Gen) National Coach Engineering(1979-1981), Steas Industries(1981), Custom Coachworks(1980), American Convertible Corp(1980), Con-Tec(1981)
Chevrolet Camaro (2nd Gen) National Coach Engineering(1979-1981), Steas Industries (1981), Elan(1981)
Pontiac Firebird (3rd Gen) National Coach Engineering(1982), Steas Industries(1982), R. Straman Company(1982-1990, 608 built), Autodyne Corp(1982), Auto Form Corp.(2-seater)(1983-1986), ASC Inc(1986), Matrix3(1985), International Coach(1983-1984), Convertible Concepts(1987)
i have more to upload please feel free to add to this also not a monte but its a nice g body convert i have more pics to post
When fewer and fewer convertibles became available to U.S. buyers (mid 1970's - mid 1980s), an aftermarket cottage industry grew for new cars to be converted into convertibles because it seemed that there were still a few buyers who wanted a new convertible. Everything from Monte Carlo`s , Camaros , T Birds , Firebirds to Celicas, Lincolns to Cutlass were modified into convertibles. Tens of thousands of cars were converted by several dozen quality shops across the country. These coach companies often marketed to new car dealerships, but they usually did not work for, or in conjunction with the car manufacturer. The new-car dealership could contract with any aftermarket company to add any option they wanted to add to a car, as long as it did not compromise the strength integrity or cause warranty problems on that car. Options like roof-racks, sunroofs, leather interior, spoilers, rustproofing and all sorts of things could be done to a new car, even though the car manufacturer had nothing to do with that product or conversion. The conversion van phenomena is a very similar process. The convertible conversion was built as a dealer option that was ordered by the new car dealership (or could be ordered privately if you already owned the car) just like rustproofing or custom pinstriping could be ordered for a car by the dealership. As far as a car manufacturer was concerned, as long as the car was converted in a way that did not negatively compromise the car to cause warranty problems, then the new car dealership could do, or have done, whatever they wanted to do. These conversions are not considered OEM or factory options. Conversions done before the final sale to the consumer, for/by the new car dealership are considered dealer options. All coach convertible conversions sold directly to the private car owner are considered "aftermarket" conversions.
