Cars By Peter

Mercury Villager

2010-12-12T08:36:00.000-08:00

Ford Motor Company announced that it has pulled the plug on the Mercury Villager and several other models. Unfortunate news for minivan consumers, because the Villager is a handsome minivan with good standard content and a variety of packages that can option it just the way you like. But don’t feel too badly. As 2002 has turned out to be the model’s swan song, it’s a safe bet your Mercury dealer will be making long deals this year. Since a modest model line reversion in ’01 that included a restyled front fascia, a new satin aluminium plated grille, restyled rear liftgate area, new body side moldings and new 16-in. wheels, not a tremendous amount is fresh this year. In fact, the only change is a new color: Cordovan Red clear coat metallic.

The Villager is offered in six models, each powered by a 3.3 liter sohc 12 Valve V6 engine that produces 170 bhp at 4800 rpm and 200 lb.ft of torque at 2800 rpm, mated to a 4 speed automatic transmission. Even the base value model comes standard with driver and passenger side sliding doors, driver and front passenger air bags, air conditioning, a tilt steering column, power windows and locks, remote keyless entry system, an FM/AM stereo/cassette and four speakers, and an anti theft system.

Gran Turismo 3

2010-12-12T08:35:00.000-08:00

This is one of the most outstanding game in the PS2 catalogue, the game and the graphics are awesome.. One of the most important things in the game is the game play; it is based on the real drive simulator. Play station has already released so many good games but gran turismo3 is definitely a healthy addition to ps2 software. the graphics of the game are life like. designer of the game put so much detailed features in the game that it can easily fools your eyes, the way the metal and the glass surfaces have been designed it is simply incredible.

The sound effects of the game are amazing. Each car has its own engine sound and almost very near to original one. Sound tracks which have been included in the game are consist of many famous artists like snoop dogg.

Game play. Here comes the big part of the story, polyphony has once again done it.gameplay includes 60 championship races, 10 rally races and 10 endurance races. Nobody can complete this overnight because it has a huge gameplay.if anybody want to complete this gem he has to spend a serious amount of time and effort as well.

In the end it is not a disappointing release. If anybody who is fond of racing will definitely love this game. It is offering the best cars and a high quality audio visual effect...

Project Gotham Racing 4

2010-11-18T15:50:00.001-08:00

There’s still a great satisfaction in performing a perfect powerslide around an airtight hairpin, or hearing the raw grunt of an Enzo as it powers down a straight, but the focus is still firmly on fun. Project Gotham Racing 4 straddles the gap between simulation and arcade with ease, a notion rubberstamped by a shift in tone and visual style, starting in its menus seeping into the racing itself.

Eschewing the slick, understand stylings of PGR3, this game has its sight set on the SingStar generation. From the stark juxtaposition of colors on the menus to the Sega Style pings and cheers when gaining Kudos, everything in PGR4 has been engineered to make it feel more like an arcade racer. Perhaps this is to give Gotham its own definite aesthetic when up against Forza, perhaps simply an attempt to broaden its market, but it certainly feels different, almost cheap at times. Far from truly damaging, but an indication of a mild change of tack, amplified by the handling of the newly introduced motorcycles.

While the cars retain a sense of weight and reality, the handling of PGR4’s two wheeled included motocross games has more in common with GTA than GT. A huge and integral part of motorbike racing is how the rider’s weight shifts as he or she takes corners, reflected in sims such as MotoGP with its twin sticked controls.

Gran Turismo 5: Prologue

2010-11-18T15:50:00.000-08:00

It’s still a racer’s dream: getting behind the wheel of a Skyline or a Lotus Elise feels as close to reality as it possible can in car games, and with a subtly rewritten physics engine, Gran Turismo 5: Prologue inches ever close to perfection.

When translated to a 16 car race (gone are the six vehicle events of the past), the remodeled driving engine and updated opponent AI will make for a slicker, denser, more believable drive than ever before. But as is fast becoming gaming law, offline racing just isn’t as fun as it used to be. The unpredictability and raw competition of racing against real opponents is understandably the future of videogames driving, and thankfully Gran Turismo has finally caught up.

The full online support is catered for within this supposed teaser is fantastic news, and most likely a clever way for Sony to test the water before unleashing Gran Turismo 5 proper. Hopefully, Prologue won’t suffer from Project Gotham Racing syndrome, reckless drivers clipping you rear end on the first corner and ruining your entire race. Aren’t Gran Turismo players supposed to be more sophisticated bunch, anyway? Sadly, and almost indefensibly, car damage is still a concept that is unheard of the within the world of Gran Turismo.

Pontiac Montana

2010-11-17T09:06:00.000-08:00

One can associate a number of things with Montana. Big Sky. Wide open spaces. A reasonable and prudent daytime speed limit once upon a time. And if, you are in the market for a family vehicle, Pontiac’s minivan. There’s not a laundry list of new features in the Montana for 2002, but what it does offer is significant, such as Versatrak all wheek drive, Montana Vision rear passenger video entertainment system and a new Thunder Sport appearance package.

Pontiac offers the Montana in four different models; the standard 112.0 in wheel base Value Package, Regular Length, and Versatrak All Wheel drive. A number of features are offered as standard equipment on all models, including driver and front passenger airbags, air conditioning, power door locks with remote keyless entry system, driver and passenger sliding doors with child locks, lower anchorage and top tethers for child safety seats (LATCH), and a Delco AM/FM stereo with CD player.

The base Value Package of the car has seating for six, including two second row captain’s chair and two third row modular bucket seats. The rest of the models feature seating for seven with second row captain’s chairs and a rear split folding bench. Available on the Regular Length model only seating for eight with three second row captain’s chairs and a third row stowable bench seat.

Mini Cooper S

2010-11-17T07:13:00.000-08:00

The switch from R53 to R56 Mini brought a 61mm stretch and I never wanted for more space in the comfy front seats. We hardly used the rears, but you can just squeeze small adults in for short journeys. The boot, too, is risibly fun sized, but then you’d have to be dense not to realize the Mini’s baggage handling is on a par with British Airways’. At least you can easily drop the rear car seats.

One thing very big about our Cooper S is its $16,000 base price, an expensive luxury, but I’d argue that your extra cash secures extra quality. And residual values are stronger than on any other small car’s industry forecaster CAP says our holds 54% of its value after three years/ 30,000 miles (Renault sport Clio 43%, Alfa Mito 51%, Honda Jazz 52%).

It feels every inch a shrunken BMW, from its flawless paint finish to that strangely mellifluous indicator tick tock. Most of the interior is crafted with quality materials, although we weren’t alone in experiencing an annoying creak from the dash near the driver’s A pillar. This was silenced when we replaced the cracked widescreen of the Mini Cooper S.

Lincoln Continental Mark III

2010-10-08T13:08:00.001-07:00

The Lincoln Continental Mark III of 1968 (which is not to be confused with controversial 1958 Mk III) was built to fill a niche nobody realized was there before, the fully equipped “Personal Luxury Car”. When it was in its initial success became apparent, Lincoln wasn’t the only American car maker wondering why it hadn’t thought of trying to fill the gap in the market before.

With its long stylish bonnet and short boot, its two door styling was an evocation of the Mk II of the 1956, but where that car had achieved good taste and some public interest in its early stage, on some levels, the new car missed the mark by a mile.

The fake neo classic grille was intended to give the car some up market gravities, but it only succeeded in looking totally crass, while the retractable head lights and continental spare wheel hump were pure gimmickry. Yet the buyers loved it very much, and the car was sold 30,000 Lincoln Continental Mark III in the first year of production. Lincoln knew they were in to a good thing and followed it up with the Continental MK IV in 1972, which had more of everything except horsepower, emission controls were beginning to take their toll on Detroit’s big V8s.

Opel Kadett

2010-10-08T13:08:00.000-07:00

Just before the World War II Opel had produced a very cheap saloon know as the Kadett. The name had died long ago in the mid war but in 1962 Opel revived it for the betterment of the company and for the car to take on the VW Beetle. Built at Bochum, the new Kadett had a new one liter engine, synchromesh gear box and rack and pionion steering. The initial two door saloon and estate versions were soon joined by a coupe with a high compression engine producing 48 bhp.

In the late 1965 Kadett received a make over, the most obvious alteration being squared off headlight surrounds, but the major evolution took place in 1967 when Opel expanded the engine range from one to four. At base level was a bored out 1.1 liter unit with 1.5, 1.7 and 1.9 also available. In this guise the kadett sold in vast numbers until 1973, by which time well over 3 millions had rolled off the production line.

The most exciting addition to the family was a Rally Coupe, with aggressive styling and power output of 90 bhp. It was capable of 102 mph and is now a favorite among collectors. After 1973 the Kadett went through several changes, major and minor, and continued to sell into the 1980s.

ZIL 114

2010-10-07T12:59:00.001-07:00

The ZIL was a large limousine built for high ranking communist party officials in Russia. It was targeted as a replacement for the ZIS, which had been nothing more than a 1941 Pack hard under a different badge. The tooling had been bought off the Americans after the war. Through heavy influenced by contemporary American design, the ZIL was more its own car. It has a 220 bhp V8 engine, with light alloy cylinder heads and a push button two speed automatic gearbox. ZIL drivers enjoyed luxury unknown to the average Lada or Moskvitch owner, including power steering and electric windows.

The earlier 111 G limousine had a 5 liter engine and could manage 105 mph, but from 1967 there was a longer wheelbase 114 model with a 7 liter V8 and a claimed 300 bhp. These cars had squarer more modern styling and came with disc front brakes and air conditioning as standard. No one has been able to come up with information on what types of options were available.

As Communism crumbled and Russia began to open up there was less need for a special state party officials limousine and ZIL production finally finished in 1987. The ZIL was one of the luxuries of that high ranking members of the party enjoyed and there was never any problem with other traffic. No one driving a Lada or Moskvitch foolish enough, to halt the progress of a person in a ZIL.

Willys-Overland Jeep

2010-10-07T12:59:00.000-07:00

The Idea of a universal military vehicle surfaced in 1939. The Jeep (from the initials GP, General Purpose) soon surfaced. US military wanted a replacement for the aging motorcycles with side cars used in World War 1, and the Model T Ford had proved itself too fragile for the job.

The Willys Military Model MB Jeep, or, as the army called it, “Truck, quarter-ton, four, and command reconnaissance”, was mechanically simple. The 4 cylinder engine could run at 4000 rpm for 100 hours without a break, and without challenging the three speed manual transmission. Oil and air filters were easily accessible, as we the simple fold back cloth roof. The head lamps were on swinging levers, so that they could be pointed at the engine for repair work at right. It could tilt fifty degrees left or right, drive up a forty degree slope, and pull other vehicles through mud. Jeeps even served as ambulances, card tables and alter on occasion.

The sheer numbers of Jeeps in production, there were forty being made every hour, made sure that they became forever linked with the US army. After the war, there was a lot of demand. Serviceman all wanted Jeeps of their own, and the US department of Agriculture wanted them for hundreds of different purposes. Willys responded with CJ-2A. CJ reputation for Civilians Jeep, and you possibly would find them all over the place, mostly where other vehicles could not get to. It in fact could do the whole thing expect bake a cake.

Porsche 911

2010-09-04T02:49:00.000-07:00

When the 933 series Porsche 911 was launched, it was the ultimate expression of the same basic car that had been launched in 1964. While the car’s core remained the same, the front and rear was completely re-styled and the sophisticated rear suspension from the cancelled 989 five door projected fitted.

The 989’s wide track was suspension gave the 993 a very distinctive look, but it finally ensured that the 911 would keep its grip in nearly all conditions. Porsche engineers had also managed to further upgrade the flat six water cooled engine to produce more power.

However, it was now clear to Porsche that the original incarnation had reached the end of the developmental line. The company would have to finally re-invent a true automotive icon. Porsche also re-invented the flat six engine, switching to conventional water cooling. However, this move allowed the engine to meet new noise and emissions regulations that would have killed off the old water cooled engine.

The 996 and mid engined Boxster convertible shared the same structure engine, transmission and electrical system as well as some more obvious parts including the headlights and much of the interior. There were misgivings from some enthusiasts, concerned the 996 shared too much with its cheaper sister car and it had become much more of a relaxed GT, compared to the more frenetic and engaging 993 series.

McLaren Mercedes SLR

2010-09-04T02:45:00.000-07:00

Mercedes had long been associated with the British McLaren F1 team and in 1998 it decided to build an all out supercar. The Vision SLR would both celebrate the classic 300SL gull wing racer and its 1998 victory in both the F1 driver and constructor’s championship. The new car would also be constructed with cutting edge F1 technology Mercedes exhibited the gull winged Vision SLR concept at the Detroit motor showing January 1999. The car was striking for its styling, which was both futuristic and recognizably Mercedes.

The German company said the car would be built by McLaren at a new factory in Working in the UK, and would go on sale in 2003. Mercedes also predicted that the global market for supercars would grow to 2500 units per year, and the SLR would account for 500 of those sales. When the production model appeared in 2003, it had gone through a transformation. The reason for this old packaging was the Mercedes and McLaren engineers had decided to mount both the engine and the exhaust system between the front wheel and the bulkhead, forcing the front of the car to become rather elongated. The SLR arrived in the late 2004 and was built around a carbon fiber monocoque chassis and was powered by a supercharged 626 bhp 5.4 liter V8, engine making it one of the most powerful cars of the time.

Porsche Carrera 4

2010-09-03T03:20:00.000-07:00

Even though the Porsche 911 was saved from extinction in 1981, it was the best part of the seven years before the heavily revised 911, codenamed 964 was launched. Despite the looking like a more modern and slightly more aerodynamic version of the old car, the 964 was actually 85 percent new. The roof section, doors and bonnet were retained from the old car, but the whole floorpan had been redesigned, as had the rear section of the car and the newly sculpted aerodynamics nose and tail sections, in place of conventional bumpers. Inside, the 964 was also newly re-designed, although it remained true to the classic 911 styling heritage.

The redesigned floorpan was a major expense but necessary to accept the new coil sprung suspension and to accommodate the productionised version of the 959’s four wheel drive transmission. The first of the 964 series to be announced was the Carrera 4, a sort of down to earth 959. Although it lacked turbochargers the engine was bigger (3.6 liters, up from 3.2) and it developed 250 bhp.

The Carrera’s new found stability and all weather confidence transformed the 911’s reputation. The previous model was little changed from the original 911 launched in 1962, and was a tricky car to drive. The Carrera 4 offered thrills without overwhelming risk. In pure performance terms, the car also offered some truly fabulous pace.

Porsche 911 Carrera Rs 2.7

2010-09-03T03:18:00.000-07:00

After sales of the Porsche 911 started to fade in the early 1970s, the company decided to develop a range topping version that would capture the imagination until planned turbocharged 911 was unveiled in 1975.

Above everything, the 911 Carrera had to be very quick. The first move was to take the capacity of the flat six engine up to 2.7 liters, which required new cylinder barrels so the bore could be increased to 6mm to 90mm, through the stroke remained the same. Porsche used the advanced Nikasil coating process inside the barrels to reduce friction and wear. With both mechanical fuel injection, the engine produced 210bhp.

The effectiveness of the new engine was increased by making the rest of the car mush lighter than a standard issue 911. The RS’s body was made of thinner gauge steel and windows were also thinner than normal. Other weight saving measures included the deletion of soundproofing and the replacement of the steel bumpers with one piece plastic units.

The resulting 911 Carrera RS, with some 150kg knocked off the kerb weight and a much more powerful engine, was capable of hitting 60 mph in just 5.5 seconds and could get up to 149 mph. Most of the cars were produced in white with the now-classic Carrera livery running across above the still and small ‘duck tail’ spoiler mounted on the engine lid. Despite the go-faster looks, this spoiler massively reduced rear axle lift at high speeds. Porsche also produced a slightly more civilized and self effacing version without the spoiler called the RS Touring.

VOLVO 240

2010-08-06T14:13:00.000-07:00

From the late 1960s Volvo had been working on an experimental safety car (VESC), developing features such as airbags, anti lock brakes and telescopic bumpers. Now it was time to introduce these features to the public. Volvo took the old 144 and stuck a new nose on it. They fitted a new range of overhead cam engines, improved the front suspension with MacPherson struts and grafted on the safety features from the VESC. Offered as a two door, four door and five door estate, the 240 was the archetype safe ‘brick’ with which Volvo became synonymous. It was used as the benchmark for safety standards in the United States was renowned for its built quality and handling.

A diesel unit was added in 1979 and then, in the 1980s, came greater performance. First came the 240 GLT producing 140bhp, and then the 240 Turbo producing 155bhp. For those wanting power and space, 1983 saw the introduction of the Turbo Wagon, offering the performance and handling of the Turbo in an estate car. Volvo kept the changes to a minimum from then on, but commemorated the end of the run in 1993 by producing around 2000 special edition 240 Classics, with some nice trim touches and an edition number. By the time the 240 line came to a halt, it had produced close to three million cars.

Volvo PV444

2010-08-06T14:10:00.000-07:00

Before World War II Volvo built its reputation on solid, boring, middle class saloons but realized it would have to broaden its appeal post war to encompass smaller, more mass market cars. The PV 444 emerged in 1947; a new fashionable styled two doors that looked like suspiciously like a downscaled 1942 American Ford. Its lively performance soon gained it a good reputation and before long Volvo was making sales in-roads into the American market where it was appreciated for its quality, reliability and sporty handling. The first ones had 1414cc engine, the last 1583cc, twin carbs and 85bhp.

The 444 became the 544 in 1958 with five seats, a one piece screen and a new style dashboard. You could have 3 or 4 speeds and a single or twin carb (Sporty) engine. From 1961 onwards, the cars gained the up rated five bearing engine of the more modern ‘Amazon’ models, which in 85bhp form took the top speed up to the magic 100mph.

There was only one body style variant on the ‘PV’ theme, but the Duett estate first seen in 1953. It was a dual purpose vehicle that could be used as either a van or a passenger carrier. Durable and fun to drive, not something that could really said of certain later Volvos, these no nonsense vehicle are now very fashionable classics, appreciated for their durability and wonderful period styling.

New Beetle

2010-08-05T15:09:00.000-07:00

The early 1990s saw Volkswagen in serious troubles. The company was over manned, was building its cars in a very inefficient and had some significant quality troubles. Ferdinand Piech took over as the chairman and CEO of Volkswagen in 1993, determined to shake the VW family to its roots. Piech had build an enviable reputation, first as an engineer at Porsche and then as the boss of Audi. The concept One was unveiled in 1994 and was designed under the guidance of American stylist J Mays and was a signal that VW was preparing to go back to its roots in order to reinvent itself. Indeed, Piech had a very close connection to the car that founded the brand. His grandfather, Ferdinand Porsche, was commissioned in the 1930s by Hitler to build the original ‘People’s Car’.

Concept One, however, was viewed by some in the press as a triviality. After all, the oddball retro car was not going to rescue VW from its problems. However, Piech was determined to see it enter production. Piech’s engineering vision saw the New Beetle’s unique shape being based on the MK4 Golf chassis, a move which was much admired in the industry and triggered a re-think it could be achieved with everyday components. A convertible version of the Beetle was inevitable, but VW didn’t extend the range any further. The most outlandish version was the limited-run RSi, equipped with a 225 bhp V6 engine, four wheel drive and styling to match. In July 2007, New Beetle production hit 500,000 units.

VOLVO P1800/ES

2010-08-05T15:04:00.000-07:00

Although not a sports car in true sense of the word, the Ghia-styled Volvo P1800 was a good long- legged cruiser. It features an overdrive gearbox, had a respectable top speed of over 100mph (160km/h). The 107bhp engine was a twin carburetor, in-line four-cylinder unit with a four speed transmission sending the drive to a coil sprung live rear axle. Servo assisted front disc brakes were standard, giving safe but uninspiring handling.

Handsome and practical, the P1800 quickly gained popularity, despite a high price tag, and its profile was further raised by weekly appearance in the TV series ‘The Saint’, in which it was driven by show’s star, Roger Moore (who also owned one in real life). The initial production of Volvo’s stylish P1800 coupe was somewhat convoluted. The steel bodies were built in Britain by Pressed Steel in Scotland, and then sent to Jensen of West Bromwich who, with chassis parts supplied from Sweden, assembled the complete cars.

But Volvo was never very happy with the quality of the Jensen built cars, and in 1964 it shifted production to Sweden. With more power and detail trim differences, the car became known as the 1800S. The engine developed into a full two liter unit, with 115bhp in 1968; from 1969, it gained fuel injection, increasing the power output to 125bhp.

The final evolution of the design was the 1800ES, Volvo’s answer to the Reliant Scimitar GTE ‘Sporting Estate’. With its extended roof-line and rear hatchback, it was a useful small load carrier with a good turn of a speed. However, by the early 1970s Volvo was beginning to lose interest in its old sport cars, and stopped production in 1973.

Pontiac Bonneville

2010-07-31T13:23:00.000-07:00

Pontiac, one of the General Motor’s most successful post war Divisions. It achieved this by its models at the middle class buyer who wanted a car with all the luxury of the expensive marques but at not much more than mid range prices. This was the winning formula that led to the creation of the 1959 Bonneville. As soon as it was launched it became one of Pontiac’s most critically acclaimed models yet, a full size machine with new wide track styling and lower, longer bodywork than the 1958 models. At the front there was an aggressive split grille look, at the rear twin fin rear fenders. An increased glass area across the range gave the car an expensive look that set it apart from mid priced rivals.

The pillarless four door Vista handtop had a rear overhang on its roof, while the beautiful two door coupes had certain affinity with the Cadillac Coupe DeVille models of that year. Naturally, there was a convertible version too. The Bonneville was Pontiac’s topline offering and all models had V8 engines, the most powerful delivering 345 bhp through either a synchromesh manual box, or more usually, an automatic. Thus equipped, the Bonneville was quick and the wide track handling gave the car better cornering ability than the average Detroit product of 1959.

Plymouth SuperBird

2010-07-31T12:58:00.001-07:00

When Ford began fitting air cleaving droop snoots to its Talladega NASCAR racers Chrysler realized it had to fight back with something even wider. There first attempt was the 68 Chrysler 500, based on the Dodge Charger, but the aerodynamics add-ons caused tail lift and it soon became clear the shape would need more dramatic changes if it was to gain any advantage. An 18 inch droop snoot was added which reduced front end lift so dramatically that a giant rear spoiler had to added to redress the balance. Combined with the 650 bhp full race tune these cars could lap NASCAR circuits at something in excess of 200 mph. The good news was Joe Public could buy a road version of this car, called the Charger Daytona – with up to 390 bhp, because manufactures were required by NASCAR to build 500 road car versions so as to homologate the model for racing.

Plymouth did their own adaptation, the Road Runner SuperBird (based on the Belvedere) in 1970, with to some extent different accompaniments, NASCAR rules now required that one had to be built for each two Plymouth sellers, which preordained a total number of 1900 were built to homologate the car for competition. In the hands of star drivers like Richard Petty, the Daytona and SuperBird cleaned up on the tracks in 1970, winning a total of 38 races of Ford’s 10. The time in the spotlight for the Charger Daytona and SuperBird was a short one. The rules changed in 1971 in favor of smaller capacity engines, leaving these wild Plymouth and Dodges as a potent reminder of one of American racing’s most exciting periods.

Plymouth SuperBird

2010-07-31T12:58:00.000-07:00

Plymouth Barracuda

2010-07-30T12:40:00.000-07:00

With the Barracuda, Plymouth actually beat Ford to the market with a youthful coupe, it was in the showrooms two weeks before the Mustang. It was really just a tided up Valiant saloon (Plymouth’s compact’) with a dramatic fastback roofline that incorporated a large warp around rear window. It was fast (with the V8), handled really well and came with a huge range of options, but somehow failed to steal a march on the Mustang. It’s styling was too obvious based on the bargain basement Valiant, the front end was clumsy and the wrap around rear window dated rapidly. Few were surprised when the Mustang out sold the Barracuda by a ratio of ten one ten.

Later version became less tied in with the Valiant. They also featured smoother styling and ever more powerful engine options Plymouth began to pursue a performance image. By the end of the 1960s, Plymouth had decided the 383-3 was the top of Barracuda range. It came with 235 bhp V8 applied to heavy duty suspension and brakes. The car was totally restyled for 1970, with the Muscular ‘Cuda 340 as the most powerful model in range.

Emission regulations eroded the car’s performance gradually in the early seventies, and as the Plymouth name became increasing associated with utilitarian transport, the model name was dropped. In many ways this was a kindness and it has certainly helped ensure that the name is best remembered for the starting vehicles of the 1960s as opposed to the dull ones of the 1970s.

Plymouth Fury

2010-07-30T12:22:00.000-07:00

The Plymouth Fury represented one of the finest examples of stylist Virgil Exner’s ‘Forward look’ period at Chrysler. The process had begun, quietly. With the 1955 Plymouth market by a gradual increase in fin size in the fight to ‘out glam’ its mid priced rivals. There was certain flair and sense of proportion to Exner’s designs though, and none were better balanced than the Fury, which for 1989 was Plymouth’s premium offering, marketed as a separate series rather than a version of the Belvedere. It came only as a two door coupe or convertible and only with V8 power, from a 230 bhp 5.2 liter to a 6.0 liter Golden Commando until delivering a claimed 305 bhp in the top of the line Sport Fury.

Sales were strong and Plymouth were riding high, placed 4^th in the industry that year, but 1960 would be best year of the tail fin for Plymouths the 1961 model year would usher in radical new styling completely bereft of tail fins as buyers began to tire of the excess of the previous decade. Nostalgic images of the Fury have been kept in the public consciousness with the aid of the classic horror films Christine. Based on the best selling book by Stephen King, evil takes the form of a self repairing 58 Fury possessed by dark forces. The car, the Christine of the title terrorizes and kills those who harm her fanatical enthusiast owner.

Messerschmitt KR 200

2010-07-04T14:33:00.000-07:00

After the Second World War a German aircraft engineer called Fritz Fend found himself out of work. He turned to making invalid carriages for injured pilots and developed a three wheeler, constructed on a tubular space frame with such unorthodox features as handlebar steering, compressed rubber suspension and cable operated brakes. It also had just one sear. Fend wanted to enlarge it to take two seats in tandem, and he managed to persuade that other great German warplane manufacture Messerschmitt to use their dormant factory to build it. The result was the Kabinenroller, a two seater, three wheeler with handlebar steering and a meager 173cc engine driving the back wheel. For access it had a Plexiglass roof which lifted up to the side to allow you to climb in.

In 1955 a larger 200cc engine was fitted and the KR200 was born, capable of 62 mph, fairly impressive for its size. The engine was reversible, meaning, in essence, that you could select one of four reverse gears if you really wanted to. To the ride was slightly improved by the introduction of torsional rubber bushes and the shape became more sleek with a curved glass windscreen. A convertible was introduced in 1956 and production of the KR200 continued until 1964, when falling interest in micro cars brought about Messerschmitt’s demise.

MB MGF/ TF

2010-07-04T14:32:00.000-07:00

The MG badge had long been identified with simple and affordable roadster. But when the ageing MGB was canned in 1980, the badge was used on sporting versions of Austin Rover hatchbacks. Rover Group staged a sales revival at the end 1980s and showed a big leap in engineering competence, particularly with the K series engine and re vamped Rover Metro supermini.

The upshot was that Rover’s thoughts turned to the revival of the classic MG roadster. The idea was given extra impetuts by the success of the Mazda MX 5. Although Rover’s image was in the rise, it was still short of money. In the end, Rover engineers simply adapted the floorpan and clever interlinked Hydragas suspension from the Rover Metro Supermini. While the front end structure was carried over, the rear half was re-engineered to take the Metro’s K- series drivetrain, which fitted sideways between the rear wheels.

The MGF was styled by Gerry McGovern and simplicity was the keyword. It was powered by a series of 1.8 liter K series engine and the project was noted for its exceptionally low development costs. The car was well received at launch (under BMW ownership) in 1955 and was modestly successful, delivering s significant profit margin.

Mercedes smart

2010-07-04T02:37:00.000-07:00

The tiny, two seat smart car was perhaps the ultimate expression of Mercedes massive burst of creativity during the 1990s. Like the A Class, the smart re-thought the way cars were put together. But Mercedes also managed to invert a new brand as well as re-thinking the way car factories operated. The smart City Coupe concept was first dreamt up by Nicolas Hayek, the brains behind the Swatch watch brand. Hayek wanted to create cheap, innovative, modern, city centre transport and originally conceived Volkswagen to investigate the idea.

VW pulled out, and Mercedes stepped in. Mercedes was influenced by the environment and global warming scare of the early 1990s and became conceived that driving in European city centers could became restricted to all but the most fuel and space efficient vehicles.

As a result, the rear engine Smart powered by tiny three cylinder engine and was just 2.5m long. The ‘Tridion’ steel chassis was strong enough to provide impressive levels of crash protections and many of the body panels were self colored plastic that could be swapped. The interior was also completely bespoke with stylish, colorful post modern switchgear.

A brand new factory in Hamback, France was built for the smart. Much of the smart arrived in large sub assemblies from the component suppliers, which were than assembled. The smart family had grown to include a four seat sister car and clever tow seat long slung roadster, but in 2005 these were scrapped and plans for a small off roader canned. Even so, Mercedes decided to stick with the concept and launched a much improved Smart Coupe in 2006.

Mercedes A-Class MK1

2010-07-04T02:34:00.000-07:00

Mercedes decision in the early 1990s to make a massive dash for growth by building a wide range of new types of vehicle ultimately paid off. But stretching its engineering resources caused some serious problems for the company. Perhaps the best example is the radical A Class. This car tore up the automotive rulebook. It was far shorter than normal, had a very unusual double decker chassis and engines that were mounted at an extreme angle in the nose, the latter two ideas also helped make it very safe car.

The A class design also managed to liberate the most extraordinary amount of space. Clip-out seats and a flat cabin floor also allowed it to be converted into a van that could load as long as 2m, even though it was just 3.6m long. Engineered completely from scratch, which meant this was a very expensive project. It also resulted in Mercedes making some serious mistakes with its first front drive vehicle.

After less than 3000 had been built, the A Class rolled over during a Scandinavian magazine’s standard ‘elk avoidance’ manoeuvre. Pictures of the little car flipping flashed around the world. Mercedes was forced to stop production and deployed nearly all its engineering staff on a rear suspension re-designs for the A Class. The core of the problem was the combination of a very short wheelbase and high roof. The combination didn’t do much for the car’s ride and handling either. Still, Mercedes sold over a million examples, including an exceptionally spacious long wheelbase version.

Lotus Elan Sprint

2010-06-02T13:16:00.000-07:00

Good as the Elite was it had proved too specialized a car to build, and was plagued with too many problems for a company the size of the Lotus to produce and develop. They needed something simpler, less ambitious, easier to own but just as good to drive. Enter, in 1962, the Elan, still glass fiber but supported now by a backbone chassis and sprung on ingenious ‘Chapman struts’ that combined ride comfort with incredible agility.

There would be no more Coventry Climax engines. Lotus had its own twin cam engine, a 1558cc unit based on a Ford iron block and delivering 106 bhp, which in the lightweight Elan meant impressive performance on the roads. It was on this car that Lotus built their reputation in the 60s. If wasn’t perfect, quality was always suspect, then most people forgave it because the handling was so good. On the S2 of 1964 centre lock wheels replaced the previous discs. The S3 (1966) had a high final drive ratio together with a close ration gearbox option.

The SE (Special Equipment) version had 115 bhp, close ratio gears and servo assisted brakes. The S4 of 1968 was an S3 SE with wider wheel arches to accommodate low profile tyres. Power increased to 126 bhp in 1970 with the big valve Sprint some of which had five special gearboxes. The Elan also spawned the Elan +2, a 2+2 version for Lotus owners with families. Production of all Elans ended to clear the way for the new Elite, a move up market that, as history has shown, wasn’t entirely successful.

Lexus LS400

2010-06-02T12:27:00.000-07:00

Traditionally Japanese attempts to produce up market luxury cars in the Jaguar/ Mercedes class had not met the much success in Europe. With the Lexus LS 400, owners Toyota were hoping to make a break from the past and change all that. In fact this model was marketed entirely separately from Toyota, which is an indication of how seriously the project was taken. The car was entirely new but conventionally engineered, with a 250 bhp multi valve V8 driving the rear wheels.

It was a fast car but, more to the point, a very refined one that could match the best Europe had to offer. The engine was virtually silent, the four speed automatic transmission seamless, and road noise never intruded. Inside executives could lounge on soft leathers enjoying the best everything: there were no options for the Lexus, just one specification that the ride beautifully, but it also handled well, feeling much smaller than it was.

All it lacked was character. The shape was admirably aerodynamic but rather bland which, to be fair, was always the makers intention. It was marketed from the start as a car in which the wealthy would be able to keep a low profile. The Lexus made friends instantly, despite being a completely unknown reliable, topping Americas important J.D. Power Customer Satisfaction Index for several years.

Land Rover defender

2010-06-01T13:54:00.000-07:00

First seen at the Amsterdam Motor Show in 1948, the Land Rover was definitive in its simplicity and, unsurprisingly, it was barely changed until the early 1970s, when the Series III gained rather slicker all synchromesh gearbox and slightly more civilized dashboard fittings.

However, by the early 1980s Land Rover, then a two model manufacture was feeling the heat from rival Japanese 4x4s, which were less uncompromisingly rugged and more suitable as all around multi purpose vehicles. Land Rover bosses also recognized that typical buyers kept their vehicles for 10-20 years. A decisively new model would encourage loyal fans to trade up or stay away from the opposition.

The Country Station Wagon was launched in 1982, and threw off its military grab for trendy graphics. Inside it got proper seats and some attempt at sound proofing, but it still rode on cart springs. In 1983 the Land Rover got coil sprung suspension. Even, so the Defender hadn’t strayed for from its roots, and remained a pretty uncompromising machine. By the time Land Rover launched a recreational off-roader in 1990, the car with no more became the Defender.

And defend its territory it did, remaining true to its origins. A V8 engined, sporty, short wheelbase. Defender was launched for the USA in the mid 1990s, becoming an instant fashion hit. A lack of airbags meant the Defender had to be withdrawn from the USA in 1998. Despite numerous attempts to replace the model, it seems that it is likely to remain in production until 2012.

Lincoln Continental II

2010-06-01T09:40:00.000-07:00

The Continental II was Lincolns attempt to move even further up market by developing a kind if ultimate luxury car. Steeping aside from the vulgarity of most of Detroit’s mid fifties production the Continental II had almost European styling and elegant, simple detailing, of its contemporaries, its measurements coming in at 218 inches in length.

Excellence was another subject of the Continental II. Every car was practically hand built with endless layers of coat. Engines were specifically dynometer tested and the whole thing was torqued down to aircraft standards. Each Continental, built at a rate of just 13 per day, was shipped in a special fleece lined canvas to ensure that the car arrived in pristine condition.

To protect the car’s image specially selected dealers were expected to sell the Continental to the right kind of customer. There were under very strict instructions not to sell any to gangsters or other undesirables. Even at $10,000, buyers jostled for position in the waiting list and some cars were sold for as much as $1000 over list price. It was a position that didn’t last too long though.

The Mark II was a money loser for Ford (who owned Lincoln) and there simply were not enough buyers with requisite cash. Rolls Royces came cheaper and had a better pedigree. Thus the elegant Continental II lasted just a couple of period and was plummeted to make way for a good deal additional classy breakdown the Edsel.

Lancia Aprilia

2010-04-26T11:20:00.000-07:00

The Aprilia was one of Lancia’s finest achievements and a contender for the little of a landmark car. It was an outstandingly advanced saloon that had features not universally found on other marques for another 20 years or more.
Lancia had already shown the way with V4 engines and unitary construction on the Lambda a generation earlier, but the Aprilia consolidated that already strong technical lead. Its rounded shape was both aerodynamics and astonishingly roomy, and on just 1400 cc the Aprilia could cruise at 70 mph (112 km/h). Sweet and responsive, the V4 was matched to an equally delightful four speed crash gearbox that made for a great drive.
Its best feature, however, was its handling. On sliding pillars at the front and torsion bars at the back, the Aprilia had the poise and agility to eclipse the majority of contemporary sports cars, never mind saloons, most of which would have fallen over had they attempted to follow it through a fast bend. At the time it was revolutionary beyond belief and truly awe inspiring.
Beautifully made in the Lancia tradition, the Aprilia gained many admires, and was the favored transport of many racing drivers, in some cases, long after production had finished. In fact, the car was current until 1949, when it was eventually replaced by the Aurelia, another ground breaking classic.

Lamborghini Diablo

2010-04-26T11:13:00.000-07:00

To create a successor for the legendary Countach was a tough job for Lamborghini. It would have to be faster, more practical and comply with tougher safety and emission regulations. Yet the basics of the car launched in 1990, remained much the same. The engine was still a quad cam V12 but all new and bigger now, its capacity increased from 5167 to 5729 cc for an excellent output of 592 bhp.
Like before it was laid out longitudinally, with the gearbox in the front and the cooling radiators in the back. Double wishbone suspension was used all round, again classic supercar hardware. The hardest part was designing the bodywork, which had to out wow the widest looking car of them all. Marcello Gandini, the man who had styled the Miura and the Countach, was hired again for the new car and created a cleaner, longer shape, tough perhaps it was not such a memorable one as the Countach had been in 1971.
Where it did score over the Countach was in aerodynamics. The combination of a low drag factor and more power pushed the top speed over the impressive 200 mph mark. Acceleration was equally stunning, despite the inevitable in weight, and the chassis came up to the same standard, although the unassisted steering was a little on the weight side. A four wheel drive Diablo called VT brought even higher levels of traction and later, there were even more powerful and lighter versions like the SE 30 and SV, with over 500 bhp.

Honda Civic

2010-04-26T11:10:00.000-07:00

Volume car making for Honda began in 1962 with the S500 sports car and, later, the little air cooled, twin cylinder N360 and N600. All these cars had their merits, but proved too idiosyncratic to make significant in roads into markets outside Japan. What the company needed was a mainstream economy car with universal appeal, cats in the mould of the Mini, but more refined and comfortable.
Honda’s breakthrough came in 1972 with the Civic, a neat front wheel drive hatchback (and saloon) that brought new levels of comforts and quietness to the shopping car. Honda might not have known it at time, nut the Civic was the building block of their mass market position in both Europe and in the USA. The Civic was also destined to set benchmarks that other cars in its class would have to look to beat.
The light alloy engine was a smooth and brisk performer, and the car combined light, refined controls with good all independent suspension. There hadn’t been a Japanese car like this before, and overnight Honda became a force to reckoned with.
In the USA an Europe the car got rave reviews and sold by the shipload. Bigger engines and longer wheel bases followed, and the Civic gave rise to more up market Hondas such as Accord and Prelude. Its descendants remained in production in the 20th century, by which time the true historic impact of the car on the company was clear for everyone to see.

Honda S800

2010-04-26T10:58:00.000-07:00

Honda made its fortune building motorcycles, so it came as no surprise that its first car, the tiny S500, was heavily influenced by everything that the company had learned through its many years of motorcycle engineering.
Available as a convertible and a hardtop, its double overhead camshaft, hemi head 531 cc engine had a roller bearing crankshaft and four carburetors. Maximum power 44 bhp, came at a blaring 8000 rpm, which was practically unheard of in a road car. The S500 also had sequence drive to its separately sprung rear wheels, again subsequent motorcycle practice. Disc brakes on the front wheels hinted at the S500’s cost no object specifications, although the separate chassis was somewhat backward, even for the mid 1960s.
The S500 became the 606 cc S600 in 1964 and finally the 1965 S800, the best known and the most popular variant. When the S800 became available in Britain in 1967, it had conventional drive to the rear wheels and an ordinary live axle located by trailing arms and a Pan hard rod.
It was good value for money, undercutting both the Mini Cooper and Triumph Spitfire. It was praised for having remarkable acceleration for its engine size, a very slick gear change and excellent 30mpg (9.5 liters/ 100 km) economy, the handling was predictable, although the ride was on the firm side.
S800 production continued until 1970, by when Honda was making serious inroads into the economy car market with the N360 and N600. It was Honda’s last sports car for many years.

Chrysler Voyager

2010-02-19T07:48:00.000-08:00

When recently ousted Ford chairman Lee lacocca took over as Chrysler’s chaorman in late 1978, he clearly didn’t expect to find himself at the head of a company on the verge of collapse. So, desperate was Chrysler‘s position that lacocca’s claim that 600,000 jobs rested on Chrysler’s existence.
Lacocca’s product based turn around was to hinge on the new K car line up. These late 1980 cars would be compact, front wheel drive, fuel efficient and modern looking as well as affordable for ordinary Americans. Chrysler’s brand holding meant that lacocca also had three badges, Plymouth and Dodge were the other two, with which to penetetrate the market
The K car platform strategy allowed the company product line to be expended quickly and cheaply, so another three Chrysler and Dodge badge front wheel cars appeared, it was in 1983 that Chrysler really hit the big time though, with the K car based Voyager minivan.
The Voyager a revolutionary idea, and was instantly popular with the American public, so much so that the company couldn’t turn enough of them off the production line at first. Chrysler had thought laterally about the massive minivan concept and simply scaled it down, while retaining excellent interior space. The Voyager became a versatile family wagon that drove like a car and was much easier to maneuver in tight down town spaces.
Chrysler stylists had also managed to make the car look so right from the outset that it survived until 1991 before it was given a face lift, and even then it amounted to little more than an aerodynamic nose and a fresh interior. It wasn’t replaced until 1996, ensuring a place for the Voyager as one of the all time great mass produced cars.

Chrysler 300

2010-02-18T09:27:00.001-08:00

The Chrysler 300 of 1955 was the Usa’s most powerful production Car. It took its name from the racy 300 BHp engine, which sported twin 4 barrel carburetors and a full race camshaft. With a power come handsome looks.
Chrysler’s flamboyant Virgil Exner, had taken its inspiration from the latest Italian GT cars, and married it to the impressive scale of Detroit’s products to fashion one of the cleanest and most styling hardtops coupes on the market. It was only available in black, red or white.
The 300’s interior was also one of American’s most luxurious, with full leather upholstery. It was hand built, expensive and exclusive. The 300 cost $4109 in 1955, and just 1725 example were made.
In 1965 came the 300B, which began a year by year march through the alphabet of the series ending in 1965 with the 300L, the last of what collectors now call the ‘Letter’ cars. The 300B broke the world passenger car record at Daytona Beach, averaging 139.9mph (224km/h), and it was the first American car to top its cubic capacity (354cu.in, or 5798cc in European terms) with its output (355bhp), which it did in 1957, for the 300C.
Exner produced a totally new style, with an aggressive, forward leaning nose and dramatic rear fins. It was longer, lower, wider and sleeker than any other American luxury car.
The 300G, made only in 1961, was the pinnacle of the breed’s evolution. It had the highest top speed; the mechanically identical 300F won the Flying Mile competition at Daytona with 145mph (232km/h). It also had the hottest engine, the largest engine produced 450bhp and the wildest styling. Exner’s fins reached their dramatic peak before his replacement, Elwood Engel, ordered them to be removed from the 1962 300H. All Chrysler 300 series cars are now very collectable.

Chevfrolet Corvette Stingray

2010-02-12T09:21:00.000-08:00

The first of the Chevrolet Corvette sports cars was produced in 1953. Despite this, the marque did not really maturity until 1962, with the introduction of the Stingray. Like its ancestors, the new car had a fiberglass body, but the styling with its fashionable retractable lights was all new. Underneath, the separate chassis remained, but the Corvette was unusual for an American car in having independent rear suspension.
A range of V8 ‘small block’ 5.4 liter engine was offered, from a base model giving 250bhp, to a 300bhp unit with a bigger carburetor and the 340bhp L76 with solid tappets and a higher 11.25:1 compression ratio. The latter was available with the famous Rochester fuel injection system, unleashing a further 20bhp. In the relatively light Corvette, performance was electrifying, with 0-60mph (96km/h) coming up in 5.6 seconds.
Each year of production brought minor cosmetic and technical changes to the vehicle. However, the big news for the 1965 model was the optional big block 396cu.in, V8, packing a colossal 425bhp and 415lb/ft of torque at 4000rpm.
The engine went up to a full 7 liter (427cu.in.) for 1966, and could be had in 390bhp or 425bhp forms. The last year for the stingray was 1967. It was offered with 300bhp and 350bhp small blocks and big blocks ranging in output from 390bhp to 435bhp, depending on the carburetion and compression ratio.
For racers only there was the near legendary L88 engine, giving 560bhp to 103 octane petrol. For the 1968 model year, the new ‘Coke bottle’ Stingray was announced a fairly worthy successor that, somehow, never recaptured the spirit of the 1963-67 Stingray.

Chevrolet Camaro

2010-02-12T09:17:00.000-08:00

The original Camaro of 1967 started life as Chevrolet’s answer to the top selling Ford Mustang, a sporty two door ‘Pony car’ with strong youth appeal, available in a range of option that covered everything from meek and mild economy straight sixes to monster, tyre shredding V8’s.
Although the styling of the model always twinned with Pontiac’s Firebird in the GM stable, never lost its sense of sporty purpose in the way the Mustang did, the Camaro definitely had its good years and bad years. By the end of the 1960s, sales of the car were flagging badly, and even a complete and rather handsome restyle for the 1970 didn’t do much to help at first.
Bleak as things looked, this period produced perhaps the best Camaro of them all, the classic Z28. This was a special performance option that featured a 360bhp V8, and was recognizable by its dual exhausts, stripes, rear spoiler and black painted grill. To handle the power, Z28 models came with sports suspension, front disk brakes and a ‘posi-traction’ rear axle that incorporated a limited slip differential. Buyers could choose from either three speed automatic or close ratio, four speed manual transmission.
General Motors allowed the Camaro to wither on the vine in the early 1970s, denying it the significant yearly changes that kept buyers interested. The issue of its survival was forced in 1972 when thousands of bodyshells were stranded on the production lines in a strike.
By the time the dispute was over, the cars couldn’t be sold new Federal safety regulations, and they were all scrapped. They would have been followed by the Camaro model itself, had GM bosses had their way. Chevrolet fought for the survival of the badge, however, and by the middle of the decade had turned its fortunes around. The basic shape lasted well into the 1980s.

Cadillac Allante

2010-02-06T05:26:00.000-08:00

The Allante was Cadillac answer to the Mercedes SL convertibles. These cars had been powerfully dominating the luxury open two seater market in America for the best part of 20 years. In search of a sophisticated European image for its new flagship, Cadillac joined forces with the Italian house of Pininfarina. They were the stylist and coach builder to all of Europe’s most prestigious marques including Ferrari.
Not only did Pininfarina style the new car, but it built the bodywork, too, air freighting the trimmed steel shells over from Turin to the Cadillac factory in Detroit. It was an expensive process, but then the Allante was going to be an expensive car, pitched in the same $50,000 bracket as the Mercedes machines that inspired it.
This wasn’t the first time Cadillac had been associated with Pininfarina. In 1930s the company had built a special body on a V16 Cadillac, and there had even been a production run of Brougham Pininfarnia models in the late 1950s and early 1960s, pitched as exclusive top line models for customers who preferred something a little more discreet.
The Allante’s clean lines certainly didn’t look American, and it had a high class leather interior to match, with all the latest electric labor saving devices. Cadillac’s first two seater, the Allante was based on the front wheel drive Seville floor pan. Early car used the transversely mounted 4.1 liter pushrod V8, qhile later cars (from 1990) used the advanced 4.0 liter ‘North star’ with sequential injection matched to traction control.
Wieldy and refined, the Allante certainly found favor with buyers, but it never really stood a chance of getting close to the Mercedes SL’s unassailable position. It didn’t come as a particularly great surprise to anyone when production of the vehicle was eventually stopped in 1956.

Cadillac Series 62

2010-02-05T09:53:00.000-08:00

The 1949 Cadillac marked the beginning of the tail-fin craze. It was a form of American styling that would not fade for a further decade. Inspired by the Lockheed P-38 aircraft, the fins began as modest blips on the ’48 car which was otherwise a fairly restrained design, even rather elegant in Sedanette form. This body, with its long sweeping tail and curved widescreen, is said to have inspired the original Bentley Continental R-Type of 1952, and there is no denying the similarity between the two.
As well as being one of the most dramatic looking cars on American roads, the ’49 model Series 62 was also one of the fastest. This was thanks to a new overhead valve V8 which had been ten years on the drawing board. The engine delivered a 162 bhp punch. Quiet and smooth with its five bearings and hydraulic valve lifters, it was good for the magic 100 mph in 13 seconds – faster than most sportscars of the day.
Naturally the Series 62 featured automatic transmission, a Cadillac feature since 1941. New front end styling was marked by rubber bumper guard tips and dual circular parking lamps set into the lower section. Side trim was revised and the tail light theme was used throughout the line. Upgrades such as these helped ensure the continuing popularity of the Series 62.