AUTOMOBILE WORLD – CAR NEWS, CAR REVIEWS, CAR INTRODUCTIONS, ALL ABOUT CARS

EDSEL

fahad majidi — Thu, 11 Mar 2010 19:18:39 +0000

The Edsel has passed into popular modern mythology as the ultimate in corporate blunders. It was a marque pitched by Ford at the lower medium market sector, between the much bigger Fords and the budget Mercury models. By the time it was launched, the market was in a slump, buyers were looking for smaller cars and the Edsel, the wrong car at wrong time, became an unfortunate victim of its own massive type. Forecasting 200,000 sales in the first year, Ford claimed that the new car, named after the dead son of Henry Ford, had cost #250 million to develop. When only 62,000 buyers were tempted, critics blamed the styling, with its unusual vertical grille. In fact, the Edsel was reasonably restrained by the excessive standards of the period, its fins well clipped with a clean side profile. Spanning 15 separate models, the Edsel was actually something of a separate Ford division, with saloon, convertible and station wagon bodies on the same ultra conventional floor pan. As usual with Ford at the time, there were six cylinder and V8 engine options, ranging in output from 145 bhp to 345 bhp, with three speed manual and automatic transmission versions.

There was a mid restyle for 1959, when Ford bosses tried to arrest dramatically falling sales. A totally new shall in a much reduced line up followed for the 1960 model year. In fact, the Edsel line was dead by the end of 1960, cancelled due to lack of interest. The ill omened name came to represent just how badly motor manufactures could misjudge the marketplace and a car’s appeal to the public.

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DUESENBERG SJ

fahad majidi — Wed, 10 Mar 2010 19:26:46 +0000

Although European enthusiasts often deride post war American cars, the Duesenberg SJ model is proof that, before the Second World War, the Americans could produce a car as good as any in the world. As well as being the basis for some spectacular coach work, the SJ was more than just a pretty face. In supercharged form, its twin camshaft, four valves per cylinder Lycoming straight eight engine produced 320 bhp, and could push the monstrous 50 cwt (2545 kg) car up to a more than respectable speed of 130 mph (208 km/h). With its hemispherical combustion chambers and fully balanced, five bearing, nickel plated crankshaft, this long stroke design could rev safely to 5000 rpm. There were servo assisted hydraulic brakes to do the stopping, and the chassis was a massive affair with six tubular cross members. In chassis form alone, the car was more expensive than a Rolls Royce. Ownership was strictly the preserve of millionaires, celebrities and film stars, Clark Gable, Gary Cooper, Greta Garbo and William Randolph Hurst all owned SJs.

Founded in 1920 by Ferd and August Duesenberg, the company was best known for its racing cars, but poor sales led to a take over by E.L. Cord and the Auburn film at the end of the decade. Cord provided the brothers with the money to build an ultimate car from the ground up, the J and SJ being the result. Only 26 SJs were built between 1932 and the end of production in 1937.

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DODGE RAM V10 PICK-UP

fahad majidi — Tue, 09 Mar 2010 20:42:23 +0000

One of the largest and quickest growing segments of the American new car market is the last half of the nineties was the full size pick up truck. Huge and brutish, these vehicles sold on their macho image rather than their utility – massive carrying capacity and the ability to tow enormous weight were merely side issues to the all important business of looking tough on the quite roads of suburbia. These vehicles were not about subtly, economy practically of discreet charm. The pick up trucks were huge, throbbing power house of industrial engineering which screamed for attention. None of them ever looked tougher than the bull nosed Dodge ram. Some 20 feet long and 2573 kg unladen it was available with a range of options that made the mind boggle. There were 200 possible drive train combinations two or four wheel drive was just the beginning. It also featured all kinds of labour saving additions to make the driver think he was driving a luxury saloon. The engine was powerful with 7997 cc, separate chassis were included with Disc/ drum brakes. Its have three speed automatic transmission along with independent front and live axle rear suspension. Top speed is 113 mph, it reached 0-60 in just 8.5 seconds.

However, it was in the engine department that the Ram truly made other trucks that were supposed to be its competition look puny. The basic power plant was a V6 but, for just a few hundreds dollars more, buyers could upgrade to an 8 liter V10. This meant Golf GTi type acceleration and a top speed electronically limited to 113 mph. for thriftier motorists, there was always the V8.

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DODGE VIPER GTS

fahad majidi — Mon, 08 Mar 2010 19:00:14 +0000

The Dodge Viper GTS wasn’t just a Viper with an impressive roof. About 90 percent of the car was all new. Inspired by the 60s Cobra Daytona Coupe racers, the GTS sweeping double bubble roofline gave a much batter drag factor too, helping to push the top speed up to over 180 mph. There was a bigger front spoiler with NACA intake, and louvers to stop air pressure building up. Inside the facia was all new, with the speedo and rev counter closer together and the inevitable air bag where the glove compartment was on the open topped version. However, what you lost in the glove box you more than gained in the boot. For the first time Viper had a luggage compartment, now accessed through a glass rear panel, and what’s more, it was big enough to hold two or three large cases. Best of all, the GTS had an improved, lighter V10 engine with an extra 35 bhp and 10 extra lb/ ft of torque thanks to reworked heads and block. All this was slotted into a car that was actually lighter than the roadster by 27 kg, despite the added weight of the glass and the roof.

Though still a challenging drive, improvements to the suspension had produced a car that was just that little bit more forgiving in the hands of a novice, though the razor sharp steering and strong brakes remained. Never a car for the shrinking violet, the Viper driver could at least now pose in all weathers in a car that was much more usable day to day.

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DODGE DIPLOMAT

fahad majidi — Sun, 07 Mar 2010 13:15:07 +0000

Embodying the whole spirit of “Dependable Dodge,” the Diplomat was highly reliable, a real workhouse that endeared itself to police forces and taxi companies across the US. Its immediate design predecessor was probably the Dodge Aspen, but it is also shared design characteristics with many other vehicle of the time, it shared its production line too, with its “M” body twins,’ the Chrysler LeBaron and the Plymouth Caravelle. The Diplomat was a immediate hit, and after six months it was Dodge’s second selling car. Originally provided as a sedan, coupe and wagon versions were available for a brief spell, from 78 until 81. Somehow, the sedan body captured the spirit of the model in a way that other shapes did not. During the energy conscious early 80s, it was marketed as economical, if you had a slant six 225 engine and manual transmission, you could get an efficient 28 MPG on the highways. The 318 V8 engine was more commonly found on the road, alongside a Torquefilte 3 speed automatic transmission. Like the most Dodge products of the time, the “M” body exterior was distinguished from its twins only through the trim and nameplates, although the up market LeBaron and several distinguished features bolted on. Throughout the later 80s, the Diplomat was sold as Chrysler’s baseline “large car”, although really, it was closer to midsize.

Performance was reliable rather than stunning, but it was the machine’s ability to soak up punishment that really made it stand out. It is sheer hardness was the deciding factor for many fleet buyers. Although the police fleet models featured several performance enhancements, the true core of the Diplomat remained unchanged, it’s stubborn unrelenting endurance.

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DODGE CHARGER R/T

fahad majidi — Sat, 06 Mar 2010 20:03:45 +0000

A classic American ‘muscle car’, the Dodge Charger was a full size fastback coupe. With its buttressed rear pillars and tastefully simple front, the twin headlights were mounted behind electric flaps; it was a far cry from the chintzy gin palace American cars of the 1950s. The first car to bear the Charger name a bold, but somehow bland, fastback that was announced in 1965 had lasted just a couple of seasons. The 1968 shell however, was a last with minimal changes, until 1970. Myriad options meant that the Charger could be tailored to customer requirements, some had quite mild 5.2 liter engines but for those in the know it was the 1968 R/T (road and track) model that was the one to have or the one to dream about having. Under the bonnet was a 7.2 liter engine, giving 375 bhp and an abundance of tyre smoking torque. Off the line, the Charger could out pace most Italian exotica with 0-60 mph (96 km/h) time of six seconds, steaming up to 100 mph (160 km/h) in 13 seconds with wheel spin in every gear. If you mashed your foot to the floor, it would eventually wind up to 150 mph (240 km/h).By bolting the heavy duty suspension down rock hard and fitting scaffolding sized anti roll bars, Dodge actually made the Charger R/T handle, too.

Like most American cars, the Charger came as a three speed automatic, but for serious drivers there was also a heavy duty Hurst manual gearbox. The Charger model line lasted until 1978, but its credibility as a performance car progressively faded away as the American industry moved its emphasis from performance to luxury and safety.

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DE TOMASO LONGCHAMP

fahad majidi — Fri, 05 Mar 2010 20:36:26 +0000

The De Tomaso Longchamp was basically a two door version of the Deauville, although the bodywork by Tom Tjaarda Ghia was different and built on a slightly shorter wheel base, giving the car a very different, sexy and distinctive look. Among many proprietary components to be found on the car were Fiat 130 Copue tail lights. The coil spring and the wishbone suspension and power assisted rack and pinion steering were shared with the Deauville, along with the mass production 5.7 liter Ford V8. Those with the wallets equipped to buy and maintain a Longchamp could choose between a ZF five speed manual gearbox and a Ford automatic gearbox, though most wanted the manual. The handsome, square cut styling of the Longchamp suited the times perfectly and proved quite enduring, lasting in production until 1990. Like the Deauville, they were pleasingly quick cars and had a very good handling. Later additions to the Longchamp range of vehicle included a rare and highly desirable convertible and amore powerful, if somewhat less tasteful, GTS version. The V8 engine was very powerful it has 5769cc with 330 bhp. Car had monocoque chassis with disc brakes.

Five speed manual and three speed automatic transmission was installed in the car. The suspension was independent with a top speed of 145 mph (235 km/h). It reached 0-60 mph (96 km/h) in just 7.5 seconds. A Maserati version pf the Longchamp was offered from 1976. Fitted with the four cam shaft Maserati V8, this car was badged Kyalami. Its styling was gently retouched by Pietro Frua, although only an expert could ever have hoped to be able to tell the two cars apart at a glance.

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DE TOMASO MANGUSTA

fahad majidi — Thu, 04 Mar 2010 18:27:17 +0000

Hot on the heels of the Lamborghini Miura, Alexandro de Tomaso introduced his own mid engined super car, the Mangusta, in 1967. Styled by Ghia, de Tomaso owned the company, it was a low slung, muscular two seater powered by a 4.7 liter Ford V8 mounted amidships. This could be viewed through either of the engine covers, which were hinged down a central spine. There was a box section pressed steel backbone chassis to carry the engine and ZF transmission. The car was neatly suspended on a coil spring and wishbone suspension system that promised impeccable handling. Sadly, it was in this regard that the Mangusta let itself down. There was too much rear weight bias, making the car difficult to control in some high speed situations. It acquired a reputation for being a bit of a handful and perhaps even worse, it was not really a practical long distance machine, with minimal luggage space and too much engine noise. It engine of the car is capable of producing 305 bhp with 4727 cc. It has backbone chassis with disc drum brakes. The car was beautiful for most for die heart racing fans, those who want raw power.

Five speed manual transmission were installed in the car. The suspension is fully independent. Still, it was fast with a top speed of 155 mph (248 km/h) was claimed and it proved to be a highly exciting machine for those skilled enough to drive it properly. After 401 examples had been constructed, it gave way to the much more practical Pantera.

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DE TOMASO VALLELUNGA

fahad majidi — Wed, 03 Mar 2010 19:11:15 +0000

Alexandro de Tomaso initially made his name building racing cars, but dreamed of producing a high performance road car. The Pantera and Mangusta are his most famous efforts, but before those big V8 machines came the delicate little Vallelunga of 1962. One of the pioneers of the mid engined layout in a road car, it was supplied by the Ford 1600 engine Hewland gearbox were structural members in the rear half of the car, bolted to a U shaped spine chassis that help give it good handling. The car has four cylinder 1498cc engine with 102 bhp. It has four speed manual transmission gearbox and independent suspension.Triumph Herald uprights could be found at the front, but there were few other propriety components in the Vallelunga, which was named after a Rome racing track that de Tomaso used for testing its sports cars. The prototype had unbolted two seater body, but manufacturing cars were coupes, fashioned by Fissore. Early cars were built in aluminum, but those built by Ghia have fiberglass bodywork. The top speed was 130 mph (208 km/h)

The car was know as the best car from de Tomaso production, although it didn’t catch many customers, but still the ride is ride know for its unique style and shape. Noisy, fast and furious and supremely agile, the Vallelunga was a car that pointed the way forward in sports car design, although it was destined never to be very popular. Just 50 were built before it gave way to the Mangusta on the production lines.

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DATSUN FAIRLADY

fahad majidi — Tue, 02 Mar 2010 18:54:03 +0000

The Fairlady was Datsun’s answer to the British sports cars that dominated the lucrative North American market in the 1960s. is trim lines showed a strong European influence, and it is similar to the MGB of the time had to have been more than a coincidence. Even the hood looked the same. Inside, early versions had a traditional painted metal dashboard, but this was later changed to a padded, Federal type that was much less attractive. Launched with a twin carburetor, 90 bhp 1500cc engine with ladder frame chassis in 1965, the Fairlady improved steadily over the years, bowing out of the production in 1970 with a 2 liter twin cam engine. This allowed it to develop 145 bhp, and a five speed gearbox helped to get the maximum performance. A top speed of 125 mph (200 km/h) was claimed for these cars, and they did pleasingly well in America club racing. It has disc/ drum brakes with four speed transmission. The suspension is independent in front and lives axle rear. It reached 0-60 mph (96 km/h) in 13 seconds. Fairlady chassis engineering was rudimentary, with a separate ladder frame and a beam rear axle sprung located by semi elliptic left springds.

Sports car drivers were coming to expect rack and pinion steering, but the Fairlady made to with a steering box which inevitably meant that handling wasn’t one of the storng points. Datsun put on the market 40,000 Fairlady convertibles, not at all approaching close to the total domination of British marques in that sector of the market. The Fairlady was just a taster of thing to come, however. Its successor, the 240Z, would eventually manage to become the world’s best selling sports car.

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