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

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.

Posted March 9, 2010 Comments(0)

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.

Posted March 7, 2010 Comments(0)

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.

Posted March 6, 2010 Comments(0)

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.

Posted March 5, 2010 Comments(0)

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.

Posted March 4, 2010 Comments(0)

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.

Posted March 2, 2010 Comments(0)

By installing Daimler’s own hemi head 145 bph V8 an engine developed originally for the ill starred SP 250 sports car in its compact MK II saloon, Jaguar created the Daimler 2.5 liter V8. It was a very effective bit of niche market, creating genteel car that appealed to the slightly older buyers who were looking for something that wasn’t quite as brash as the MK II. It also gained a slightly better interior than that of the MK II, another strong selling point in its intended market. An incident benefit was gained in the handling, because, the little V8 weighed rather less than Jaguar’s XK straight six, yet was still good for well over 100 mph (160 km/h), even with the obligatory automatic transmission. The engine note held a distinct burble that simply added to the car is already extensive charm. The car was a strong seller from the start, a continued to live on in a slim bumpered form after 1967 as the Daimler 250 V8. Some of these later cars had the rare option of manual transmission, which unleashed extra performance, although it is hard to see any of the car’s intended drivers making the most of it.

The engine is very powerful of 2548cc with monocoque chassis. The ride is equipped with disc brakes with three speed automatic and four speed manual transmission. Suspension is independent in front and lives axle rear. It reached 0-60 mph (96 km/h) in 13 seconds. The 250 V8 was the last MK II variant to go out of production (in 1969), and also the last Daimler to have a real Daimler engine, two additional reasons why it is remembered so fondly.

Posted March 1, 2010 Comments(0)

Imperial was originally the up market brand name of Chrysler vehicles built to compete directly with Cadillac and Lincoln models. For much of the 1950s, its cars had rather sedate styling, with much less glitz than that of rival marques, but after 1954, when Imperial became a separate division from Chrysler, all that began to change. Fins started to become taller and chrome embellishment more fancy. Finally, and entirely new Vigil Exner designed body was introduced in the 1957 in the market with wrap around screens and a set of quadruple front headlights. The comprised of the ride is two and four door hardtop models, a limousine and a wonderfully extravagant convertible all powered by a 345 bhp V8 engine. Each successive year Imperial tail fins grew bigger but so did everyone else’s. What the company needed was a gimmick that nobody else had, and they found it in their 1961 models, free standing headlights. Hoping to evoke memories of pre was classic, this was the ultimate in non functional design, which generated copy in the press but pleased few buyers. This outstanding ride has an engine of V8, with powerful engine of 6789cc.The chassis is Box section type, equipped with Drum brakes.

The car has three speed automatic transmission along with the independent front and live axle rear. The top speed was 112 mph (179 km/h). It reached 0-60 mph (96 km/h) in just 12 seconds. It was dropped in 1964 as the range began to feature the clean cut styling inspired by Lincoln’s MK IV Continental. The marque became more closely aligned to its Chrysler parent until 1975, When the Imperial was dropped as a separate line altogether.

Posted February 28, 2010 Comments(0)

Cord was founded in 1929, and set itself apart from other American manufacturers in its use of front wheel drive on a series of large, luxurious, straight eight powered machine described L29s. it is form the sarcophagus edged 810/812 Series cars that the marque is best remembered, however.cPowered by the specially designed side valve V8 engine this time, the 810/812 Series had crowd stopping looks featuring retractable headlamps and a wrap around grille on a long, narrow bonnet (hence the ‘coffin nose’ nick name). Created by Gordon Miller Buehring, their smooth and slippery profile was truly futuristic, and they had a futuristic specification to match that included an electric gearcahnge and, of course, Cord’s trademark front wheel drive. Several different variations on the original styling theme were employed. Without any doubt however, the most beautiful and sought after of these variants was the convertible model, particularly in 1937 812S form, featuring extremely an impressive supercharged 1700bhp engine. The engine was capable of 4730cc, with 170 bhp. The ride was fully equipped with Drum brakes with for speed manual transmission.

Thus equipped, the Cord was a supremely powerful 100mph (160km/h) car, capable of doing 0-60pmh (96km/h) in 13 seconds. In these 1930s, that was supercar performance. Unfortunately, Cord as a company was in a trouble by then, and its new owner decided to pull out of car production altogether for 1938. There would be no more big front drive American cars until the prologue of the Oldsmobile Toronado 30 years later.

Posted February 27, 2010 Comments(0)

Citroen has a proud record of building landmark large cars, from the rule breaking DS, through the SM coupe to the CX. The CX was replaced by the angular; Bertone styled XM, which came as both a hatchback and a giant estate car. But unlike the CX, which sold an incredible million units over its long life, the XM was not greatly loved. Citroen has found like Renault that the increasing popularity of large German cars during the 1980s was throttling the market for quickly French products. Between 1989 and 2000, XM sales averaged just 30,000 per year. Citroen signaled its intention to stay in what was becoming known as ‘non premium large car market’ with the unveiling of the C6 Linage prototype. This was rolled out of the Geneva motor show in 1999. However, it took until end of 2005 before the production version of the C6 was released for the first press test drivers. It had changed little from the Lignage, aside from the inclusion of full size headlights and rear light clusters. The design clearly paid homage the CX, with a very long wheelbase and a very short rear overhang. It also featured a very unusual heavily curved rear window. Like the CX, the C6 was a saloon.

Thanks to the overall length and a 3 metre long wheel base, the C6 hand a huge amount of rear legroom, through the rear seat would accommodate only two passengers. Under the skin, the C6 used Citroen long established hydropnuematic suspension design. However, despite its bold display off French ness, the C6 failed to capture a significant market, with annual  sales failing to break into five figure after a couple of year of production.

Posted February 26, 2010 Comments(0)