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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)

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.

Posted March 8, 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)

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.

Posted March 3, 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)

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)

The first fruits of the wedding between Citroen and Maserati were the awesome Citroen SM of 1970, a standing GT car making use of the best from the both corporations. Power came from a smaller V6 version of Maserati’s long lived quad cam V8 which, at 2.7 liters, came in just under the punitive French tax laws that penalized engines of over 2.8 liters capacity. Like the DS, the SM possessed a front wheel drive, with the gearbox/ transaxle slung out ahead of the compact engine. The power output of 170 bhp through the front wheels was handled by Citroen’s predictable and well tried hydro pneumatic self leveling suspension, interconnected with the four wheel disc brakes (inboard up front) and ultra quick power steering. Fast and refined with excellent handling once the driver had mastered a sensitive touch with the steering and brakes, the SM was an extremely impressive long distance GT. It was the shape, though, the captured enthusiasts’ hears. Styled inside Citroen, it was dramatic and purposeful with a broad, fully flared in glass nose, and a tapering tail that was as slippery and aerodynamic as it looked. Sales were initially strong, but the love affair was to be short lived.

The fuel crisis hit in 1973, making all the various big 18 mpg (15.8 liters/ 100 km) super-cars somewhat unpractical. Citroen went on to further improve the car with fuel injection, a bigger 3 liter version and an automatic option, but it was to no real avail. Manufacturing stopped in 1975, 13,000 cars down the line.

Posted February 24, 2010 Comments(0)