Cool Cars (DK Publishing) (2014) PDF
Cool Cars (DK Publishing) (2014) PDF
Cool Cars (DK Publishing) (2014) PDF
COOL
CARS
Previously published as Great Car
COOL
CARS
Quentin Willson
COOL
CARS
Quentin Willson
I NTRODUCTION
S ome cars are cool and some have all the sexiness and desirability
of an old shoe. Automotive history is littered with dismal failures
that were ugly, slow, badly made, drove like donkey carts, or were
just plain awful. Some of us are old enough to remember Morris
Marinas, Austin Allegros, Ford Pintos, Trabants, Triumph TR7s, Toyota
Cedrics, Volkswagen K70s, and Yugos. That such mediocre vehicles
actually made it into production will always be a mystery, but the
public wasnt fooled and proved it by buying these clunkers in tiny
numbers. Cars like these will always stand as monuments to how
the automotive industry occasionally gets things dramatically wrong.
But mercifully, sometimes, they get it right and produce cars that
become hugely desirable icons of cool. And thats what this little
book is all about.
When I first wrote this book I said that many classics were so cheap it
seemed criminal. I was amazed that the selling prices of E-Type Jaguars
(see pages 30609) and Aston Martin DB4 (see pages 3235) were so
ridiculously low. Well, time has proved me right and a lot of the classics
I recommended as bargain buys in the first edition of this book have
since mushroomed in price to insanely stratospheric levels. I hate to say
I told you so, but if youd done as I suggested and bought an Aston
Martin DB4 and Ferrari Daytona (see page 233) for around $100,000 in
2001, the pair would now be worth more than a million and a half today.
In a little over a decade the desire to own distinctive and rare classics has
become an unstoppable market force worth many billions.
But our obsession with cool cars doesnt stop at the old stuff. The market
for high-tab, glamorous new cars is red-hot, too. And the market is
cooking all over the world. Modern Bentleys, Rolls Royces, Ferraris,
Aston Martins, Maseratis, and McLarens have almost become
celebrities in their own right. There are waiting lists for Jaguars and
Range Rovers, over-list premiums being paid for Ferraris, and
lines of desperate buyers chasing used luxury and sports cars.
And given that the world is suffering under the worst
recession since the Second World War, this simply
should not be happening. Our desire for distinctive
sexy wheels is probably the most powerful its ever
been in the history of the motor car, and many of
us are willing to spend all the money we havent
got just to get behind the wheel of a cool ride.
attitudes. Most people with a soul, when given the choice between a
Toyota Prius hybrid and a BMW 3 Series, will always go for the BMW.
The Prius may be an enormously smart car but it just cant tickle
our hearts with the same delicate fingers as the BMW. And thats
because a cool car defines who we are in the social pecking order.
No other symbol in society changes other peoples perceptions of us
like carstheyre mobile, theyre visible, and theyre a currency that
almost everybody understands. And if your ride is cool, onlookers
just sigh in admiration. Being bland and predictable wont get you
those coveted looks of warm approval. It doesnt matter if your cool
car is ancient or modern; youll be making that very important
statement that you chose to be different from everybody else.
So lets sit back and relish this new golden age of motoring where
there are so many wonderful cars to choose from. In all the years Ive
been writing and broadcasting about motoring, I cant remember a
time when the choice of desirable and genuinely charismatic cars was
so amazingly huge. The selection of cars in this book may be eclectic
but I guarantee that all of them, without exception, will turn heads
and disarm and charm in equal measure.
Introduction 11
And remember this: Our love of cool cars isnt going to go away
anytime soon so if youve got the cash, think about buying yourself a
cool classic. There are very few things that you can buy in life that can
offer the same level of enjoyment and fun as an old car that steadily
increases in value over the years. It may be too late to buy that cheap
Daytona or DB4 but there are plenty of other classics (and modern
neoclassics) that are still affordable, still sexy, and still special. Go on,
change your life and buy a cool car. I promise that you wont regret it
and youll be getting the keys to a new world of like-minded
enthusiasts, all of whom refuse to drive something dreary, plain, or
beige. Enjoy the ride.
12 AC Ace-Bristol
AC Ace-Bristol
AGONIZINGLY PRETTY, THE AC ACE catapulted the homespun Thames Ditton
company into the automotive limelight, instantly earning it a reputation as
makers of svelte sports cars for the tweedy English middle classes. Timelessly
elegant, swift, poised, and mechanically uncomplicated, the Ace went on to
form the platform for the legendary AC Cobra (see pages 1619). Clothed in a
light alloy body and powered by a choice of ACs own delicate UMB 2.0 unit,
the hardier 2.0 Bristol 100D2 engine, or the lusty 2.6 Ford Zephyr power
plant, the Ace drove as well as it looked. Its shape has guaranteed the Ace
a place in automotive annals. Chaste, uncluttered, and simple, it makes a
Ferrari look top-heavy and clumsy. Purists argue that the Bristol-powered
version is the real thoroughbred Ace, closest to its original inspiration,
the Bristol-powered Tojeiro prototype of 1953.
IMPRESSIVE SPEC
The Ace had triple SPECIFICATIONS
Solex carbs, push-rod
MODEL AC Ace-Bristol (195661)
overhead valve gear, a
PRODUCTION 463
light alloy head, and
BODY STYLE Two-door, two-seater
a cast-iron crankcase. sports roadster.
CONSTRUCTION Space-frame chassis,
BRASS PLATE light alloy body.
The firing order ENGINE Six-cylinder push-rod 1971cc.
of the Aces six POWER OUTPUT 105 bhp at 5000 rpm
cylinders was (optional high-performance tune 125 bhp
at 5750 rpm).
displayed on an
TRANSMISSION Four-speed manual Bristol
engine plate. gearbox (optional overdrive).
SUSPENSION Independent front and
rear with transverse leaf spring and
lower wishbones.
BRAKES Front and rear drums. Front discs
ENGINE from 1957.
Shared by the BMW 328, MAXIMUM SPEED 117 mph (188 km/h)
the hemi-head 125 bhp 2-liter 060 MPH (096 KM/H) 9.1 sec
HOOD LATCHES Bristol engine was offered as 0100 MPH (0161 KM/H) 27.2 sec
Forward-hinged hood was locked a performance conversion A.F.C. 21.6 mpg (7.6 km/l)
by two chrome latches, opened for the Ace.
by a small T-shaped key.
BRAKES
Front discs were an option in
1957, but later standardized.
14 AC Ace-Bristol
PROPORTIONS
The Ace was simplicity itself
a box for the engine, a
box for the people, and a
box for the luggage. On the
handling side, production
cars used Bishop cam-and-
gear steering, which gave a
turning circle of 36 ft (11 m)
and required just two deft
turns of the steering wheel
lock-to-lock.
SHARED WHEEL
Steering wheel was shared
with the Austin Healey
(see pages 4855) and
the Daimler SP Dart
(see pages 19093).
CONSTRUCTION
Known as Superleggera construction,
a network of steel tubes was covered
by aluminum panels, based on the
outline of the 1949 Ferrari 122.
EXPORT SUCCESS
The Ace became one of ACs most
successful creations, with a huge
proportion exported to America,
where its character as an
Englishmans girl-catcher justified
its price tag of a small house.
COOLING
The Aces wide, toothy grin
fed air into the large
radiator that was shared
bythe AC two-liter sedan.
AC Ace-Bristol 15
INTERIOR
In pure British tradition, the Aces
cockpit was stark, with gauges and
switches haphazardly scattered across
the dashboard. The two larger dials
were a speedometerwith a clock
inset into the dialand a tachometer.
TONNEAU FASTENERS
For diehards who always drove with
the top down, a tonneau cover could
be attached which kept your feet
warm while your face froze.
REAR-ENGINED GUSTO
Engines were placed well back
and gave an 18 percent rearward
bias to the weight distribution.
Performance-wise, it helped
an Ace recorded an average of
97 mph (156 km/h) over 2,350
miles (3,781 km) at the 1957 Le
Mans 24 Hours, the fastest ever
for a Bristol-engined car.
REVISED LIGHTS
Later Aces had a revised
rear deck, with square
taillights and a bigger trunk.
16 AC Cobra 427
AC Cobra 427
AN UNLIKELY ALLIANCE BETWEEN AC CARS, a traditional British car-maker, and
Carroll Shelby, a charismatic Texas racer, produced the legendary AC Cobra. ACs
sports car, the Ace (see pages 1215) was turned into the Cobra by shoehorning in
a series of American Ford V8s, starting with 4.2 and 4.7 Mustang engines. In 1965
Shelby, always a man to take things to the limit, squeezed in a thunderous 7-liter
Ford engine, in an attempt to realize his dream of winning Le Mans. Although
the 427 was not fast enough to win and failed to sell in any quantity, it was soon
known as one of the most aggressive and romantic cars ever built. GTM 777F
at one time held the record as the worlds fastest accelerating production car and
in 1967 was driven by the British journalist John Bolster to record such Olympian
figures as an all-out maximum of 165mph (265 km/h) and a 060 (96 km/h)
time of an unbelievable 4.2 seconds.
WHEELS
MUSCLY PROFILE Initially pin-drive Halibrand magnesium
The 427 looked fast standing still. Gone was alloy, but changed for Starburst wheels
the lithe beauty of the original Ace, replaced (designed by Shelby employee Pete Brock)
by bulbous front and rear arches, fat 7-in when supplies dried up.
(19-cm) wheels, and rubber
wide enough to
climb walls.
AC Cobra 427 17
BODYWORK
The Cobras body was constructed
from hand-rolled aluminum
wrapped around a tubular steel
frame, which proved very
light yet extremely strong.
BUMPERS
Bumpers were token
chromed tubes, with
the emphasis on
saving weight.
EXHAUST
Racing Cobras usually
had side exhausts,
which increased
power and noise.
SIDESCREENS COOLING
Small Plexiglas sidescreens Side vents helped EXTRA HORSEPOWER
helped cut down wind noise. reduce brake and Competition and semi-
engine temperatures. competition versions with
fine-tuned engines could
exceed 500 bhp.
18 AC Cobra 427
ENGINE
The mighty 7-liter 427 block had years of
NASCAR (National Association of Stock Car
Automobile Racing) racing success and easily
punched out power for hours. The street
version output ranged from 300 to 425 bhp.
FRAME
The windshield frame was
handmade and polished.
RADIATOR TANK
Radiator header tank
kept things cool, helped
by twin electric fans.
AIR FILTER
Under the massive air
filter are two large four-
barrel carburetors.
TIRES
Cobra tires were always
Goodyear since Shelby
was a long-time dealer.
UPGRADED CHASSIS
The chassis was virtually
all new and three times
stronger than the earlier
Cobra 289s, with computer-
designed anti-dive and
anti-squat characteristics.
Amazingly, the 289s
original Salisbury differential
proved more than capable
of handling the 427s
massive wall of torque.
AC Cobra 427 19
POCKET DYNAMO
Even the baby 4.7 SPECIFICATIONS
Cobrasas seen in this
contemporary poster MODEL AC Cobra 427 (196568)
PRODUCTION 316
were good for 138 mph
BODY STYLE Light alloy, two-door, two-
(222 km/h) and could seater, open sports.
squeal up to 60 mph CONSTRUCTION Separate tubular steel
(96 km/h) in under chassis with aluminum panels.
six seconds. ENGINE V8, 6989cc.
POWER OUTPUT 425 bhp at 6000 rpm.
TRANSMISSION Four-speed all-
synchromesh.
SUSPENSION All-around independent with
ENGINE CHANGES coil springs.
Early Cobras had BRAKES Four-wheel disc.
260cid engines. Later MAXIMUM SPEED 165 mph (265 km/h)
cars were fitted with 060 MPH (096 KM/H) 4.2 sec
Mustang 289 V8s. 0100 MPH (0161 KM/H) 10.3 sec
A.F.C. 15 mpg (5.3 km/l)
INTERIOR
The interior was basic, with traditional
1960s British sports car features of
black-on-white gauges, small bucket
seats, and wood rim steering wheel.
20 AC 428
AC 428
THE AC 428 NEEDS A NEW word of its very ownbrutiful perhaps, for while its
brute strength derives from its Cobra forebear, the 428 has a sculpted, stately beauty.
This refined bruiser was born of a thoroughbred crossbreed of British engineering,
American power, and Italian design. The convertible 428 was first seen at the
London MotorShow in October 1965; the first fixed-head carthe so-called
fastbackwas ready in time for the Geneva Motor Show in March 1966. But
production was beset by problems from the start; the first cars were not offered
for sale until 1967, and as late as March 1969, only 50 had been built. Part of the
problem was that the 428 was priced between the more expensive Italian Ferraris
and Maseratis and the cheaper British Astons and Jensens. Small-scale production
continued into the 1970s, but its days were numbered and it was finally done for
by the fuel crisis of October 1973; the last 428the 80thwas sold in 1974.
ITALIAN STYLING
Styled by Pietro Frua in Turin, the AC THIN SKINNED
428 was available in both convertible Early cars had aluminum
and fixed-head fastback form. It was doors and hood; later
based on an AC Cobra 427 chassis, models were all steel.
virtually standard apart from a 6-in
(15-cm) increase in wheelbase.
AC 428 21
SPECIFICATIONS
AIR VENTS
In an effort to combat engine ALL LACED UP
overheating, later cars have Standard wheels were substantial triple-laced,
air vents behind the wheels. wired-up affairs, secured by a three-eared nut.
22 AC 428
WEATHER BEATER
The top was tucked under a cover which, in
early models, was made of metal. When up,
the hood made the cockpit feel somewhat
claustrophobic, but the plastic rear window
was generously proportioned.
DASHBOARD
Switchgear may be scattered around like
confetti, but the instruments are grouped
clearly in front of the driver. The speedo
(far left) reads to an optimistic 180 mph
(290 km/h), while the tachometer (far right)
reaches 8,000 rpm.
REAR VIEW
The 428 may have been a refined
muscle car, but it was not totally
unique; it featured parts from
other manufacturers, such as
rearlights from Fiat.
AC 428 23
TRUNK
Spiders had huge trunks by
sports car standards, with
the spare wheel tucked neatly
away under the trunk floor.
Alfa Romeo 1300 Junior Spider 25
SPECIFICATIONS
RACING ALFA
The later Alfa Romeo
Montreal had a race-bred 2.5
V8 that gave a top speed of HEADLIGHTS
140 mph (225 km/h). Plexiglas headlight covers were
banned in the US and were never
used on the 1300 Juniors.
WHEEL ARCHES
The lack of rustproofing
meant that the arches
were prone to decay.
26 Alfa Romeo 1300 Junior Spider
DRIVING POSITION
All Spider cockpits had
the Italian apelike
drivingpositionlong
arms and short legs.
QUALITY TAIL
The boat-tail rear was shared by all Spiders up to
1970 and is the styling favored by Alfa purists. It BODYWORK
was replaced by a squared-off Kamm tail. The Spiders bodywork
corroded alarmingly
quickly due to the poor-
STYLISH AND COOL quality steel.
The Spider has to be one of Alfas great
postwar cars, not least because of its
contemporary design. It was penned
by Battista Pininfarina, the founder
of the renowned Turin-based
design house.
Alfa Romeo 1300 Junior Spider 27
NOSE SECTION
Disappearing nose
was very vulnerable
to parking dents.
AMC Pacer
THE 1973 FUEL CRISIS HIT Americas psyche harder than did the Russians beating
them to space in the Fifties. Cheap and unrestricted personal transportation had
been a way of life, and then America suddenly faced the horrifying prospect of
paying more than forty cents a gallon. Overnight, stock in car manufacturers
became as popular as Richard Nixon. Detroits first response was to kill
the muscle car. The second was to revive the compact and invent the
subcompact. AMC had first entered the subcompact market in 1970 with
its immensely popular Gremlin model, but the 1975 Pacer was a different beast.
Advertised as the first wide small car, it had the passenger compartment of
a sedan, the nose of a European commuter shuttle, and no back end at all.
Ironically, it wasnt even that economical, but America didnt notice because
it was on a guilt trip, buying over 70,000 of the things in 75 alone.
WINDSHIELD
The aerodynamic
STYLING TO TALK ABOUT windshield aided fuel
In the mid-Seventies, the Pacer economy and reduced
was sold as the last word; the face interior noise.
of the car of the 21st century
bragged the ads. Happily, they
were wrong. Pundits of the time
called it a football on wheels
anda big frog.
AMC Pacer 29
GLASS COVERAGE
The Pacer had the largest glass area
of any contemporary American
sedan, making the $425 all season
air-conditioning option almost
obligatory. There was no
doubt that outward
vision, though, was
quite superb.
INTERIOR
Inside was stock
Detroit, with sporty
front bucket seats
and a cheesy
polyurethane dash.
EXTRA GRIP
Twin-Grip differential
was a $46 option.
MAX HEADROOM
There was more
headroom and legroom
than the contemporary
Chevelle or Torino,
making it feel spacious.
30 AMC Pacer
EXTRA WIDTH
The body was almost as wide as it was
long, and though opinion was divided
on the Pacers looks, it did garner some
hefty praise; Motor Trend magazine
calledthe styling the most innovative
of all US small cars. Credit went to
Richard Teague, who also penned
the 84 Jeep Cherokee.
TRUNK SPACE
With rear seat folded,
cargo area was an
impressive 30 cubic feet.
FRONT RECLINERS
Adaptability even stretched
to the front of the car; 26
percent of all Pacers had
reclining front seats.
LATER LENGTH
In 1977 Pacers were stretched
a further 4 in (10 cm) and
offered as station wagons.
COSTLY EXTRAS
Surprisingly, the Pacer was
never a cheap car. Add a
few interior options and air-
conditioning and you could
easily have been presenting the
dealer with a check for $5,000.
De Luxe trim pack included
wood effect side and rear
panels, which made the Pacer
about as tasteful as Liberace.
STEERING
The Pacers rack-and-
pinion steering was one
of the first on a US car.
AMC Pacer 31
SPECIFICATIONS
REAR INSPIRATION
Unbelievably, the Pacers
rear end inspired the comely
rump of the Porsche 928.
PACER POWER
Stock power was a none-too-
thrifty 258cid straight six unit. In
addition, for all its eco pretensions,
you could still specify a 304cid V8.
BUMPERS
Originally slated to use
urethane bumpers, production
Pacers were equipped with
steel versions to save money.
32 Aston Martin DB4
DASHBOARD
The dash is a gloriously unergonomic
triumph of form over function; gauges
are scattered all over an instrument
panel deliberately similar to the cars
grinning radiator grille.
Aston Martin DB4 33
SPECIFICATIONS
IN THE MIRROR
Dipping rearview mirror BRITISH LIGHTWEIGHT MODEL Aston Martin DB4 (195863)
was also found in many Superleggera, Italian for super- PRODUCTION 1,040 (fixed head); 70
Jaguars of the period. lightweight, refers to the technique of (convertible); 95 (fixed-head DB4 GTs).
body construction: aluminum panels BODY STYLES Fixed-head coupe
or convertible.
rolled over a framework of steel tubes.
CONSTRUCTION Pressed-steel and tubular
inner chassis frame, with aluminum-alloy
outer panels.
ENGINES Inline six 3670cc/3749cc.
UNHINGED POWER OUTPUT 240 bhp at 5500 rpm.
First generation TRANSMISSION Four-speed manual (with
optional overdrive).
DB4s had a rear-
SUSPENSION Front: independent by
hinged hood. wishbones, coil springs, and telescopic shock
absorbers; Rear: live axle located by trailing
arms and Watt linkage with coil springs and
lever-arm dampers.
BRAKES Four-wheel disc.
MAXIMUM SPEED 140+ mph (225+ km/h)
060 MPH (096 KM/H) 8 sec
0100 MPH (0161 KM/H) 20.1 sec
A.F.C. 1422 mpg (3.67.8 km/l)
ASTON SMILE
The vertical bars in this
cars radiator grille show
it to be a so-called Series
4 DB4, built between
September 1961 and
October 1962.
NO PRETENSIONS
There is no doubt that the
DB4 has got serious
attitude. Its lines may be
Italian, but it has none of
the dainty delicacy of some
contemporary Ferraris and
Maseratisthe Astons
spirit is somehow true Brit.
34 Aston Martin DB4
CLASSIC STYLING
Clothed in an Italian body by Carrozzeria
Touring of Milan, the DB4 possessed a
graceful yet powerful elegance. Under the
aluminum shell was Tadek Mareks
twin-cam straight-six engine,
which evolved from Astons
racing program.
BUMPERS
Bumper overriders were
from the British Mk2
Ford Zephyr and Zodiac.
Aston Martin DB4 35
ENGINE
It looks very much like the
UPHOLSTERY contemporary Jaguar XK
While rear seats in the twin-cam straight-six, but
fixed-head offer limited Tadek Mareks design is both
space, just look at the more powerful and vastly
richness and quality of the more complicated. Triple SU
Connolly leather. The ride carburetors show this to be a
wasnt quite as impressive, Vantage engine with larger
thoughrear suspension valves and an extra 20 bhp.
was through basic
lever-arm units. SUSPENSION
Front suspension was double
wishbones with coil springs
and telescopic shocks.
36 Aston Martin V8
A S TON M ARTIN V8
A NEAR TWO-TON GOLIATH powered by an outrageous handmade 5.3-liter engine,
the DBS V8 was meant to be Astons money-earner for the 1970s. Based on the
six-cylinder DBS of 1967, the V8 did not appear until April 1970. With a thundering
160 mph (257 km/h) top speed and incredible sub seven-second 060 time, Astons
new bulldog instantly earned a place on every millionaires shopping list. The trouble
was that it drove into a worldwide recessionin 1975 the Newport Pagnell factory
produced just 19 cars. Astons bank managers were worried men, but the company
pulled through. The DBS became the Aston Martin V8 in 1972 and continued
until 1989, giving birth to the legendary 400 bhp Vantage and gorgeous Volante
Convertible. Excessive, expensive, impractical, and impossibly thirsty, the DBS
V8 and AM V8 are wonderful relics from a time when environmentalism was
just another word in the dictionary.
ASTON LINES
NEW CONSTRUCTION Smooth tapering cockpit
DBS was one of the first Astons with a line is an Aston hallmark
chassis and departed from the traditional echoed in the current DB7.
Superleggera tubular superstructure of
the DB4, 5, and 6. Like Ferraris and
Maseratis, Aston prices were ballyhooed
up to stratospheric levels
in the Eighties.
Aston Martin V8 37
POWER BULGE
Massive hood power bulge
was to clear four carburetors.
38 Aston Martin V8
ENGINE
The alloy V8 was first seen in Lola
sports-racing cars. The massive EIGHTIES PRICE
air-filter box covers a quartet of In the Eighties, top
twin-choke Weber carbs, which quality DBSs changed
guzzle one gallon of fuel for every hands for $75,000 plus.
13 miles (4.6 km/l), and much less
if you enjoy yourself.
POWER UNIT
V8s engine churned out over
300 bhp, but later models
could boast 400 bhp.
FRONT END
Shapely cliff-hanger
nose was always a
DBS trademark.
BOND CAR
A 1984 AM V8 Volante
featured in the James Bond
film The Living Daylights,
with Timothy Dalton.
In 1964 a DB5 was the
first Aston to star
alongside James Bond
in the film Goldfinger, this
time with Sean Connery.
SPOILER
Chin spoiler and
undertray helped
reduce front-end lift at
higher speeds.
Aston Martin V8 39
CLASSY CABIN
Over the years the DBS was skillfully
updated, without losing its traditional
ambience. Features included leather and
wood surroundings, air-conditioning,
electric windows, and radio cassette.
Nearly all V8s were ordered with
Chrysler TorqueFlite auto transmission.
SPECIFICATIONS
FUNCTIONAL INTERIOR
While the dashboard layout is nothing special,
everything is typically Germanicclear, neat,
and easy to use. The only touch of luxury in
the Quattro is half-leather trim.
RALLY SUCCESS
In competition trim, Audis remarkable turbocharged
engine was pushing out 400 bhp, and by 1987, the
fearsome S1 Sport generated 509 bhp. To meet
Group B homologation requirements, only 220
Sports were built, and only a few destined for
saleto some very lucky private owners.
Audi Quattro Sport 41
HOOD
Long nose and
hood bulge cover the
intercooler for the
turbo unit.
ROOF
Roof sections were
made of aluminum-
bonded fiberglass.
HOT PROPERTY
HAND-CRAFTED BODY From any angle the Quattro Sport is
Bodyshells were welded by a testosterone on wheels, with a butch
team of just 22 craftsmen. and aggressive four-square stance. The
cinder-block styling, though, meant that
the Quattros aerodynamics were poor.
SPECIFICATIONS
LIMITED EDITION
Of the 1,700 Audis
produced each day in the
mid-1980s, only three were
Quattros, and of a years
output only a tiny amount
were Sports.
REAR LIGHTS
Darkened rear lights
were included across
the whole Quattro
line in 1984.
FOUR-SEATER?
While it looked like a
four-seater, in practice
only two could fit in.
RIDE QUALITY
ARCHES Though the ride was harder
Box wheel arches are a than on normal Quattros,
Quattro hallmark, and essential steering was quicker.
to cover the fat 9Jx15 wheels.
Audi Quattro Sport 43
ENGINE
The five-cylinder 2133cc alloy engine is
50 lb (22.7 kg) lighter than the stock item,
with twin overhead cams, four valves per
cylinder, a giant turbocharger and Bosch
LH-Jetronic injection. Center Torsen
differential gives a 50/50 front-to-rear
split. Rear differential lock disengages
when the car passes 15 mph (24 km/h).
TURBOCHARGER
Turbo lag was a big problem on
early Quattros; from 2060 mph
(3296 km/h) in top it was slower
than a 900cc VW Polo.
TECHNICAL TRAILBLAZER
Four-wheel drive cars are now part of
most large carmakers model lines and,
along with airbags and antilock brakes
(ABS), have played their part toward
safer driving. We must thank the car
that started it all, the Audi Quattro.
44 Austin Mini Cooper
TIRES
Radial tires were
on the Cooper S
but not the
standard Cooper.
Austin Mini Cooper 45
RALLY REAR
24 PK wears the classic Mini rally uniform of straight-
through exhaust, Minilite wheels, roll bar, twin fuel
tanks, and lightweight stick-on license plates. BMC
hada proactive Competitions Department.
COOPER S
The Cooper S, built between 196367,
came in a choice of 970 or 1071cc
engines and had wider wheels and
different badging from the stock Cooper.
WINDSHIELD
Windshield was glass,
but all other windows
were made out of
Plexiglas to save weight.
LICENSE PLATE
Competitions departments often
swapped license plates, bodyshells,
and chassis numbers, making it hard
to identify genuine ex-race Coopers.
SPEEDY CORNERING
With a low center of gravity and
a wheel at each extreme corner,
the Mini had the perfect
credentials for tramlike handling.
RACING PEDIGREE
In the 1964 Monte Carlo Rally, the
Cooper produced a giant-killing
performance, trouncing 4.7-liter
Fairlanes to win. It never looked
back, winning the 62 and 64 Tulip
Rallies, the 63 Alpine Rally, the 65
and 67 Monte Carlo, and more than
25 other prestigious races.
46 Austin Mini Cooper
RARE BLOCK
Though this is a 1071cc
example, the 970cc version
was the rarest of
all Coopers, with
only 964 made.
ENGINE
The 1071cc A-series engine would rev to
7,200 rpm, producing 72 bhp. Crankshaft, con-
rods, valves, and rockers were all toughened,
and the Cooper also had a bigger oil pump
and beefed-up gearbox. Lockheed disc brakes
and servo provided the stopping power.
GRILLE
Front grille was quick-release
to allow access for emergency
repairs to distributor, oil cooler,
starter motor, and alternator.
RACE EXPERIENCE
This example, 24 PK, was driven
by Sir Peter Moon and John
Davenport in the 1964 Isle of
Man Manx Trophy Rally. But, while
leading the pack on the penultimate
stage of the rally at Druidale,
24 PK was badly rolled and needed
a complete reshell. Many race
Coopers led a hard life, often
rebuilt and reshelled several times.
Austin Mini Cooper 47
PRICE TO PAY
The price difference SPECIFICATIONS
betweenthe Cooper and
MODEL Austin Mini Cooper (196369)
theS was 569 ($860)
PRODUCTION 145,000 (all models)
for the standard car and
BODY STYLE Sedan.
695 ($1,050) for the S.
CONSTRUCTION All steel two-door
monocoque mounted on front and rear
sub-frames.
LIGHTS ENGINES Four-cylinder 970cc/
For night rally 997cc/998cc/1071cc/1275cc.
stages, Coopers POWER OUTPUT 65 bhp at 6500 rpm
needed maximum to 76 bhp at 5800 rpm.
illumination. Straps TRANSMISSION Four-speed,
no synchromesh on first.
held on the
SUSPENSION Independent front and
headlight protectors. rear suspension with rubber cones and
wishbones (Hydrolastic from late 1964).
BRAKES Lockheed front discs with
rear drums.
MAXIMUM SPEED 100 mph (161 km/h)
060 MPH (096 KM/H) 12.9 sec
0100 MPH (0161 KM/H) 20 sec
A.F.C. 30 mpg (10.6 km/l)
INTERIOR
The Cooper has typical rally-car
features: wood-rim Moto-Lita wheel,
fire extinguisher, Halda trip meter,
tachometer, stopwatches, and maplight.
The only features that would have been
standard equipment are the center
speedo, heater, and switches.
48 Austin-Healey Sprite Mk1
ENGINE
The Austin-Morris A-series engine
was a little gem. It first appeared in
the Austin A35 sedan and went on to
power several generations of Mini (see
pages 4447). In the Frogeye it was
modified internally with extra-strong
valve springs and equipped with twin
SU carburetors to give 50 bhp gross
(43 bhp net). By todays standards its
no road burner, but in the late Fifties
it was a peppy little performer.
ENGINE ACCEESS
Rear-hinged alligator hood
gives great engine access and
makes the Frogeye a delight
for tinkerers.
LOW DOWN
The Frogeyes low stance aided
flat cornering. Ground clearance
was better than it looked: just
under 5 in (12.7 cm).
BUMPERS
Bumpers with overriders
were a sensible and
popular extra.
50 Austin-Healey Sprite Mk1
DUAL LIGHTS
Sidelights doubled
as flashing
indicators.
Austin-Healey Sprite Mk1 51
LATER INCARNATION
The design has a classic simplicity, free of
needless chrome embellishment; there is
no external door handle to interrupt the
flowing flanks. In 1961 the Frogeye
was reclothed in a more
conventional skin, and these
follow-on Sprites, also
badged as MG Midgets,
lasted until 1979.
ROUND RUMP
It is not so much a
trunk, because it does
not open; more a luggage
locker with access behind
the rear seats.
GEAR STICK
Stubby gear stick was nicely
positioned for the driver.
SPECIFICATIONS
HOOD SCOOP
HOT PIT COMFORTS All six-cylinder Healeys, both the
Heat buildup from the Updated weather equipment was an 100/6 and the 3000, featured a
engine and underfloor improvement on earlier efforts, which hood scoop; the longer engine
exhaust made for a took two people 10 minutes to erect. pushed the radiator forward, with
warm ride. the scoop clearing the underhood
protrusion to aid airflow.
54 Austin-Healey 3000
WINDSHIELD
In 1962, the 3000 acquired
a wrap-around windshield
and wind-up windows, as the
once raw sports car adopted
trappings of sophistication.
ENGINE
Under the hood of the biggest of the so-called
Big Healeys is the 2912cc straight-six,
designated the 3000. This is the butchest of the
big bangers, pumping out a hefty 150 bhp.
STYLING INFLUENCES
The two major influences on the Healeys
changing faces were the needs of the
American market and the impositions of
Austin, both as parts supplier and as frugal
keeper of purse strings. But from the start,
the styling was always a major asset, and what
you see here in the 3000 Mk3 is the eventual
culmination of those combined styling forces.
REFINED REAR
The first prototype rear-end treatments
featured faddish fins that were replaced
by a classic round rump.
Austin-Healey 3000 55
INCREASED LUXURY
Once spartan, the cockpit of the Austin-Healey
became increasingly luxurious, with a polished
veneer dash, glove compartment, fine leather, and
rich carpet. One thing remained traditionalengine
heat meant the cockpit was always a hot place to be.
SPECIFICATIONS
QUALITY RIDE
The Continental was a car that begged you
to press its accelerator pedal to the floor
and reassured you with its powerful brakes.
DESIGN SIMILARITIES
The Continental bears an
uncanny resemblance to a
Pininfarina R-Type prototype
shown at the 1948 Paris Salon.
RADIATOR
Classic Gothic radiator
shell was considered far
more sporting than Rolls-
Royces Doric example.
LIGHTS
Front fog lights
used to be known as pass
lights for overtaking.
58 Bentley R-Type Continental
AERODYNAMIC TESTS
The Continental spent much
time in the wind tunnel to
establish air drag during
forward motion. Sweeping
rear quarters directed the
wind over the rear wheels,
which were covered in spats
to assist airflow. During
prototype testing, it was
found that a normal set
of six-ply tires lasted for
only 20 miles (32 km).
REAR FENDERS
Gently tapering rear fenders
funneled air away into a
slipstream; the Continentals
aerodynamics were way
ahead of its time.
ALUMINUM CONSTRUCTION
Not only was the body made
from lightweight aluminum
courtesy of H. J. Mulliner & Co.
Ltd.but also the side window
and shield frames. The
prototype had high quality
alloy bumpers; production
cars had steel ones.
CARBURETORS
Carburation was by
two SU HD8 units.
WEIGHT
Body weight was
ENGINE kept to a minimum
Continentals used a 4-liter straight-six engine of because no Fifties
4566ccincreased to 4887cc in May 1954 and tires could cope with
known as the big bore engine. It allowed the car speeds over 120
to reach 50 mph (80 km/h) in first gear. mph(193 km/h).
Bentley R-Type Continental 59
SPECIFICATIONS
REAR WINDOW
Pillar box rear window
was a throwback to
prewar cars.
TRUNK SPACE
Trunk was
considered large
enough to carry
luggage for touring.
REAR ASPECT
Rear flanks
are like the
tense haunches
of a sprinter.
PLUSH DASH
The beautifully detailed
dashboard mirrored the Continentals exterior
WHEELS elegance. The first R-Types had manual
Prototypes had gearboxes with a right-hand floor-mounted stick,
spats covering the thus reflecting the cars sporting character. Later
rear wheels. models were offered with automatic boxes.
60 Bentley Flying Spur
INTERIOR
Interior includes carefully detailed
switchgear, the finest leather and walnut,
and West of England cloth.
Bentley Flying Spur 61
WEIGHTY REAR POWER STEERING
Tapering tail and swooping The large, spindly steering wheel
roof line managed to lend was power-assisted.
an air of performance.
HAND-BUILT REFINEMENTS
Builder H. J. Mulliner would receive the chassis from
Rolls-Royce and clothe it with a hand-built body. Although
customers would often have to wait up to 18 months for
their cars to be completed, the finished product was
considered the zenith of good taste and refinement.
SPECIFICATIONS
ENGINE
V8 had aluminum MODEL S3 Bentley Continental H. J.
cylinder heads, Mulliner Flying Spur (196266)
block, and pistons. PRODUCTION 291
BODY STYLE Four-door, five-seater.
CONSTRUCTION Aluminum body, separate
steel cross-braced box section chassis.
ENGINE V8, 6230cc.
POWER OUTPUT Never officially declared.
TRANSMISSION Four-speed automatic.
SUSPENSION Front: independent coil
springs and wishbones; Rear: semi-elliptic
leaf springs.
BRAKES Four-wheel Girling drums.
MAXIMUM SPEED 115 mph (185 km/h)
060 MPH (096 KM/H) 10.8 sec
0100 MPH (0161 KM/H) 34.2 sec
A.F.C. 13.8 mpg (4.9 km/l)
FRONT ASPECT
The Flying Spurs four-headlight nose was shared
with the standard steel Bentley S3, along with a
lowered radiator and hood line. The body was
constructed from hand-rolled aluminum.
62 Bentley Continental Supersports
B EN T L E Y Continental Supersports
THE 2003 CONTINENTAL GT with its magnificent W12 engine changed Bentley
forever. Compact, rapid, reliable, and fashionable, the Conti (to use its street name)
is one of the Crewe firms most admired products and brought the Bentley brand to
a younger customer. In 2009, the Supersports was launched as the fastest production
Bentley ever, and the first to run on gas and biofuel (E85 ethanol). A special
Quickshift tiptronic six-speed automatic gearbox reduced gear change times by
50 percent, and a Torsen T3 four-wheel-drive system made the Supersports sure-
footed enough to break the world speed record on ice at 205 mph (330 km/h).
But despite the epic performance this is an amazingly refined supercar with
superb steering and a truly magic carpet ride.
SIT LIGHTLY
Seat frames in the Supersports
THE PEOPLES POWER PLANT are carbon fiber to save weight.
The VW-designed twin-turbocharged six-liter
W12 engine is one of the worlds best. The
cylinders are arranged in four banks of three
to save space, but even in standard GT
tune this engine still develops
a mighty 552 bhp.
Bentley Continental Supersports 63
KEEPING COOL
Huge grille and SPECIFICATIONS
vents cool engine
MODEL Bentley Continental Supersports
and brakes. (2009)
PRODUCTION N/A
BODY STYLE Four-seater, two-door coupe.
CONSTRUCTION Alloy panels, steel chassis.
ENGINE 5,998cc, W12 Twin Turbo.
POWER OUTPUT 621 bhp.
TRANSMISSION Six-speed tiptronic
automatic.
SUSPENSION Independent all around.
BRAKES Four-wheel discs.
MAXIMUM SPEED 205 mph (330 km/h)
060 MPH (096 KM/H) 3.7 sec
SUPERSPORTS CLONES 0100 MPH (0161 KM/H) 8.9 sec
The superfast Bentley has become so iconic and desirable A.F.C. 15 mpg (6.4 km/l)
that owners of ordinary Conti GTs often put on the
revised bumpers and black rims to make their cars look like
Supersports. Theres now a flourishing global industry
pimping up all Continentals.
BMW 507
WHO WOULD HAVE THOUGHT that in the mid-Fifties BMW would have unveiled
something as voluptuously beautiful as the 507? The company had a fine
preWorld War II heritage that culminated in the crisp 328, but it did not resume
car manufacturing until 1952, with the curvy, but slightly plump, six-cylinder 501
sedan. Then, at the Frankfurt show of late 1955 they hit us with the 507, designed
by Count Albrecht Goertz. The 507 was a fantasy made real; not flashy, but dramatic
and with poise and presence. BMW hoped the 507 would straighten out its precarious
finances, winning sales in the lucrative American market. But the BMWs exotic looks
and performance were more than matched by an orbital price. Production, which
had been largely by hand, ended in March 1959 after just 252some say 253had
been built. In fact, the 507 took BMW to the brink of financial oblivion; yet if
that had been the last BMW it would have been a beautiful way to die.
TOOLKIT
Like all modern BMWs, the
507 had a toolkit in the trunk.
BMW 507 65
SPECIFICATIONS
RAKISH BODY
The 507s body is an all-aluminum affair atop
a simple tubular chassis. Brightwork is kept to
the minimum, accentuating the clean lines.
The brightwork included on the car is kept
simple; the rear bumpers, for example,
have no bulky overriders.
ENGINE
The 3.2-liter all-aluminum engine was
light and powerful. Twin Zenith carbs
are the same as those of the
contemporary Porsches.
TOP
You rarely see a 507
with its top raised, but
it is simple to erect and
remarkably handsome.
PIPE MUSIC
The BMW had a brisk,
wholesome bark and unmistakable
creamy wuffle of a V8.
BEEMER BADGING
Eight BMW stylized propeller roundels,
including those on wheel trims and
eared spinners, grace the 507, nine if
you include the badge in the center
of the steering wheel.
BMW 507 67
ENGINE PROBLEMS
The 3.2-liter engine tended
to run too hot in traffic and
too cool on the open road.
HORN-PULLS
The interior was clearly inspired
by US styling of the period,
with gimmicky horn-pulls
behind the steering wheel.
INTERIOR
The 507, unlike the contemporary 503, has
a floor-mounted stick to operate the four-
speed gearbox. Dash consists of a clock,
speedometer, and tachometer. Some cars
had internally adjustable door mirrors.
68 BMW 3.0CSL
BMW 3.0CSL
ONE LITTLE LETTER CAN MAKE SO much difference. In this case it is the L at
the end of the name tag that makes the BMW 3.0CSL so special. The BMW CS
pillarless coupes of the late Sixties and early Seventies were elegant and good-
looking tourers. But add that L, and you have a legend. The letter actually stands
for Leichtmetall, and when tacked to the rump of the BMW it amounts to
warpaint. The original CSL of 1974 had a 2985cc engine developing 180 bhp, no
front bumper, and a mixture of aluminum and thin steel body panels. In August
1972, a cylinder-bore increase took the CSLs capacity to 3003cc with 200 bhp
and allowed it into Group 2 for competition purposes. But it is the wild-winged,
so-called Batmobile homologation special that really boils the blood of boy
racers. An ultimate road car, great racer, rare, short-lived and high-priced, this
charismatic, pared-down Beemer has got classic credentials.
GOOD LOOKER
Even mild rather than wild and winged, the
CSL is certainly one of the best-looking
cars of its generation. With its pillarless
look, the cabin is light and airy, despite the
black interior. But all that glass made it hot;
air vents behind the BMW rear-pillar
badge helped a little.
TIRES
Standard tires were
195/70 14
Michelin XWXs.
BMW 3.0CSL 69
BRAKES
Ventilated discs were
necessary to counter the
CSLs immense power.
70 BMW 3.0CSL
ENGINE
In genuine racing trim, the Batmobiles 3.2-liter
straight-six engine gave nearly 400 bhp and, for
1976, nearly 500 bhp with turbocharging. But
road cars like this British-spec 3003cc 3.0CSL
gave around 200 bhp on fuel injection.
SEVENTIES BARGAIN
Just after the 1973 fuel crisis, you could
pick up a CSL for very little money.
ENGINE UPGRADE
Early CSLs had a carburetor-
fed 2985cc engine developing
180 bhp; after 1972, capacity
increased to 3003cc, shown here,
for homologation purposes.
BUMPER-TO-BUMPER
German-market CSLs had no
front bumper and a fiberglass
bumper; this cars metal items
show it to be a British-spec model.
TRACK SUCCESS
The CSLs were the first BMWs
developed under the companys new
Motorsport department which was set
up in 1972. The model produced
immediate success for BMW, initially
in Europe and then on tracks in the
United States. The CSL won all but
one of the European Touring Car
Championships between 1973 and 1979.
BMW 3.0CSL 71
SPECIFICATIONS
DO-IT-YOURSELF
Road-going cars were only slightly lighter
than the CS and CSi; they even had
BMWs trademark toolkit, neatly hinged
from the underside of the trunk lid.
72 BMW M1
BMW M1
THE M1A SIMPLE NAME, a simple concept. M stood for Motorsport GmbH, BMWs
separate competition division. And the number one? Well, this was going to be a first,
for this time BMW was not just going to develop capable racers from competent
sedans and coupes. It was going to build a high-profile, beat-all racer, with road-
going versions basking in the reflected glory of on-track success. The first prototype
ran in 1977, with the M1 entering production in 1978. By the end of manufacture in
1980, a mere 457 racing and road-going M1s had been built, making it one of the
rarest and most desirable of modern BMWs. Though its racing career was only briefly
distinguished, it is as one of the all-time ultimate road cars that the M1 stands out,
for it is not just a 160 mph (257 km/h) autobahnstormer. It is one of the least
demanding supercars to drive, a testament to its fine engineering, and is in many
ways as remarkable as the gorgeous 328 of the 1930s.
AIR DAM
The M1 had only
a vestigial lip-type
front air dam.
BMW M1 73
A PLEASURE TO DRIVE
FUEL CAP The driving position in the M1 is
Twin tanks were filled via extremely good, with adjustable AIR VENTS
an orifice behind each door. steering wheel and well-placed Strategically
pedals in the narrow footwells. positioned air vents
kept the powerful
3.5-liter engine cool.
WHEELS
Slatted Campagnolo wheels
with five-stud fixing were
unique to the M1.
74 BMW M1
DARK INTERIOR
The all-black interior is somber, but
fixtures are all to a high standard; unlike
those of many supercars, the heating
and ventilation systems actually work.
However, rearward visibility through
the slatted, heavily buttressed engine
cover is severely restricted.
REAR LIGHTS
Large rear light clusters
were the same as those of
the 6-series coupe and
7-series sedan models.
SPECIFICATIONS
HEADLIGHTS
Retractable headlights MODEL BMW M1 (197880)
were backed up by grille- PRODUCTION 457
mounted driving lights. BODY STYLE Two-seater
mid-engined sports.
CONSTRUCTION Tubular steel space-frame
with fiberglass body.
ENGINE Inline six, four valves per cylinder,
dohc 3453cc.
POWER OUTPUT 277 bhp at 6500 rpm.
TRANSMISSION Combined ZF five-speed
gearbox and limited slip differential.
SUSPENSION Coil springs, wishbones, and
Bilstein gas-pressure telescopic shock
absorbers front and rear.
BRAKES Servo-assisted ventilated discs
all around.
MAXIMUM SPEED 162 mph (261 km/h)
060 MPH (096 KM/H) 5.4 sec
A.F.C. 2430 mpg (8.510.6 km/l)
PURE M1 RACING
BMW teamed up with FOCA (Formula One
Constructors Association) to create the Procar series
M1-only races planned primarily as supporting
events for Grand Prix meetings in 1979 and 1980.
76 Bugatti Veyron Grand Sport
SPECIFICATIONS
OPEN AIR
With roof removed,
speeds of up to 217 mph GREAT BRAKES
(350 km/h) are possible. Brakes are cross-drilled,
radially vented silicon
carbide discs. COOL DOWN
Seven separate radiators
keep engine, gearbox,
and differential cool.
78 Buick Roadmaster (1949)
BABY FINS
The Art Deco taillights looked
upmarket and blended smoothly into
the rear wings. Nobody could have
guessed that they were emergent fins.
SUSPENSION
All-coil suspension
became standard
on all post-1945
Roadmasters.
VENTS
Ventiports gave the
impression of a fire- HANDLE MOTIF
breathing jet engine. Dynaflow automatic transmission was
introduced as an option on the 48; it is
written in five places on this 49 model.
SCRIPT
Dynaflow was such a new
idea that Buick proudly
scripted it onto the rear fender.
80 Buick Roadmaster (1949)
CLASSY REAR
Elegant flourish
completed the swooping
teardrop rear.
STYLING
The GM C-body
had closed
quarters and
Sedanette styling.
Buick Roadmaster (1949) 81
EARLY TRADEMARKS
Gun-sight hood ornament, bucktooth grille,
and Ventiports were flashy styling
metaphors that would become famous
Buick trademarks. Although divided
by a center pillar, the windshield
glass was actually curved.
ENGINE
The Roadie had a
Fireball straight-eight
cast-iron
320cid engine.
GRILLE
The classic vertical
grille bars were
replaced for the
1955 model year.
SPECIFICATIONS
PLANE STYLING
CABIN OR COCKPIT?
Aircraft design exerted a big influence
Rakish swooping roof line
on automotive styling in the Fifties, and the
borrowed heavily from bubble
57 Roadmaster was no exception. With
cockpits of jet fighters.
wraparound windshield, cockpitlike roof
area, and turbine-style wheel covers, a nation
of Walter Mittys could imagine themselves
vapor-trailing through the stratosphere.
HEIGHT
The 57 Roadmaster
was lower and sleeker
than previous models.
Buick Roadmaster (1957) 83
JET AGE
Giant chrome LUXURY GOODS
protuberances suggested The Roadmaster was one of Buicks most
jet-turbine power. luxurious models and wore its hood GRILLE
ornament with pride. 1957 saw the return of the
classic vertical bars, which
had been dropped in 1955.
SWEEPSPEAR
The dramatic sweepspear kicks
up violently over the wheelarch.
NEW SUSPENSION
The 57 model had
revised front suspension
with ball-joint mounting.
84 Buick Roadmaster (1957)
TRUNK
The cavernous trunk could
accommodate almost anything
you could buy at the mall in
the consumer-driven Fifties.
ENGINE
The hot Buicks 5.9-liter V8 pushed
out 300 bhp; it was capable of
112 mph (180 km/h) and 0 to 60 mph
(96 km/h) in 10 seconds. Dynaflow
transmission had variable pitch blades
which changed their angle like those
of an airplane propeller.
STYLING EXCESS
Vast chrome rear bumper made for a prodigious
overhang, with massive Dagmarlike overriders,
razor-sharp taillights, and fluted underpanela
stylistic nightmare. One interesting new feature
was the fuel cap, now positioned in a slot
above the rear license plate.
FIN DETAIL
The Roadmaster showed that, by 1957, tail-fin fashion
was rising to ridiculous heights. Unfortunately, by 57
the Roadmaster looked very much like every other
American car. Gone was that chaste individuality, and
Buick began to lose its reputation as a maker of high-
quality carsproduction fell by 24 percent this year.
Buick Roadmaster (1957) 85
LIMITED VISION
Small tinted rear SPECIFICATIONS
windshielddidnt offer much
MODEL Buick Roadmaster (1957)
assistance to the driver in
PRODUCTION 36,638 (1957)
reversing situations.
BODY STYLE Two-door, five-seater
hardtop coupe.
CONSTRUCTION X-braced chassis with
steel body.
ENGINE V8, 364cid.
POWER OUTPUT 250 bhp at 4400 rpm.
TRANSMISSION Dynaflow two-speed
automatic.
SUSPENSION Independent coil springs.
BRAKES Hydraulic servo drums all around.
MAXIMUM SPEED 112 mph (180 km/h)
060 MPH (096 KM/H) 10.5 sec
0100 MPH (0161 KM/H) 21.2 sec
A.F.C. 12 mpg (4.2 km/l)
POWER STEERING
Power-assisted steering and
Dynaflow automatic transmission
became standard on all
Roadmasters from 1953.
GM BADGING
Badge at the center of the
steering wheel indicates that
Buicks were built at GMs
factory in Flint, Michigan.
INTERIOR
Roadmaster standard special equipment
included a Red Liner speedometer, glove
compartment lamp, trip mileage indicator,
and a color-coordinated dash panel. From
1955 Roadmasters could be ordered with a
choice of 10 types of interior trim.
86 Buick Limited Riviera (1958)
TRIMMINGS
Interiors were trimmed in gray
cloth and vinyl or Cordaveen.
CHILD OF THE FIFTIES Seat cushions had Double-
Buicks answer to an aircraft BODY STYLES Depth foam rubber.
carrier was a riot of As well as this four-door Riviera,
ornamentation that went on the 700 Series also included a
for half a block. At rest, the two-door version, a stripped
Limited looked like it needed chassis model, and a convertible.
a fifth wheel to support that
weighty rear overhang.
Buick Limited Riviera (1958) 87
WINDSHIELD
The large windshield was
served by wide angle
wipers and an automatic
windshield washer.
SUSPENSION
Front suspension
was coil springs
with A-arms.
LIMITED BADGING
First time the
Limited badge had FLASHY GRILLE
been used since 1942. The Fashion-Aire Dynastar grille consisted
of no fewer than 160 chrome squares, each
with four polished facets to give some serious
sparkle to the Limiteds front end.
DECORATION
Unique to the Limited
were 15 utterly pointless
chrome slashes.
88 Buick Limited Riviera (1958)
REAR ASPECT
The Buicks butt was a confused jumble of
bosomy curves, slanting fins, and horizontal
flashings. The trunk itself was big enough to
house a football team.
PARKING AIDS
Fender ornaments may look
absurd but were useful in
parking the Buicks huge girth.
SUSPENSION
Air-Poise suspension was an option
that used pressurized air bladders for
a supposedly smooth hydraulic ride.
The system often failed, however, and
literally let itself down.
ENGINE VIEW
The Valve-in-Head B12000 engine kicked
out 300 horses, with a 364 cubic inch
displacement. These specifications were
respectable enough on paper, but on the
road the Limited was too heavy to be
anything other than sluggish.
Buick Limited Riviera (1958) 89
SPECIFICATIONS
HORN
Horn-pulls were pretty
much standard on every
US car in the Fifties.
INTERIOR
Power steering and brakes were essential
and came as standard. Other standard
equipment included an electric clock,
cigarette lighters, and electric windows.
90 Buick Riviera (1964)
FENDER LINE
The fender line pre-
dated the R.R. Silver
Shadow by three years.
Buick Riviera (1964) 91
SPECIFICATIONS
CHUNKY PILLAR
Hefty rear pillars made
ELECTRONIC TRUNK
for tricky blind spots.
One optional extra was a
remote-controlled trunk lid,
which was pretty neat for 64.
TIRES
Optional whitewalls and
Formula Five chrome-look steel
wheels made a cute car even cuter.
92 Buick Riviera (1964)
ENGINE
64s had a 425cid Wildcat V8 that ROVER TRANSFER
could be tickled up to 360 horses, Buick sold the tooling
courtesy of dual four-barrels. Car for the old 401 to
Life magazine tested a 64 Riv Rover, who used it to
with the Wildcat unit and great success on its
stomped to 60 mph (96 km/h) in Range Rover.
a scintillating 7.7 seconds.
Buick Riviera (1964) 93
INTERIOR
ENGINE OPTION The sumptuous Riv was a
65 saw a Gran Sport full four-seater, with the
option with 360 bhp mill, rear seat divided to look
limited slip diff, and like buckets. The dominant
Giro-Poise roll control. V-shaped center console
mushroomed from
between the front seats to
blend into the dashboard.
The cars interior has a
European ambience that
was quite uncharacteristic
for the period.
T-BIRD BEATER
GRILLE High-rolling price
The grille was of $4,333 was
inspired by actually $153
the Ferrari cheaper than
250GT. Fords T-Bird.
W-SHAPE
The purposeful W-section
front could have come
straight out of an Italian
styling house. The classy
Riviera soon became the
American Jaguar.
94 Buick Riviera (1971)
ENGINE
The Riviera came with GMs
biggest mill, the mighty 455.
The hotter Gran Sport option
made the massive V8 even
smoother and quieter and
offered big-buck buyers
a shtonking 330 bhp. One
reviewer said of the GS-
engined car, theres nothing
better made on these shores.
GRILLE
The lines of the boat-tail were
not only beautiful at the rear
but were carried right through
to the thrusting, pointed grille.
Buick Riviera (1971) 95
SPECIFICATIONS
FINE LINES
Daring lines such
as these had never
before been seen on CABIN
a production car. The Seventies cabin was
plush but plasticky.
INTERIOR
After 1972, the rear seat could be split 60/40
pretty neat for a coupe. The options list
was infinite, and you could swell the cars
sticker price by a small fortune. Tilt steering
wheel came as standard.
96 Buick Riviera (1971)
BRAKES
Discs on the front
helped create a quality
braking system.
Buick Riviera (1971) 97
SEATS
Seating could be
all-vinyl bench
seats with
custom trim or
front buckets.
REAR WINDOW TRUNK RELEASE
One-piece rear windshield Electric trunk releases are not a
curves downward. modern phenomenonthey were
on the 71 Rivieras options list.
98 Cadillac Series 62
C ADILLAC Series 62
WE OWE A LOT TO THE 49 Cadillac. It brought us tail fins and a high-compression
V8. Harley Earl came up with those trendsetting rear rudders, and John F. Gordon
the performance motor. Between them they created the basic
grammar of the postwar American car. In 1949 the one
millionth Caddy rolled off the production line, and the
stunning Series 62 was born. Handsome and quick,
it was a complete revelation. Even the haughty British
and Italians nodded sagely in admiration and, at a
whisker under $3,000, it knocked the competition
dead in their tracks. As Cadillac ads boasted:
The new Cadillac is not only the worlds
most beautiful and distinguished motor car,
but its performance is a challenge to the
imagination. The American Dream
and the finest era in American cars
began with the 49 Cadillac.
INTERIOR
The cabin was heavily chromed and
oozed quality. Colors were gray-blue
or brown with wool carpets to match, UNDER THE HOOD
and leather or cloth seats. Steering was While styling was similar to that of
Saginaw, with standard four-speed the 48 model, the new OHV V8
auto transmission. in the 49 was an innovation.
Cadillac Series 62 99
SECRET CAP
Fuel cap was
hidden under
taillight, a Cadillac
trait since 1941.
BENTLEY CONNECTION?
The classic 1952 Bentley R-Type
Continental certainly bears a startling
similarity to the 49 Cadillac, and
automotive academics have frequently
hinted at plagiarism.
SQUARE REAR
Among minor design
changes from 1948
was the more
squared-off rear.
HYDRAULICS
Front windows
and seats were
hydraulically
operated.
ENGINE TESTING
POWER BLOCK Prototype engine was perfect
Trendsetting new after 541 hours testing.
OHV 331cid V8
developed 160 bhp.
Cadillac Series 62 101
GRILLE DECORATION
Grille was Chrome slashes were
heavier on the 49 TIRES inspired by aircraft
than on the 48. Tires ran at only 24 psi, air intakes.
making unassisted steering
heavy for the driver.
CLASSIC STYLING
Hugely influential body design was
penned by Harley Earl and Julio Andrade
at GMs styling studios. Many of the 49
features soon found themselves on
other GM products such as
Oldsmobile and Buick.
102 Cadillac Eldorado Convertible (1953)
AIR-CON WEIGHT
POWER TOPPERS Air-conditioning boosted the cars
At the time the 53 was Americas most weight to 4,800 lb (2,177 kg),
powerful car, with a cast-iron V8, four- but top speed was still a brisk
barrel carburetor, and wedge cylinder head. 116 mph (187 km/h).
With the standard convertible weighing
300 lb (136 kg) less, the Eldorado was
actually the slowest of the Cadillacs.
Cadillac Eldorado Convertible (1953) 103
SPECIFICATIONS
TIRES
Slick whitewall tires and chrome wire wheels
were standard on the Eldorado Convertible.
104 Cadillac Eldorado Convertible (1953)
TWO-WAY MIRROR
The heavily chromed,
hand-operated swiveling
spotlight doubled up as
a door mirror.
CHROME STYLING
Dagmars were so-called
after a lushly upholstered
starlet of the day.
Cadillac Eldorado Convertible (1953) 105
ANTENNA
Antenna picked up
reception for self-
tuning radio.
DASHBOARD
Standard equipment on the Eldo convertible
was Hydra-Matic transmission, hydraulic
window lifts, leather and cloth upholstery,
tinted glass, vanity and side
mirrors, plus a self-
tuning radio.
BODY COLOR
Colors available were Alpine
White, Aztec Red, Azure
Blue, and Artisan Ochre.
106 Cadillac Convertible
C ADILLAC Convertible
NO CAR BETTER SUMS UP AMERICA at its peak than the 1959 Cadillaca rocket-styled
starship for orbiting the galaxy of new freeways in the richest and most powerful
country on earth. With 42 in (107 cm) fins, the 59 Caddy marks the zenith of
American car design. Two tons in weight, 20 ft (6.1 m) long, and 6 ft (1.83 m) wide,
it oozed money, self-confidence, and unchallenged power. Under a hood almost
the size of Texas nestled an engine almost as big as California. But while it might
have looked like it was jet-powered, the 59 handled like the Exxon Valdez. So what.
The 59 Caddy will always be remembered as a glorious monument to the final years
of shameless American optimism. And for a brief,hysterical moment the 59 was
the preeminent American car, the ultimate in crazed consumerism. Not a car, but
an exemplar of its time that says more about FiftiesAmerica than a trunk of history
books. The 59 was the American Dream.
QUARTERLIGHTS
HALLOWED STATUS WINDSHIELD Chrome door
With tail fins that rose a full 312 ft Steep, wraparound quarterlights could
(1.07 m) off the ground, the 59 is an windshield could have be swiveled from
artifact, a talisman of its times. Not a come straight out of inside the car.
car, but a styling icon, wonderfully afighter plane.
representative of the end of an era
the last years of American world
supremacy and an obsession with
space travel and men from Mars.
TIRES
Glamorous white
sidewall tires were a
convenience option.
Cadillac Convertible 107
TOP LIGHTS
With top furled, the Egg -shaped ruby
Cadillac had a taillights were
dartlike profile. pure jet age.
EXCESS REAR
Commentators at the time actually thought the 59
too garish. So did Cadillac, which took 6 in (15.5 cm)
DOORS off the fins in the following model year. TRUNK
Massive slab-sided Trunk was cavernous
doors gave easy and could hold five
entrance and exit. wheels and tires.
EXTRAVAGANT LENGTH
The 59s length meant that its turning
circle was a massive 24 ft (7.3 m).
108 Cadillac Convertible
SPACIOUS
Interior was vast, a
true six-seater with
acres of room.
HOOD STATUS
With a hood the size of an
aircraft carrier, the 59 Caddy
was perfect for a society
where a cars importance
was defined by the length
of its nose. The price to pay
for such excess was that the INTERIOR CHOICES
front end was notorious for In addition to power brakes
vibration. To help with the and steering, auto transmission,
comfort factor, electrically central locking, and tinted
operated seats, windows, and glass, you could also specify
trunk could all be ordered. automatic headlight dimming.
Cadillac Convertible 109
SPECIFICATIONS
HIDDEN LIGHTS
Extravagant mounds of
chromemight look like turbines
but concealed reversing lights.
TAIL VIEW
The 59s outrageous fins, which
are the highest of any car in the world,
are accentuated by its very low profile
3 in (8 cm) lower than the 58 models
already modest elevation.
110 Cadillac Eldorado (1976)
FIXTURES
Interiors could be specified in
TRADITIONAL SETUP
Merlin Plaid, lush velour,
Big and slab-sided, the 76 Eldo
Mansion Knit, or 11 types of
used a front-wheel drive
Sierra Grain leather.
arrangement that had first been FUNKY MIRROR
used on the 67 Eldorado and is The heavy chrome adjustable door
stillused today. The 76 Convertible mirror was electrically operated and
had big vital statistics, measuring incorporated a thermometer that
225 in (5.7 m) long, 80 in (2 m) displayed the outside temperature.
wide, and costing $10,354.
BRAKES
Eldorados had standard
four-wheel discs with
transistorized rear control.
Cadillac Eldorado (1976) 111
FINAL DEMAND
Such was the demand for these last convertibles that
some changed hands for as much as $20,000,
nearly double the list price. AUTO LIGHTS
Twilight Sentinel option
operated the headlights
according to outside conditions.
SAFETY RUBBER
Strips at the rear and
front of the car were
rubber crumple zones.
112 Cadillac Eldorado (1976)
ECONOMY CLASS
Raised compression ratios and
a recalibrated carburetor gave
the Eldo better fuel economy
than might be expected from
such a mammoth block.
Hydro-Boost power
brakes were needed
to stop the 5,153 lb
(2,337 kg) colossus.
SUSPENSION
Independent coil
springs were
complemented
byautomatic
level control.
WOOD
Interior wood was called
distressed pecan grain.
INTERIOR
Technically advanced
options were always
Cadillacs forte. The Eldo
SPECIFICATIONS was available with an
airbag, Dual Comfort
MODEL Cadillac Eldorado Convertible front seats with fold-
(1976) down armrests, and a
PRODUCTION 14,000 (1976) six-way power seat.
BODY STYLE Two-door, six-seater
convertible.
CONSTRUCTION Steel body and chassis.
COLOR CHOICE
ENGINE 500cid V8. Eldos could be
POWER OUTPUT 190 bhp. ordered in 21
TRANSMISSION Three-speed Hydra-Matic body colors.
Turbo automatic.
SUSPENSION Front and rear independent
coil springs with automatic level control.
BRAKES Four-wheel discs.
MAXIMUM SPEED 109 mph (175 km/h)
060 MPH (096 KM/H) 15.1 sec
A.F.C. 13 mpg (4.6 km/l)
Cadillac Eldorado (1976) 113
SPACE
ENGINE Even with the top up, the
Already strangled by Eldo was gargantuan inside.
emission pipery, the need to
maximize every gallon meant that the
big 500bhp V8 was embarrassingly lethargic
when it came to speed. Even lower ratio
rear axles were used to boost mileage.
CONVERTOR
All Eldorados
had a catalytic
convertor as
standard.
CADILLAC NAME
The Cadillac shield harkens
back to 1650 and the original
French Cadillac family.
French model names were
used in 1966 with the Calais
and DeVille lines. REFLECTORS
Slightly superfluous in that
not many drivers would
miss this giant on the road.
114 Chevrolet Corvette (1954)
OVERVIEW
INTERNAL HANDLES The cleverly packaged fiberglass body was
Like the British sports cars rather tricky to make, with no less than 46
it aped, the 54 Vettes door different sections. The soft top folded out
handles lived on the inside. of sight below a neat lift-up panel.
SUSPENSION
Outboard-mounted rear
leaf springs helped
cornering stability.
116 Chevrolet Corvette (1954)
LIMITED SPACE
Enthusiasts were not
thrilled with the small
trunk, plastic body, and
lethargic performance.
TIRES
Bus tires lacked adhesion, suspension
was unyielding, and the two-speed
automatic jerked all over the place.
ENGINE
The souped-up Blue SPECIFICATIONS
Flame Six block may
have had triple MODEL Chevrolet Corvette (1954)
carburetors, higher PRODUCTION 3,640 (1954)
compression, and a BODY STYLE Two-door,
two-seater sports.
high-lift cam, but it
CONSTRUCTION Fiberglass body,
was still old and steel chassis.
wheezy. Vettes had to ENGINE 235.5cid straight six.
wait until 1955 for the POWER OUTPUT 150 bhp.
V8 they deserved. TRANSMISSION Two-speed Powerglide
automatic.
BODY COLOR SUSPENSION Front: coil springs;
Oddly enough, 80 percent Rear: leaf springs with live axle.
of all 54 Corvettes were BRAKES Front and rear drums.
painted white. MAXIMUM SPEED 107 mph
(172 km/h)
060 MPH (096 KM/H) 812 sec
A.F.C. 20 mpg (7 km/l)
GUARDS
Stone guards on lights were
culled from European
racing cars, but criticized
for being too feminine.
ITALIAN SMILE
Earl admitted that the
shark-tooth grille was robbed
from contemporary Ferraris.
BUMPERS
Impact protection may have
beenvestigial, but the fiberglass
body took knocks well.
118 Chevrolet Bel Air (1957)
ENGINE
Only 1,503 fuel-injected
Bel Airs were sold.
Chevrolet Bel Air (1957) 119
ORNAMENTATION
The rather clumsy bomb-
sight hood ornament
could be fairly described
as the 57 Bel Airs only
minor stylistic blemish.
The public liked it, though.
FRENCH DECORATION
Chevrolets fleur-de-lis, a
reminder of their French roots.
PERFECTLY FORMED
SAFETY MEASURES Immediately after it was introduced, it was rightly
Seat belts and shoulder hailed as a design classic. Elegant, sophisticated,
straps were available on and perfectly proportioned, the 57 Bel Air is one
the lengthy options list. of the finest postwar American autos of all.
LONGER MODEL
The 57 Bel Air was 212 in
(6.3 cm) longer than the 56 model.
120 Chevrolet Bel Air (1957)
A TRUE CLASSIC
The 57 Bel Air sums up Americas
most prosperous decade better
than any other car of the time.
Along with hula-hoops, drive-in
movies, and rock n roll, it has
become a Fifties icon. It was loved
then because it was stylish, solid,
sporty, and affordable, and its
loved now for more or less the
same reasons; plus it simply
drips with nostalgia.
INTERIOR
The distinctive two-tone interiors were POWER OPTION
a delight. Buyers could opt for a custom The Bel Air Convertible
color interior, power convertible top, could be equipped with an
tinted glass, vanity mirror, ventilated optional power-operated top.
seat pads, power windows, and even
a tissue dispenser.
SPEEDOMETER
Speedo read to 120, and
larger-engined models nearly
broke through the dial.
AIR STYLE
Chevrolet, like
every other US car
manufacturer at the
time, was eager to cash
in on the jet age, but in
reality this 55 Bel Air
four-door sedan looks
positively dumpy next to
the fighter plane.
RESTRAINED FINNAGE
Subtle rear fins are almost
demure compared with HIDDEN CAP
other contemporary efforts. In common with Lincoln and Cadillac,
Chevrolet incorporated the fuel caps
into the chrome molding at the rear
edge of the left tail fin.
SPECIFICATIONS
SPECIFICATIONS
VETTE LINES
Motorama Vette roof line
was adapted for production
Nomads in just two days.
124 Chevrolet 3100 Stepside
INTERIOR
The Stepside was as stylized inside as
out, with chrome switches, swing-out
ashtrays, and a V-shaped speedo.
Chevrolet 3100 Stepside 125
SPECIFICATIONS
STEP
The neat rear step allowed
access to the load area and
gave the Stepside its name.
126 Chevrolet Impala
C HEVROLET Impala
IN THE SIXTIES, unbridled consumerism began to wane. America turned away from
the politics of prosperity and, in deference, Chevrolet toned down its finny Impala.
The 59s gothic cantilevered batwings went, replaced by a much blunter rear deck.
WASP America was developing a social conscience and Fifties excess just wasnt
cool anymore. However, the 60 Impala was no shrinking violet. Tired of gorging on
gratuitous ornamentation, US drivers were offered a new theologyperformance.
Freeways were one long concrete loop, premium gas was cheap, and safety and
environmentalism were a nightmare still to come. For $333, the Sports Coupe could
boast a 348cid, 335 bhp Special Super Turbo-Thrust V8. The 59 Impala was riotous
and the 60 stylistically muddled, but within a year the unruliness would disappear
altogether. These crossover Chevrolets are landmark carsthey ushered in a new
decade that would change America and Americans forever.
RESTRAINED STYLING LUXURY EXTRAS NATIONS FAVORITE
The front of the Impala was meant Chevys trump card was an The Impala was Americas
to be quiet and calm and a million option list normally found best-selling model in 1960.
miles from the deranged dentistry on luxury cars, like air-
of mid-Fifties grille treatments. conditioning, power steering
The jet-fighter cockpit and quarter- and windows, and
panel missile ornaments were eerie six-way power seat.
portents of the coming decade
of military intervention.
WHEELS
At $15 a set,
wheel discs were
a cheap accessory.
Chevrolet Impala 127
SPACE STYLE
Chevys ad men sold the 60 Impala
on Space-Spirit-Splendor.
EXHAUST OPTION
Dumping all that lead were twin
exhausts, a bargain $19 option.
128 Chevrolet Impala
STEERING WHEEL
The sporty steering
wheel was inspired
by the Corvette.
INTERIOR
Inside, the Impala was loaded with
performance metaphor: central speedo,
four gauges, and a mock sports steering
wheel with crossed flags. This car
incorporates power windows and
dual Polaroid sun visors.
TRIPLE LIGHTS
The triple taillights had disappeared in 59
but returned for the 60 model; they went
on to become a classic Impala styling cue.
LENGTHY FRAME
Impalas were big, riding on a
119-in (302-cm) wheelbase.
TIRES
Slick whitewalls were
yours for just $36.
TAME FINS
The 60 Impala sported much tamer
Spread Wing fins that copied a seagull
in flight. They were an answer to
charges that the 59s uproarious rear
end was downright dangerous.
Chevrolet Impala 129
MODEL RANGE
Body styles were four-door SPECIFICATIONS
sports sedan, pillarless
sportcoupe, stock four-door MODEL Chevrolet Impala Sports Coupe
(1960)
sedan, and convertible.
PRODUCTION Not available.
BODY STYLE Two-door coupe.
CONSTRUCTION Steel body, separate
chassis.
ENGINES 235cid straight six, 283cid,
348cid V8s.
POWER OUTPUT 135335 bhp (348cid
turbo V8).
TRANSMISSION Three-speed manual,
optional four-speed manual, two-speed
Powerglide automatic, Turboglide automatic.
SUSPENSION Front: upper and lower
A-arms, coil springs; Rear: coil springs
with live axle.
BRAKES Four-wheel disc.
MAXIMUM SPEED 90135 mph
(145217 km/h)
060 MPH (096 KM/H) 918 sec
A.F.C. 1216 mpg (4.25.7 km/l)
EXTRA BOOST
Impalas could be warmed up
considerably with some very
special engines.
RACING MODELS
The Impala impressed on circuits all over the
world. In 1961, some models were deemed hot
enough to run with European track stars like
the Jaguar Mark II, as driven by Graham Hill.
ENGINE
Two V8 engine options offered consumers seven
heady levels of power, from 170 to 335 horses.
Cheapskates could still specify the ancient Blue
Flame Six, which wheezed out a miserly 135 bhp.
Seen here is the 185 bhp, 283cid V8. Impalas
could be invigorated with optional Positraction,
heavy-duty springs, and power brakes.
130 Chevrolet Corvette Sting Ray (1966)
HIDDEN LIGHTS
Twin, pop-up headlights were
hidden behind electrically operated
covers; more than a gimmick, they
aided aerodynamic efficiency.
BADGING
Corvettes from 1963 to 1967 were
known as Sting Rays; the restyled 1968
model (see pages 14245) was renamed as
Stingray, one word. The checkered flag
on the front of the hood denotes CHASSIS
sporting lineage, while the red flag bears New chassis frame was
the GM logo and a fleur-de-lis. introduced in 1963.
Chevrolet Corvette Sting Ray (1966) 131
INTERIOR
The Batmobile-style interior, with twin-
hooped dash, is carried over from
earlier Corvettes but updated in the
Sting Ray. The deep-dished, wood-
effect wheel comes close to the chest,
and power steering was an option.
SEATING
Seats were low and SPECIFICATIONS
flat, rather than
MODEL Chevrolet Corvette Sting Ray
figure hugging. (196369)
PRODUCTION 118,964
BODY STYLES Two-door sports convertible
or fastback coupe.
CONSTRUCTION Fiberglass body; X-
bracedpressed-steel box-section chassis.
ENGINES OHV V8, 5359cc (327cid),
6495cc (396cid), 7008cc (427cid).
POWER OUTPUT 250375 bhp (5359cc),
390560 bhp (7008cc).
TRANSMISSION Three-speed manual, optl.
four-speed manual or Powerglide auto.
SUSPENSION Independent all around.
Front: Unequal-length wishbones with
coil springs; Rear: Transverse leaf.
BRAKES Drums to 1965, then discs.
MAXIMUM SPEED 152 mph (245 km/h,
7008cc).
060 MPH (096 KM/H) 5.4 sec (7008cc)
0100 MPH (0161 KM/H) 13.1 sec (7008cc)
A.F.C. 916 mpg (35.7 km/l)
A MITCHELL CLASSIC
The Sting Ray was a bold design
breakthrough, giving concrete expression to
many of the ideas of new GM styling chief,
Bill Mitchell. He reputedly regarded the 1963
BRAKES Sting Ray as his finest piece of work. More
In 1965 the Sting Ray got four-wheeled than half of all production was in convertible
disc brakes in place of all-around drums. roadsters, for which a hardtop was an option.
132 Chevrolet Corvette Sting Ray (1966)
LIMITED TRUNK
Fuel tank and spare
tire took up most of
the trunk space.
HARDTOP OPTION
Until 1963, all Corvettes were open roadsters; but
with the arrival of the Sting Ray, a fixed-head coupe
was now also available. The distinctive two-piece back
window used on the 1963 model makes it the most
sought-after fixed-head Sting Ray.
SIDE EXHAUST
Aluminum strip concealed
side-mounted exhaust option.
134 Chevrolet Corvair Monza
WHEELS
Wire wheel covers
were a pricey
$59 option.
Chevrolet Corvair Monza 135
EXHAUST
Long-life exhaust system
consisted of aluminized silencer.
136 Chevrolet Corvair Monza
STORAGE SPACE
Rear-engined format
meant that storage
space under the
hood was massive.
INTERIOR
The all-vinyl interior was very European, with
bucket seats and telescopic steering column.
The restrained steering wheel and deep-set
instruments could have come straight out of a
BMW. The dials were recessed to reduce glare
and deep-twist carpeting added an air of luxury
to the cockpit. Options on offer included a
windshield-mounted automatic compass and
a hand-rubbed walnut steering wheel.
ENGINE
Corvair buyers had a choice of alloy, air-
cooled, horizontal sixes. The base unit
was a 164cid block with four Rochester
carbs developing 140 bhp. The hot
turbocharged motors were able to push
out a more respectable 180 bhp.
POWER READING
The 140 badge
represented the
Corvairs power output.
Chevrolet Corvair Monza 137
PRODUCTION
1965 model year production peaked
at 205,000 units. Fords Mustang
did half a million in the same year.
FIRST MONZAS
The early Corvair Monzas, with deluxe trim
and automatic transmission, were a big hit. In
1961, over 143,000 were sold, which amounted
to over half the grand Corvair total.
WINDOWS
Side windows were ANTENNA
made of specially Power-operated rear
curved glass. antenna was an option.
138 Chevrolet Camaro RS Convertible
NOSE JOB
The lengthened wheelbase
created a big frontal overhang.
Chevrolet Camaro RS Convertible 139
SPECIFICATIONS
LIMITED STORAGE
For a car this big, the trunk
was incredibly small.
140 Chevrolet Camaro RS Convertible
LIMITED NUMBERS
The Convertible RS was rare in 1967
with only 10,675 units produced.
SEATING
Strato-bucket front seats came as
standard, but Strato-back bench
seat could be specified as an extra.
RS REAR FEATURES
All-red taillight lenses with black bezels
were an RS feature. Another part of the RS
package was that reversing lights were
moved to the rear valance panel. The RS
emblem was inscribed on the fuel cap.
COLORED VINYL
Color-keyed all-vinyl trim was
a standard Camaro feature.
INTERIOR
Dash was the usual period fare, with acres
of plastic and mock wood-grain veneer.
This model is equipped with the optional
four-speed manual gearbox.
Chevrolet Camaro RS Convertible 141
RACING OPTION
Trans Am Racing spawned the Z28
Camaro, a thinly-veiled street racer,
designed to take on the Shelby Mustang.
Top speed was 124 mph (200 km/h) and
060 came up in 6.7 seconds. Only
available as a coupe, it was designed for
those who put speed before comfort so
could not be ordered with automatic
transmission or air-conditioning.
ENGINE
The basic V8 power plant for Camaros was the
trusty small block cast-iron 327cid lump, which,
with a bit of fine-tuning, evolved into the 350cid
unit of the desirable SS models. Compression ratio
was 8.8:1, and it produced 210 bhp.
MIRROR CHANGE
By 1968 the circular side
mirrors had been replaced
by rectangular ones.
POWER RATING
American horsepower was all about cubic
inches (cid), not cubic centimeters (cc) as
in Europe, and the RS proudly badged its
327 cubic inch capacity.
142 Chevrolet Corvette Stingray (1969)
AGGRESSIVE POSTURE
The Stingray filled its wheelarches very STINGRAY BADGE VENTILATION
convincingly with an aggressive, menacing Chevy stopped calling their Vette Trim liners for side
presence. Any similarity to the European the Sting Ray in 1968 but fender slots only
sports cars that inspired the original thought better of it in 69, appeared in the
Corvettes had by now withered away, to be reinstating the name as one word. 69 model year.
replaced by a new, threatening personality.
In the annals of automotive history, there
is no car with more evil looks than this
196872 generation Corvette.
EXHAUST
The side-mounted exhaust
option was withdrawn after 69
because of excessive heat and noise.
Chevrolet Corvette Stingray (1969) 143
WINDOW RACK
Rear window Rear rack helped since
demister was there wasnt much
an option. room in the trunk.
NEW DIRECTIONS
The 69 Stingray was styled by GMs Dave Hols and owed
little to the original Sting Ray. But this was the dawn of
the 70s, and while it might not have had the purest shape,
it reeked muscle from every vent.
ANTENNA
AM/FM radio option
was offered for the first
time in 1968.
TIRES
Tires were F70x15s and
could be specified in a
number of different styles
including with white lettering.
144 Chevrolet Corvette Stingray (1969)
SHARK-BASED DESIGN
GM chief Bill Mitchell was an admirer of
sharksthey are exciting to look atand
wanted to design a car with similar lines. In
1960 a prototype Mako Shark was made, and
the end result was the 1963 Sting Ray. A
further prototype in 1966, the Mako Shark II,
produced the 196872 generation of Stingray,
but the Vette collided with the energy crisis
and would never be the same again.
ENGINE WINDSHIELD
If the stock 427 was not enough, there
Soft Ray tinted glass
was always the 500 bhp ZL1, a 170 mph
was an optional extra.
(274 km/h) racing option package. To
discourage boy racers, no heater was
installed in the ZL1; only two were ever
sold to retail customers.
NOTABLE YEAR
1969 saw the 250,000th Vette
come off the production line; it
was a gold convertible.
BIG DADDY
With the 427 unit, the Vette was
the biggest, heaviest, fastest, ENGINE OPTION
thirstiest, cheapest, and most The first all-aluminum Corvette
powerful sports car on the market. block was offered in 1969.
Chevrolet Corvette Stingray (1969) 145
ROOF PANEL
Half of the 69 production were coupes
with twin lift-off roof panels and a
removable windowmaking this
Stingray almost a convertible.
WIPER COVER
68 and 69 Vettes had a
vacuum-operated lid which
covered the windshield wipers
when not in use. It was,
though, a styling gimmick
which malfunctioned with
depressing regularity.
INTERIOR
A major drawback of the 69 was its sharply
raked seats, which prevented the traditional
Corvette arm-out-of-the-window pose. While
the telescopic tilt column and leather trim were
extras, the glove compartment had been
introduced as standard in 1968.
SPECIFICATIONS
INTERIOR
SHARED CHASSIS The Monte Carlos cabin was
The Monte Carlo used the same Chevrolets most luxurious for the
platform as the redesigned 1969 year, but was criticized for having
Pontiac Grand Prix. Stylistically, the limited front and rear legroom.
long hood and short trunk promised
performance and power. The single HIDDEN ANTENNA
headlights were mounted in square- The radio antenna was
shaped housings, and the grid-textured hidden in the windshield.
grille was simple and unadorned.
WHEEL TRIMS
The smooth-centered
wheel trims were not
popular with buyers and,
in 71, chromed mock-
wire wheels were offered.
Chevrolet Monte Carlo 147
REAR STABILITY
Another option available,
and used on this car, was
rear antisway bars.
148 Chevrolet Nova SS
C HEVROLET Nova SS
THE NOVA NAME FIRST APPEARED in 1962 as the top-line model of Chevrolets new
Falcon-buster compact, the Chevy II. Evolving into a line in its own right, by 71 the
Novas Super Sport (SS) package was one of the smallest muscle cars ever fielded
by Detroit. In an era when performance was on the wane, the diminutive banshee
found plenty of friends among the budget drag-racing set. That strong 350cid V8 just
happened to be a small-block Chevy, perfect for all those fine-tuned manifolds, carbs,
headers, and distributors courtesy of a massive tuning industry. Some pundits even
went so far as hailing the Nova SS as the Seventies equivalent of the 57 Chevy. Frisky,
tough, and impudent, Chevys giant killer could easily double the legal speed limit, and
the SS was a Nova to die for. Quick and rare, only 7,016 71 Novas sported the magic
SS badge. Performance iron died a death in 72, making these last-of-the-line 71s
perfect candidates for the Chevy Muscle Hall of Fame.
DIFFERENT STYLING
Handsome, neat, and chaste, the Nova was a
new breed of passenger car for the Seventies.
Advertised as the Not Too Small Car, it
looked a lot like a scaled-down version of
the Chevelle and debuted in this form
in 1968 to rave reviews.
SAFETY REFLECTORS
Side markerlights were forced
on the Nova after federal
safety legislation was passed.
Chevrolet Nova SS 149
AIR CON
Air conditioning was SPECIFICATIONS
an extra-cost option.
MODEL Chevrolet Nova SS (1971)
PRODUCTION 7,016 (1971)
BODY STYLE Two-door, five-seater coupe.
CONSTRUCTION Steel unitary body.
ENGINE 350cid V8.
POWER OUTPUT 245 bhp.
TRANSMISSION Three-speed manual,
optional four-speed manual, and
LIGHTS three-speed automatic.
Amber plastic SUSPENSION Front: coil springs;
light lenses were ENGINE Rear: leaf springs.
new for 71. The two- or four-barrel 350cid V8 BRAKES Front discs and rear drums.
ran on regular fuel and pushed out MAXIMUM SPEED 120 mph (193 km/h)
INTERIOR 060 MPH (096 KM/H) 6.2 sec
270 ponies. At one point, Chevrolet
Nova features included front A.F.C. 20 mpg (7 km/l)
planned to squeeze the massive
armrests, antitheft steering-
454cid V8 from the Chevelle into
wheel-column lock, and
the Nova SS, but regrettably
ignition key alarm system.
dropped the idea.
STYLING BLOCK
The Novas shell would last for In 71, the option of a four-
11 years and was shared with cylinder block was withdrawn on
Buick, Oldsmobile, and Pontiac. the Nova; less than one percent of
70 Nova buyers chose a four.
ALLOYS
The handsome
Sportmag five-
spoke alloys were
an $85 option.
150 Chevrolet Camaro SS396
STYLING
DURABLE DESIGN The Camaro was designed using
The Camaro design survived an computer technology; the smooth,
incredible 11 years without any serious SS NUMBERS horizontal surfaces blended
alteration. It lured eyes and dollars away Only 6,562 Camaros together in an aerodynamically
from the traditional European had the SS equipment functional shape.
performance machines and became package in 1972 out of
one of the most recognized American total Chevrolet sales for
GTs of the Seventies. In addition to the the year of 2,151,076.
SS package, Camaros could also be
specified in Rally Sport (RS) and Z-28
performance guise.
EXTRA GRIP
You could buy spray-
on liquid Tire Chain
to improve traction.
Chevrolet Camaro SS396 151
SPECIFICATIONS
REFLECTOR
This was the age of safety
legislation requiring features
such as this on new cars.
152 Chevrolet Camaro SS396
COOL INTERIOR
Air-conditioning for
the Camaro cost an
additional $397.
COMPUTER-DESIGNED
The Camaro was designed
using computer technology,
SS PANEL with smooth horizontal
The black rear surfaces blended together in
SUPER BLOCK OPTION panel was unique an aerodynamically functional
WHEELS The legendary 454cid V8, to the SS396. shape. And individuality and
Camaros came with a mind-blowing power came cheap in 72
with five wheel- 425 bhp, was definitely the SS package cost just $306.
trim options. not for the fainthearted.
ENGINE
Camaros came with a range
of engines to suit all
ENGINE IDEA pocketbooks and for all
A 400cid engine types of drivers. The entry-
was planned level V8 was just $96 more
for mid-year than the plodding straight
introduction but six. The block featured here
it never made is the lively 396cid V8.
the Camaro. Under 5,000 owners chose a
six compared to nearly
64,000 who opted for
one of the V8 options.
154 Chrysler Imperial
C HRYSLER Imperial
IN 1950 CHRYSLER WAS CELEBRATING its silver jubilee, an anniversary year with
a sting in its tail. The Office of Price Stabilization had frozen car prices, there was
a four-month strike, and serious coal and steel shortages were affecting the industry.
The 50 Imperial was a Chrysler New Yorker with a special roof and interior trim
from the Derham Body Company. The jewels in Chryslers crown, the Imperials
were meant to lock horns with the best of Cadillac, Packard, and Lincoln. With
Ausco-Lambert disc brakes, Prestomatic transmission, and a MoPar compass, they
used the finest technology Chrysler could muster. The trouble was only 10,650
Imperials drove out of the door in 1950, the hemi-head V8 wouldnt arrive until
the next year, buyers were calling it a Chrysler rather than an Imperial, and that
frumpy styling looked exactly like what it wasyesterdays dinner warmed up again.
WHEELS
The Imperial had
Safety-Rim wheels.
Chrysler Imperial 155
SPECIFICATIONS
FUEL CAP
The Imperial was
able to manage
16mpg (5.7 km/l).
LONGER FENDERS
Rear fenders got longer
for 1950, and lights
were now nicely faired in.
156 Chrysler Imperial
ENGINE
The inline L-head eight developed 135
bhp and had a cast-iron block with
five main bearings. The carburetor was
a Carter single barrel, and Prestomatic
automatic transmission with fluid drive
came as standard.
SUSPENSION
Imperials incorporated
Safety-Level ride.
SEMI-AUTOMATIC TRANSMISSION
The semi-automatic gearbox allowed
the driver to use a clutch to pull away, LENGTH
with the automatic taking over as Wheelbase measured 131!2 in
the car accelerated. Imperials had (334 cm), which was 14 in (36 cm)
a waterproof ignition system. shorter than the Crown Imperial.
Chrysler Imperial 157
REAR WINDOW
New Clearbac rear
window used three pieces
of glass that were
divided by chrome strips.
LATE ARRIVAL
The celebrated designer Virgil Exner joined
Chrysler in 1949 but arrived too late to
improve the looks of the moribund Imperial.
Despite Chryslers problems, 1950 was a
bumper year for American car production
with the industry wheeling out a
staggering 6,663,461 units.
TOP CAR
Imperials were seen as the cream of
the Chrysler crop. Advertising for the
Crown Imperial purred that it was
the aristocrat of cars.
IMPERIAL PRICING
The Imperial four-door sedan cost $3,055
before optional extras were added. The
most expensive model in Chryslers 1950
line was the eight-passenger Crown Imperial
sedan, which cost $5,334. In keeping with
its establishment image, an Imperial station
WEIGHT wagon was never offered. One claim to
The Imperial weighed just under fame was that MGM Studios used an
1,000 lb (454 kg) less than Imperial-based mobile camera car in many
the Crown Imperial. of their film productions.
158 Chrysler New Yorker
SUSPENSION
Torsion-Aire ride
provided exceptional
handling.
Chrysler New Yorker 159
SPECIFICATIONS
WINNING SHAPE
The New Yorkers shape was so universally
acclaimed that it was awarded two Grand
Prix DHonneur and two gold medals by
the Industrial Designers Institute.
STLYISH ORNAMENTATION
The New Yorker had few styling
excesses. Even the gratuitous slashes on
the rear wing did not look over the top.
160 Chrysler New Yorker
NO SPARE
The tires were guaranteed not to
deflate, so no spare was offered.
INTERIOR
New Yorkers had everything. Equipment
included power windows, a six-way
power seat, Hi-Way Hi-Fi phonograph,
Electro-Touch radio, rear seat speaker,
Instant Air heater, handbrake warning
system, Air-Temp air-conditioning, and
tinted glassan altogether impressive
array of features for a 1957 automobile.
There are still many modern luxury cars
that dont have the same comprehensive
specification of the Fifties New Yorker.
Chrysler New Yorker 161
ENGINE
The top-of-the-line
model had a top-of-the-
line motor. The hemi-
head was the largest
production unit available
in 1957. Bore and stroke
were increased and
displacement raised by
nearly 10 percent. It was
efficient, ran on low-
octane gas, and could
be highly tuned.
TIRES
Nylon whitewalls
came as standard.
Chrysler 300F (1960) 163
NICKNAME
The phrase beautiful
brutes was coined to
describe the 300 Series.
FINE FINS
You could argue that the
300Fs fins started at the front
of the car and traveled along
the side, building up to lethal,
daggerlike points above the
exquisitely sculptured taillights.
EXTRA GRIP
This particular model has
Sure-Grip differential,
a $52 option.
164 Chrysler 300F (1960)
DASHBOARD
SPECIFICATIONS The Astra-Dome
instrumentation was
MODEL Chrysler 300F (1960) illuminated at night by electro-
PRODUCTION 1,212 (1960, both luminescent light, giving a soft,
body styles)
eerie glow that shone through
BODY STYLES Two-door coupe
and convertible. the translucent markings on
CONSTRUCTION Steel unitary body. thegauges. It was technically
ENGINE 413cid V8. very daring and boasted six
POWER OUTPUT 375400 bhp. different laminations of plastic,
TRANSMISSION Three-speed push-button vitreous, and phosphor.
automatic, optional four-speed manual.
SUSPENSION Front: torsion bars;
TACHOMETER
Rear: leaf springs. TINTED WINDOW Center-mounted tachometer
BRAKES Front and rear drums. Solex tinted glass was a came as standard.
MAXIMUM SPEED 140 mph (225 km/h) $43 optional extra.
060 MPH (096 KM/H) 7.1 sec
A.F.C. 12 mpg (4.2 km/l)
DANGER FINS
The 300Fs razor-sharp
rear fins were criticized by
Ralph Nader in his book
Unsafe at Any Speed as
potentially lethal.
ANTENNA
Power antenna was
a $43 option; this
car also has the
Golden Tone
radio ($124).
SERIOUS STORAGE
The two-door shape meant that the rear deck was the size
of Indiana, and the cavernous trunk was large enough to
hold four wheels and tires.
166 Chrysler 300L (1965)
SUSPENSION
Torsion-bar front
suspension gave
poise and accuracy.
Chrysler 300L (1965) 167
SPECIFICATIONS
TRIMMINGS
Red or black leather BODY
could be specified for the 300Ls had unibody
final word in luxury. construction, with the
front subframe bolted TRUNK
rather than welded onto Owners had plenty of
the main structure. space to store luggage
in the massive trunk.
REAR AXLE
Rear axles could be equipped with
positive traction at extra cost.
168 Chrysler 300L (1965)
COSTLY CAR
Coupes weighed in at a solid
$4,090 with convertibles
stickering at $4,545.
GRADUAL DEMISE
1961 saw the 300G, which was the
last model to sport Exners fins.
The following year was arguably
the start of the decline of the
series, and by the time the
famous 300 nameplate had
reached its final year, the
spark had gone. The 300L
was not as quick as its
forebears and is the least
special of Chryslers
limited editions.
HEADLIGHTS
These live behind a
horizontally etched
glass panel.
Chrysler 300L (1965) 169
NEW BODY
In 65 the Chrysler line changed
dramatically with a new corporate
C-body shared with upmarket
Dodges and the Plymouth Fury.
COMFORT EXTRAS
Options included tilting steering
wheel, Golden Tone radio,
cruise control, remote trunk
release, high-speed warning
system, and air-conditioning.
INTERIOR
Front bucket seats plus a center console
were standard on the L, as was the new-for-
65 column instead of push-button automatic
transmission. The rear seat was molded to
look like buckets but could actually
accommodate three people.
ENGINE
The non-Hemi V8 was tough and reliable, and
gave the 300L very respectable performance
figures. The L was quick, agile, and one of the
smoothest-riding Letter Series cars made, with
45 bhp more than the standard 300s unit.
170 Citron Traction Avant
SPECIFICATIONS
REVISED TRUNK
In 1952, Citron dispensed
with the earlier bob-tail
rear end and gave the
Traction a big trunk.
WHEEL
Michelin produced these Pilote
wheels and tires for the Traction.
172 Citron Traction Avant
HOOD
Side-opening hood
was a prewar feature.
ENGINE
The Tractions Maurice Sainturat
designed engine was new. Floating
Power came from a short-stroke
four-cylinder unit, with a three-
bearing crankshaft and push-rod
overhead valvesequating to seven
French horsepower.
EASY ACCESS
Engine, gearbox, radiator,
and front suspension were
mounted on a detachable
cradle for easy maintenance.
STYLISH DESIGN
The Art Deco door handle is typical of
Citrons obsession with form and
function. Beautiful yet practical, it TRICKY DRIVER
epitomizes Andr Lefevres astonishing The Traction looks and feels
design. The chevron-shaped gears were huge and was a real
also pioneered for smoothness and silence. handful in tight spaces.
Citron Traction Avant 173
REAR WINDOW
Small rear window
meant minimal
rearward visibility.
SUSPENSION ATTRACTION
In 1954, as the car was approaching the end of its
life, the six-cylinder Traction Avant was known as
Queen of the Road because of its hydro-
pneumatic suspensiona mixture
of liquid and gas.
HOME COMFORTS
Citron advertising tried to woo
buyers with the line on the
road... the comfort of home.
FRONT SUSPENSION
All-independent suspension with
torsion-bar springing, upper wishbones,
radius arms, friction shock absorbers,
and worm-and-roller steering (later
rack-and-pinion) gave crisp handling.
UNIVERSAL APPROVAL
The world lavished unstinting praise
on the Traction Avant, extolling its
roadholding, hydraulic brakes, ride
REMOVABLE HOOD comfort, and cornering abilities. Despite
Any serious engine repairs the praise, it was this great grand routier
meant that the hood had to be that devoured Andr Citrons wealth
removed completely. and pushed him to his deathbed.
174 Citron 2CV
C ITRON 2CV
RARELY HAS A CAR BEEN SO ridiculed as the Citron 2CV. At its launch at the 1948
Paris Salon, journalists lashed into this defenseless runabout with vicious zeal, and
everyone who was near Paris at the time claimed to be the originator of the quip,
Do you get a can opener with it? They all missed the point, for this minimal car
was not meant to be measured against other cars; its true rival was the horse and
cart, which Citron boss Pierre Boulanger hoped to replace with his toute petite
voitureor very small car. As the Deux Chevaux it became much more than that
and putt-putted into the history books, selling more than five million by the
time of its eventual demise in 1990. As devotees of the 2CV say,
You either love them, or you dont understand them.
CAREFUL PLANNING SIMPLE CHASSIS
In 1935, Pierre Boulanger conceived a car Although designers flirted
to woo farmers away from the horse and with notions of a chassisless
cart. It would weigh no more than 661 lb car, cost dictated a more
(300 kg) and carry four people at 37 mph conventional sheet-steel
(60 km/h), while consuming no more platform chassis.
than 56 mpg. The car that appears
undesigned was in fact
carefully conceived.
Citron 2CV 175
VISUAL ASSISTANCE
Instructions on how to start SPECIFICATIONS
and stop the 2CV were
displayed behind the sun visor. MODEL Citron 2CV (194990)
PRODUCTION 5,114,966 (includes vans)
BODY STYLES Four-door convertible
sedan, two-door van.
INTERIOR CONSTRUCTION Separate steel platform
A speedo and ammeter chassis, steel body.
were the only concessions ENGINES Air-cooled, horizontally opposed
to modernity. The original twin of 375cc, 425cc, 435cc, 602cc.
fuel gauge was just a POWER OUTPUT 9, 12, 18, and 29
calibrated stick. bhp, respectively.
TRANSMISSION Four-speed manual, front-
wheel drive.
SUSPENSION Independent, interconnected
coil-sprung.
BRAKES Drums all around.
MAXIMUM SPEED 375cc: 43 mph
(69 km/h); 425cc: 49 mph (79 km/h);
435cc: 53 mph (85 km/h); 602cc: 72 mph
(116 km/h).
060 MPH (096 KM/H) 30 sec (602cc)
A.F.C. 4555 mpg (1619.5 km/l)
BOLT ON
All the body panels
simply unbolted, and even
the body shell was only
held in place by 16 bolts.
SUSPENSION
The sophisticated
independent
suspension system
gave a soft ride.
176 Citron 2CV
STRAIGHTFORWARD DESIGN
The sober design purpose of
the rolltop roof was to allow
transportation of tall, bulky
objects. It also happened that
Citron boss Pierre Boulanger
was a six-footer who liked to
wear a hat in a car. The minimal,
but handy, lightweight,
hammock-style seats lifted
out to accommodate more
goods or to provide picnic seating.
TRUNK
Roll-up canvas trunk lid of
the original saved both weight
and cost; a metal lid took over
in 1957 on French cars.
DOORS
You were lucky to get
them; prototypes featured
waxed-cloth door coverings.
FUNCTIONAL DESIGN
The indicators are a good example of
the functional design ethos. Why put
a pair of indicators on the front and
another pair on the back, when you
could save the cost of two bulbs by
giving your car cute ears that could
be seen front and rear.
Citron 2CV 177
ENGINE
The original 375cc air-cooled
twin, as seen here, eventually
grew to all of 602cc, but all
versions are genuinely happy
to rev full out all day. In fact,
most spend all their time
being driven at maximum
speed and seem to thrive on
full revs. Engines are hard-
working and long-lasting.
AIR VENT
Fresh air was obtained by opening
the vent on the scuttle; a mesh
strained out the insects and leaves.
UNIQUE RIDE
Nothing drives like a Citron 2CV
the handling looks lurid as it leans
over wildly. The ride, though, is
exceptional, and the tenacious
grip of those skinny
tires is astonishing.
All that and front-
wheel drive too.
HEADLIGHT
Prewar production
prototypes had only
one headlight.
BODY COLORS
Gray until late 1959,
then the choice doubled
to include Glacier
Blue, with green and
yellow added in 1960.
178 Citron DS 21 Decapotable
C ITRON DS 21 Decapotable
IN 1955, WHEN CITRON FIRST drove prototypes of their mold-breaking DS
through Paris, they were pursued by crowds shouting La DS, la DS, voil la DS!
Few other cars before or since were so technically and stylistically daring, and at its
launch the DS created as many column inches as the death of Stalin. Cushioned on
a bed of hydraulic fluid, with a semiautomatic gearbox, self-leveling suspension,
and detachable body panels, it rendered half the worlds cars out of date at a stroke.
Parisian carmaker Henri Chapron produced 1,365 convertible DSs using the
chassis from the Safari Estate model. Initially, Citron refused to cooperate with
Chapron but eventually sold the Decapotable models through their dealer network.
At the time the stylish four-seater convertible was considered by many to be one of
the most charismatic open-top cars on the market, and today genuine Chapron cars
command seriously hefty premiums over the price of ordinary tin-top DS saloons.
AERODYNAMIC PROFILE RENOWNED OWNERS
The slippery, streamlined body cleaved the air Past owners of the DS include
with extreme aerodynamic efficiency. Body General de Gaulle, Brigitte Bardot,
panels were detachable for easy repair and and the poet C. Day-Lewis.
maintenance. Rear fenders could be removed
for wheel changing in minutes, using
just the cars wheelbrace.
THINNER
REAR
On all DSs
the rear track
was narrower
than the front.
Citron DS 21 Decapotable 179
SPECIFICATIONS
PROTECTION
Thin rubber overrider-
type bumpers offered
some protection.
NOSE JOB
The DS was known as
the Shark because of
its prodigious nose.
180 Citron DS 21 Decapotable
QUALITY CHOICE
Smooth Bertone-designed lines have
made the Citron DS a cult design icon
and the cerebral choice for doctors,
architects, artists, and musicians.
Customers could specify almost
any stylistic or mechanical extra.
BADGING
Citrons double
chevrons are modeled
on helical gears.
LIGHT ALTERATION
A major change
came in 1967 when
the headlights and
optional spot
lights were faired in
behind glass covers.
ENGINE
The DS 21s rather sluggish
2175cc engine developed
109 bhp and was never highly
praised, having its origins in
the prewar Traction Avant
(see pages 17073). Stopping
power was provided by
innovative inboard disc
brakes with split circuits.
SPARE WHEEL
Spare wheel under
the hood allowed for
extra trunk space.
Citron DS 21 Decapotable 181
SUSPENSION STYLING
Fully independent Citrons advertising
gas suspension gave a made much of the
magic-carpet ride. cars futuristic looks.
DS FAME
In 1962, the image of the DS received a boost
when terrorists attacked President General De
Gaulle. Despite being sprayed with bullets and
having two flat tires, the presidential DS was
able to swerve and speed away to safety.
NEAT TOUCHES
One of the Decapotables
trademarks was angled chrome-
plated indicators perched on the
rearfenders. Another was the novel
suspension, which could be raised
toclear rough terrain or navigate
flooded roads.
A TRUE CLASSIC
Low, rakish, and space-age in
appearance, the DS was so
perfectly styled that it hardly
altered shape in 20 years. The
French philosopher Roland
Barthes was captivated by the DSs
design and compared its technical
preeminence to the Gothic flourish
of medieval cathedrals.
182 Citron SM
C ITRON SM
THE CITRON SM MAKES about as much sense as the Concorde, but since when have
great cars had anything to do with common sense? It is certainly a flight of fancy, an
extravagant, technical tour de force that, as a 16-ft (4.9-m) long streamliner, offered little
more than 2+2 seating. The SM bristled with innovationsmany of them established
Citron hallmarkslike swiveling headlights and self-leveling hydro-pneumatic
suspension. It was a complex cartoo complex in fact, with self-centering power
steering and brakes that were both powered by (and virtually inoperable without)
a high-compression engine-driven pump. And of course there was that capricious
Maserati V6 motor. Yet once againCitren had created an enduringly futuristic
car where other tomorrow cars of today were soon exposed as voguish fads.
US INFLUENCE
Only the SMs over-
elaborate chromed rear
fins betray the General
Motors styling influence.
Citron SM 183
SPECIFICATIONS
WHEELS
Lightweight wheels
reinforced with carbon fiber
were optionally available.
184 Citron SM
SURPRISING HANDLING
Despite its size and weight, the SM
can actually be thrown around like a
sports car. It rolls like a trawler in a
heavy sea, and, like all front-wheel
drivers, it understeers strongly but
resolutely refuses to let go.
PURELY FUNCTIONAL
The bulge in the tailgate above
the rear license plate was for
purely functional, aerodynamic
reasons. It also suited the
deeper license plates used
on models in the US.
SUPPORTING ROLE
Like that of most front-
wheel drive cars, the SMs
rear suspension does little
more than hold the body
off the ground.
Citron SM 185
ENGINE
SM stands for Seri Maserati, and the
exquisite Maserati all-aluminum V6 engine
weighed just 309 lb (140 kg), was only 12 in
(31 cm) long, but produced at least 170 bhp.
REAR CRAMP
Citrons publicity material tried
to hide the fact, but rear-seat
legroom and headroom were barely
sufficient for two large children.
FRONTWARD VISIBILITY
Slim windshield pillars should have
meant excellent visibility but, in
practice, the left-hand
drive SM was sometimes
difficult to place
on the road.
BRAKES
Inboard front
disc brakes
incorporated
the handbrake
mechanism.
186 Continental Mark II
C ONTINENTAL Mark II
THAT THE FIFTIES AUTO INDUSTRY couldnt make a beautiful car is robustly disproved
by the 56 Continental. As pretty as anything from Italy, the Mark II was intended to
be a work of art and a symbol of affluence. William Ford was fanatical about his
personal project, fighting for a chrome rather than plastic hood ornament costing
$150, or the price of an entire Ford grille. But it was that tenacious attention to detail
that killed the car. Even with the Mark IIs huge $10,000 price tag, the Continental
Division still hemorrhaged money. Poor sales, internal company struggles, and the
factthat it was only a two-door meant that by 58 the Continental was no more.
Ironically, one of the most beautiful cars Ford ever made was sacrificed to save
one of the ugliest in the upcoming E-Car projectthe Edsel.
PERSONAL LUXURY RAGTOPS
The most expensive automobile in BODY HEIGHT Two special convertibles
America, the $9,695 Continental Cow belly frame was were built before the
really was the car for the stars. Elvis specifically designed to allow high Continental was axed.
tried one as a change from his usual seating with a low roof line.
Cadillacs, and Jayne Mansfield
owned a pearl-colored 57 with
mink trim. The Continental was LEATHER INTERIOR
three years in the planning and The high-quality all-leather trim
was sold and marketed through was specially imported from
a special Continental Division. Bridge of Weir in Scotland.
Continental Mark II 187
SPECIFICATIONS
GAS GUZZLER
Like all US cruisers of the
era, the Continental was a
thirsty beast, with a figure
of 16 mpg (5.7 km/l).
HANDSOME REAR
Handsome three-quarter profile echoes
some Ferrari 250 models. Note how the
gas cap lives behind the taillight. Unlike
later models, the stamped-in spare tire
cover did actually house the spare.
BIG BLOCK
Except for Packards
374cid unit, this was
the largest engine
available in a 1956
production car.
ENGINE
Engines were Lincoln 368cid V8s,
specially picked from the assembly
line, stripped down, and hand-
balanced for extra smoothness
andrefinement.
Continental Mark II 189
TINTED GLASS
This was one of the no-cost
extras offered. Others
included two-tone paint and
an engraved nameplate.
ROLLS KILLER
At the rear of the car, trim fins, elegant
bumpers, and neat inset taillights meant
that the Continental was admired on both
sides of the Atlantic. But though its target
market was Rolls-Royce territory, it turned
out that the market wasnt large enough
tosustain volume production.
CLASSY BODY
High-quality bodies were specially
finished by the Mitchell-Bentley
Corporation of Ionia, Michigan.
FRENCH DEBUT
The Continental debuted on
October 6, 1955 at the Paris
Auto Show to rave reviews.
190 Daimler SP250 Dart
SPECIFICATIONS
ENGINE
The turbine-smooth, Edward
Turnerdesigned V8 was the
Darts tour de force. If you were
brave enough, it could reach
125mph (201 km/h). With alloy
heads and hemispherical
combustion chambers, it was a
gem of a unit that survived until
1969 in the Daimler 250 sedan.
IMPOSING SIGHT
The guppy-style front could never be
called handsome, but when Sixties
drivers caught it in their rearview
mirrors, they knew to move over. The
drastic plastic Dart was seriously
quick. Contemporary tests
praised the Darts
performance and
sweet-running V8.
FENDERS
Fluted fenders
looked good and
gave the body
extra rigidity.
Daimler SP250 Dart 193
DART DEVELOPMENT
Dart development had three
phases: 195961 A-spec cars
came with no creature
comforts; April 1961 and
later B-specs had standard
bumpers, windshield wipers,
and chassis modifications;
while the last and most
refined C-specs, produced
from April 1963 to September
1964, boasted a heater and
cigar lighter as standard.
NEAT TOP
Top furled away
neatly behind rear
seat, covered with
a fabric bag.
SPEED STRAIN
At high speed, the Dart was hard
work; the chassis flexed, doors
opened on corners, and steering
was heavy. Road
testers admired its
speed but thought
the chassis,
handling, and body
finish were poor.
CUTE STYLING
Chrome-on-brass
rear light finishers
were monogrammed
with a dainty D.
194 Datsun Fairlady 1600
ENGINE
The 1595cc 90 bhp
unit was the mainstay
of the Fairlady
line until 1970.
EUROPEAN LINES
Higher and narrower than the MGB, the Fairlady
had an unmistakable and deliberate European
look. However, of the 7,000 1500cc models sold,
half went to the United States.
Datsun Fairlady 1600 195
STYLING
Interestingly, no attempt was made to make the
interior harmonize with the Fairladys traditional
exterior lines. The cockpit was typical of the
period, with acres of black plastic.
SPECIFICATIONS
PERIOD CHARM
Low and rakish with classically perfect
proportions, the Fairlady has a certain
period charm and is one of the best-
looking Datsuns produced before 1965.
Side views show the car at its best,
while the messy rear and cluttered
nose do not work as well.
196 Datsun 240Z
D ATSUN 240Z
THROUGHOUT THE 1960s, Japanese carmakers were teetering on the brink ofa
sports car breakthrough. Toyotas 2000 GT (see pages 44243) was a beauty, but
with only 337 made, it was an exclusive curio. Honda was givingit a try too, with
the dainty S600 and S800. As for Datsun, the MGB-lookalike Fairladies were
relatively popular in Japan and the United States, but virtually unknown elsewhere.
The revolution came with the Datsun 240Z, which at a stroke established Japan
on the world sports car stage at a time when there was a gaping hole in that sector,
particularly in the US. It was even launched in the States in October 1969, a month
before its official Japanese release, and on a rising tide of Japanese exports to the
US it scored a massive hit. It had the looks, performance, handling, and equipment
levels. A great value sporting package that outsold all rivals.
TOP STYLIST
The lines of the 240Z were based
on earlier styling exercises by
Albrecht Goertz, master stylist
of the BMW 507
(see pages 6467).
SPOILER
Trunk-lid airfoil was
not a standard 240Z
feature in all markets.
Datsun 240Z 197
WHEELS
Tacky plastic wheel trim
is an original fitment.
198 Datsun 240Z
FIRST OF BREED
As with so many long-lived sports
cars, the first-of-breed 240Z is seen
as the best sporting packagelighter
and nimbler than its successors. If
you wanted to cut a real dash
in a 240Z, the ultimate Samurai
performance option had what
it takes. Modifications gave
six-second 060
(96 km/h) figures.
CAT LIGHTS
Recessed front light
treatment is very
reminiscent of an
E-Type Jaguar.
INTERIOR
Cockpit layout was tailored to American
tastes, with hooded instruments and
beefy controls. The vinyl-covered bucket
seats offered generous rear luggage space.
Datsun 240Z 199
Z IDENTITY
The model was launched in Japan as SPECIFICATIONS
the Fairlady Z, replacing the earlier
Fairlady line; export versions were MODEL Datsun 240Z (196973)
universally known as 240Z and PRODUCTION 156,076
badged accordingly. Non-UK and BODY STYLE Three-door, two-seater
sports hatchback.
US models were badged as Nissans CONSTRUCTION Steel monocoque.
rather than Datsuns. ENGINE Inline single overhead-camshaft
six, 2393cc.
POWER OUTPUT 151 bhp at 5600 rpm.
TRANSMISSION All-synchromesh four- or
five-speed manual gearbox, or auto.
SUSPENSION Front: Independent
by MacPherson struts, low links, coil
springs, telescopic shock absorbers; Rear:
Independent by MacPherson struts, lower
wishbones, coil springs, telescopic dampers.
BRAKES Front discs, rear drums.
MAXIMUM SPEED 125 mph (210 km/h)
060 MPH (096 KM/H) 8.0 sec
A.F.C. 2025 mpg (79 km/l)
BODY PANELS
Thin, rot-prone body panels
were one of the few things
that let the 240Z down.
BADGING
The name Datsun
literally son
of Datfirst
appeared on a
small Dat in 1932.
SUSPENSION
Sophisticated
suspension spec was
independent with
MacPherson struts
on all four wheels.
200 DeLorean DMC 12
D E L OREAN DMC 12
THE LONG-AWAITED TRANSPORT revolution has begun bellowed the glossy brochures
for John Zachary DeLoreans mold-breaking DMC 12. With a unique brushed
stainless-steel body, gullwing doors, and an all-electric interior, the DMC was intended
as a glimpse of the future. Today its claim to fame is as one of the car industrys
greatest failures, on a par with Fords disastrous Edsel (see pages 21623). Despite
$130m worth of government aid to establish a specially built factory in West Belfast,
DeLorean shut its doors in 1982 with debts of $50m. As for the hapless souls who
bought the cars, they were faced with a litany of quality control problems, from doors
that would not open, to windows that fell out. Even exposure in the film Back to the
Future did not help the DeLoreans fortunes. Success depended on American sales,
and the companys forecasts were wildly optimistic. After the initial novelty died
down, word spread that DeLoreans were dogs, and sales completely evaporated.
HOT CABIN
With tiny windows and climate TEETHING TROUBLES
control that regularly failed, The gullwing doors and stainless-steel body
temperatures got very hot indeed. were cynical marketing ploys which, as
everybody involved in the prototype agreed,
were more trouble than they were worth.
202 DeLorean DMC 12
STRUT
Held by a puny single gas
strut, it was an act of
the purest optimism to expect
the doors to work properly.
DATED DELOREAN
By the time of its launch in 1979, the
DeLorean was old before its time. 70s
styling motifs abound, like the slatted rear
window and cubed rear lights.
ENGINE
The overhead-cam, Volvo-sourced 2.8 V6
engine used Bosch K-Jetronic fuel
injection. Five-speed manual was standard
with three-speed automatic optional.
DeLorean DMC 12 203
ELECTRONICS
Complex electronics were
the result of last-minute
cost-cutting measures.
HEAVY DOORS
Overloaded doors were
crammed with locks, glass,
electric motors, mirrors,
stereo speakers, and
ventilation pipery. STAINLESS-STEEL BODY
Brushed stainless-steel was
disliked by Colin Chapman INTERIOR
but insisted upon by DeLorean The leather-clad interior looked
himself. Soon owners found imposing, with electric windows,
that it was impossible to clean. tilting telescopic steering column,
double weather seals, air-
conditioning, and a seven-position
climate control function.
SPECIFICATIONS
D E S OTO Custom
THE DESOTO OF 1950 had a glittery glamour that cheered up postwar America. Hailed
as cars built for owner satisfaction, they were practical, boxy, and tough. DeSoto
was a longtime taxi builder that, in the steel-starved years of 194648, managed to turn
out 11,600 cabs, most of which plied the streets of New York. Despite more chrome
upfront than any other Chrysler product, DeSotos still labored on with an L-head
six-pot 250cid mill. The legendary Firedome V8 wouldnt arrive until 1952. But body
shapes for 1950 were the prettiest ever, and the American public reacted with delight,
buying up 133,854 units in the calendar year, ranking DeSoto 14th in the industry.
Top-line Custom Convertibles had a very reasonablesticker price of $2,578 and came
with Tip-Toe hydraulic shift with Gyrol fluid drive as standard. The austere postwar
years were a sales Disneyland for the makers of these sparkling cars, but DeSotos
roll couldnt last. By 1961 theyd disappeared forever.
MODEL LINE INNOVATIVE GEARING
The top-priced Custom line fielded a Fluid drive gearbox was an
Club Coupe, two huge wagons, a six- innovative semiautomatic
passenger sedan, a two-door Sportsman, pre-selector with conventional
and a convertible. DeSotos volume manual operation or
sellers were its sedans and coupes, which semiauto kick-down.
listed at under $2,000 in De Luxe form.
SOLID CAR
Chrysler sold
DeSotos on solidity
and value for money.
DeSoto Custom 205
MID-RANGE MODELS
DeSotos role at Chrysler was much like CHROME INTERIOR
Mercurys at Ford and Oldsmobiles at GM Theres more chrome
to plug the gap between budget models than instruments; by
and uptown swankmobiles. 50 DeSotos 1952 the dashboard
came in two levels of trim: De Luxe and would have chrome dials.
the plusher Custom, at $200 more.
HOOD
Hood is sleek and
swish but had to
be raised by hand.
DASHBOARD
Direction signals and backup lights were
offered as standard on the Custom,
while options included heater, electric
clock, and two-tone paint.
TIRES
Convertibles came with
whitewalls and wheel
covers as standard.
206 DeSoto Custom
HOOD ORNAMENT
Optional hood ornament was
one Hernando DeSoto, a
17th-century Spanish
conquistador. The ornament
glowed in the dark.
DeSoto Custom 207
TOOTHY GRILLE
The mammoth-tooth grille dominates the SHARED UNIT SPECIFICATIONS
front aspect of the DeSoto but would be All 50 DeSotos
scaled down for 1951. 1950 models are shared the same MODEL DeSoto Custom Convertible (1950)
easily spotted by their body-color vertical lackluster straight six. PRODUCTION 2,900 (1950)
grille divider, unique to this year. BODY STYLE Two-door convertible.
CONSTRUCTION Steel body and box-
section chassis.
ENGINE 236.7cid straight-six.
POWER OUTPUT 112 bhp.
TRANSMISSION Fluid drive semiautomatic.
SUSPENSION Front: independent
coil springs; Rear: leaf springs with
live axle.
BRAKES Front and rear drums.
MAXIMUM SPEED 90 mph (145 km/h)
060 MPH (096 KM/H) 22.1 sec
A.F.C. 18 mpg (6.4 km/l)
ENGINE
The side-valve straight
six was stodgy, putting
out a modest 112 bhp.
ADVERTISEMENT
During the 1950s, car advertising
copy became extravagant, relying
more on hyperbole than fact. This
DeSoto promotion was no exception.
208 De Tomaso Pantera GT5
HOT BLOCK
TRUNK Early Panteras would overheat, ALL SHOOK UP
Lift-up rear panel gave and owners would often see the Elvis Presley shot his Pantera
total engine accessibility temperature gauge creep past when it wouldnt start.
for maintenance. 230F (110C).
EXHAUSTS
Four exhausts were
necessary to provide
an efficient outlet
forall that power.
De Tomaso Pantera GT5 209
PANTERA AT SPEED
WHEEL ARCH The huge fender helps rear down-force but actually
Wheel arches slows the Pantera down. At the General Motors
strained outward Millbrook proving ground in England, a GT5 with
to cover 13-in the fender in place made 148 mph (238 km/h);
(33-cm) rear tires. without the fender it reached 151.7 mph (244 km/h).
COCKPIT
With the engine so
close to the interior,
the cabin temperature
could get very hot.
TIRES
Giant Pirelli P7
INTERIOR 345/45 rear rubber
The Pantera requires a typical Italian driving belonged on the track
positionlong arms and short legs. Switches and and gave astonishing
dials are all over the place, but the glorious engine road traction.
tone is right next to your ears.
De Tomaso Pantera GT5 211
TRANSAXLE ENGINE
The ZF transaxle was also The Pantera is really just a big
used in the Ford GT40 (see power plant with a body attached.
pages 25861) and cost more The monster V8 lives in the middle,
to make than the engine. mated to a beautifully built aluminum-
cased ZF transaxle.
ANTIROLL BARS
Enormous 1 in (25 mm)
diameter antiroll bars.
Dodge Charger R/T 213
SPECIFICATIONS
TIRES
Transferring all the power
to the road required ultra-
wide 235x14 tires.
214 Dodge Charger R/T
INTERIOR COLORS
The standard R/T cockpit is Choices originally
functional to the point of being included Plum
stark. No distractions here Crazy, Go Mango,
just a matte black dash with six and Top Banana.
gauges that included a 150 mph
(241 km/h) speedometer.
STEERING WHEEL
Huge steering wheel was
essential for keeping all
that grunt in a straight line.
FUEL
The gargantuan
engine returned
just 10 mpg
(3.5 km/l).
LIGHTS
Hazard warning
lights were groovy
features for 1967.
Dodge Charger R/T 215
ENGINE
The wall-to-wall engine found in the R/T
Charger is Dodges immensely powerful
440 Magnuma 7.2-liter V8. This stump-
pulling power plant produced maximum
torque at a lazy 3200 rpm
making it obscenely
quick, yet as docile
as a kitten in
town traffic.
HEADLIGHTS
These were hidden under
electric flaps to give the
Charger a sinister grin.
216 Edsel Bermuda
E DSEL Bermuda
WITHOUT THAT INFAMOUS GRILLE, the Bermuda wouldnt have been a bad old
barge. The rest looked pretty safe and suburban, and even those faddish rear lights
werent that offensive. At $3,155 it was the top Edsel wagon, wooing the WASPs
with more mock wood than Disneyland. But Ford had oversold the Edsel big time,
and every model suffered guilt by association. Initial sales in 1957 were nothing like
the predicted 200,000, but werent disastrous either. The Bermudas, though, found
just 2,235 buyers and were discontinued after only one year. By 58, people no
longer believed the hype, and Edsel sales evaporated; the company went out of
business in November 1959. Everybody knew that the 58 recession killed the
Edsel, but at Ford, major players in the project were cruelly demoted or fired.
ANTENNA
ODD STYLING Push-button radio with manual
Looking back, one wonders how one of the most antenna was an expensive
powerful corporations in the world could possibly $95 option.
have signed off on such a stylistic debacle. 58
Edsels werent just ugly, they were appallingly
weird. The Bermudas side view, however, is
innocuous enough and no worse than many half-
timbered shopping-mall wagons of the period.
FORD WHEELBASE
Edsel wagons were based on
the 116 in (295 cm) Ford
station wagon platform.
Edsel Bermuda 217
COLOR CHOICE
This Bermuda is
painted in Spring
Green, but buyers had a
choice of 161 different
color combinations.
ROOF KINK
Note how the roof
is slightly kinked
to give the huge
panel extra rigidity.
FUEL FIGURES
Not surprisingly for a station wagon
this size, fuel consumption wasnt
great at 15 mpg (5.3 km/l).
218 Edsel Bermuda
AUTO CHOICE
92 percent of all Edsels
had automatic
transmission at $231.
INNER FEATURES
All wagons had four armrests,
two coat hooks, dome lights,
and white vinyl roof lining.
REAR VIEW
Zany boomerang rear light
clusters contained turn signal,
stop, and backup lights.
Despite later criticism of the
models design, advance
publicity ensured that 4,000
Edsels were sold when they
were launched on Edsel Day,
September 4, 1957.
Edsel Bermuda 219
SPECIFICATIONS
TELETOUCH
Teletouch button
sent a signal
to the cars
precision brain.
ENGINE INTERIOR
Theyre the industrys newestand the Never one of Edsels strongest
best, cried the advertising. Edsel engines selling points, the Teletouch
were strong 361 or 410cid V8s, with the gear selector was operated by
station wagons usually powered by the push buttons in the center of
smaller unit. The E400 on the valve covers the steering wheel. It was
indicates the units amount of torque. gimmicky and unreliable.
220 Edsel Corsair
E D S E L Corsair
BY 1959 AMERICA HAD LOST HER confidence; the economy nose-dived, Russia was
first in space, there were race riots in Little Rock, and Ford was counting the cost
of its disastrous Edsel projectclose to 400 million dollars. The Edsel look
is here to stay brayed the ads, but the bold new vertical grille had become a
countrywide joke. Sales didnt just die, they never took off, and those who had been
rash enough to buy hid their chromium follies in suburban garages. Eisenhowers
mantra of materialism was over, and buyers wanted to know more about economical
compacts like the Nash Rambler, Studebaker Lark, and novel VW Beetle. Throw
in a confusing 18-model lineup, poor build quality, and disenchanted dealers, and
The Newest Thing on Wheels never stood a chance. Now famous as a powerful
symbol of failure, the Edsel stands as a telling memorial to the foolishness of
consumer culture in Fifties America.
DOOR MIRROR
A REHASHED FORD The hooded chrome door mirror
By 1959, the Corsair had become just a restyled was remote-controlled, an extremely
Ranger, based on the Ford Fairlane. Corsairs had rare aftermarket option.
bigger motors and more standard equipment. But
even a sticker price of $3,000 for the convertible
didnt help sales, which were a miserable model year
total of 45,000. Ford was desperate and tried to sell
it as A new kind of car that makes sense.
V8 FAVORITE
77 percent of all
1959 Edsels were
powered by V8s.
Edsel Corsair 221
SPECIFICATIONS
DECORATION
RARE STYLE The dominating chrome and
Corsair Convertibles are white sweepspear that runs the COLOR
the rarest 59 Edsels, entire length of the car makes Petal Yellow was
with only 1,343 leaving the rear deck look heavy. one of 17 possible
the Louisville plant. exterior colors.
WHEEL COVERS
Color-coded wheel
covers cost $16.
222 Edsel Corsair
WEIGHT
Weighing in at a
considerable 3,790
lb (1,719 kg) the
convertible was
heavier than
the sedan.
Edsel Corsair 223
CHASSIS
The substantial steel girder chassis
incorporated full-length side rails and
five cross-members. It was hauled along
by either an Edsel Express 332cid V8
producing 225 bhp or a Super Express
361cid V8 developing 303 bhp.
FRAME
Guardrail frame
design with full-
length side rails.
EDSEL PLANNING
Ford had canvassed public opinion on a new design with
which to challenge GMs dominance as far back as 1954 and
named the new project the E (experimental) Car. By the
time it appeared, it was a ridiculous leviathan.
224 Facel Vega II
FA C E L Vega II
WHEN SOMEONE LIKE PABLO PICASSO chooses a car, it is going to look good. In its
day, the Facel II was a poem in steel and easily as beautiful as anything turned out
by the Italian styling houses. Small wonder then that Facels were synonymous with
the Sixties jet set. Driven by Ringo Starr, Ava Gardner, Danny Kaye, Tony Curtis,
Franois Truffaut, and Joan Fontaine, Facels were one of the most charismatic cars
of the day. Even death gave them glamour; the novelist Albert Camus died while
being passengered in his publishers FVS in January 1960. In 1961, the HK 500
was reskinned and given cleaner lines, an extra 6 in (15 cm) in length, and dubbed
the Facel II. At 1.5 tons, the II was lighter than the 500 and could storm to
140 mph (225 km/h). Costing more than the contemporary Aston Martin DB4
(see pages 3235) and Maserati 3500, the Facel II was as immortal as a Duesenberg,
Hispano Suiza, or Delahaye. We will never see its like again.
HANDCRAFTED SUPERCAR
In terms of finish, image, and quality, REAR SEATING
Facel Vegas were one of the most The leather backseat
successful handmade supercars. Body folded down to make a
joints were perfectly flush, doors luggage platform.
closed like heavy vaults, brightwork
was stainless steel, and even the roof
line was fabricated from five
seamlessly joined sections.
BUMPER
Bumper is not chrome
but rust-resistant
stainless steel.
Facel Vega II 225
TOP VIEW
SUNROOF Facel II used the same wheelbase and engine POWER BULGE
Fabric, roll-back, full- as the HK 500, but the shape was refined to Prodigious hood
length sunroof was a period make it look more modern, losing such bulge cleared air cleaners
aftermarket accessory. cliches as the dated wraparound windshield. and twin carbs.
GEARBOX
Manual Pont-a-Mousson FUEL CONSUMPTION
gearbox began life in a truck. Driven fast, the Facel II
would drink one gallon of
fuel every 10 miles.
SPINNERS
Knockoff wheel
spinners.
226 Facel Vega II
REAR VISIBILITY
The enlarged rear window gave a
much greater glass area than the HK
500 and almost 90 percent visibility,
helped by slimmer pillars.
MANUFACTURERS
In the 50s, Facel made
motor scooters, jet
engines, office furniture,
and kitchen cabinets.
DIMENSIONS
At 1.5 tons (30 cwt), 15 ft (4.57 m) long, 6 ft (1.83 m)
wide, and only 4 ft 3 in (1.3 m) high, the Facel II aped the
girth and bulk of contemporary American iron.
SUSPENSION
Selectaride shock
absorbers provided a
comfortable ride.
DOMINATING GRILLE
The intimidating frontage
is all grille, because the
hot-running V8 engine
needed all the cooling air it
could get. HK 500 had four
INTERIOR round headlights, but the
Steering wheel points straight to the drivers Facel IIs voguish stacked
heart. Note the unmistakable aircraft-type lights were shamelessly
panel layout with center gauges and heater culled from contemporary
controls like hand throttles. Mercedes sedans.
Facel Vega II 227
SMOOTH LIGHTING
SPECIFICATIONS
Brake-indicator lights are cut out
of the rear fenders and help to MODEL Facel Vega Facel II (196264)
enhance the Facels seamless lines. PRODUCTION 184
To achieve this stunning one- BODY STYLE Two-door, four-seater
piece look, the cars light alloy Grand Tourer.
body panels were hand finished CONSTRUCTION Steel chassis, steel/light
and mated to each other. alloy body.
ENGINE 6286cc cast-iron V8.
BODY STYLING RARE MOTOR POWER OUTPUT 390 bhp at 5400 rpm
Rakish body was By far the rarest Facel with only (manual), 355 bhp at 4800 rpm (auto).
artistically similar to 184 made, IIs are still fiercely TRANSMISSION Three-speed TorqueFlite
the Facellia Coupe. admired by Facel fanciers. auto or four-speed Pont-a-Mousson manual.
SUSPENSION Independent front coil
springs, rear live axle leaf springs.
BRAKES Four-wheel Dunlop discs.
MAXIMUM SPEED 149 mph (240 km/h)
060 MPH (096 KM/H) 8.3 sec
0100 MPH (0161 KM/H) 17.0 sec
A.F.C. 15 mpg (5.4 km/l)
HOOD
Hood lid was
huge, but then so
was the engine.
BRAKES
Disc brakes all-
around countered
the Facels
immense power.
228 Ferrari 250 GT SWB
NOSE
Gently tapering nose
is a masterpiece of
thepanel-beaters art.
Ferrari 250 GT SWB 229
SPECIFICATIONS
REAR WINDOW
Expansive rear window sat
above enormous 27-gallon
(123-liter) fuel tank.
WHEELS
The SWB sat on elegant,
chrome-plated Borrani
competition wire wheels.
230 Ferrari 250 GT SWB
OVERHEAD VIEW
The car has perfect balance. Shape
is rounded and fluid, and the first
11 SWBs were built in alloy,
though these rare lightweight
models suffered from stretching
alloy. Road cars had a steel body
and aluminum hood and doors.
STRAP EM IN
The 250s roll cage and modern
seat belts were nods to safety,
but understandable considering
that progressively
more power was UNDERSTATED BEAUTY
extracted from The 250 GT is a polished gem,
the V12 engine. hugging the road limpet low.
Front combines beauty and
threat with steely grin and
squat wheel-arch-filling
attitude. Nothing is
exaggerated for effect.
ROAD PROTECTION
Unlike this race car, road
cars had vestigial front
bumpers and the prancing
horse badge in the grille.
Ferrari 250 GT SWB 231
INTERIOR
Despite the movie star exterior, the
interior is a place of work. Functional
dash is basic black with no frills. Sun
visors were notably absent. The cockpit
was snug and airy but noisy when
GAS CAP the key was turned.
Huge alloy gas
cap was to allow
fast fill-ups.
RACING STATEMENT
Two sets of aggressive
drainpipe twin exhausts
dominate the SWBs
rump and declare its
competition bloodline.
For many years the 250
GT dominated hill climbs
and track meets all over
the world. The SWB 250
GT was the ultimate racer.
232 Ferrari 275 GTB/4
THE GTB/4 WAS a hybrid made for two short MODEL Ferrari 275 GTB/4 (196668)
PRODUCTION 350
years from 1966 to 1968. With just 350 built, a mere BODY STYLE Two-seater front-engined
27 in right-hand drive, it was not one of Ferraris coupe.
CONSTRUCTION Steel chassis,
moneymakers. So named for its four camshafts, aluminium body.
the GTB still ranks as the finest road car Ferrari ENGINE 3.3-liter twin overhead-cam
dry sump V12.
produced before Fiat took control of the company. POWER OUTPUT 300 bhp at 8000 rpm.
With fully independent suspension, a five-speed TRANSMISSION Five-speed
gearbox, and a fetching Pininfarina-designed and all-synchromesh.
SUSPENSION All-around independent.
Scaglietti-built body, it was the last of the proper BRAKES Four-wheel servo discs.
Berlinettas. Nimble and compact, with neutral MAXIMUM SPEED 160 mph (257 km/h)
handling and stunning design, this is probably 060 MPH (096 KM/H) 5.5 sec
0100 MPH (0161 KM/H) 13 sec
one of the most desirable Ferraris ever made. A.F.C. 12 mpg (4.2 km/l)
F ERRARI Daytona
THE CLASSICALLY sculptured and outrageously quick
Daytona was a supercar with a split personality.
Under 120 mph (193 km/h), it felt like a truck with
heavy inert controls and crashing suspension. But
once the needle was heading for 140 mph (225
km/h), things started to sparkle. With a romantic POEM IN STEEL
flat-out maximum of 170 mph (280 km/h), it was A poem in steel, only a handful of
the last of the great front-engined V12 war horses. other cars could be considered in the
same aesthetic league as the Daytona.
Launched at the 1968 Paris Salon as the 365 GTB/4,
the press immediately named it Daytona in honor SPECIFICATIONS
of Ferraris success at the 1967 24-hour race. Faster
than all its Italian and British contemporaries, the MODEL Ferrari 365 GTB/4 Daytona
(196873)
chisel-nosed Ferrari won laurels on the racetrack PRODUCTION 1,426 (165 RHD)
as well as the hearts and pockets of wealthy BODY STYLE Two-seater fastback.
enthusiasts all over the world. CONSTRUCTION Steel/alloy/fiberglass
body, separate multitube chassis frame.
ENGINE V12 4390cc.
POWER OUTPUT 352 bhp at 7500 rpm.
INSIDE AND OUT
TRANSMISSION Five-speed
With hammock-type racing seats, all-synchromesh.
a cornucopia of black-on-white SUSPENSION Independent front
instruments, and a provocatively and rear.
angled, extralong gear shift, the BRAKES Four-wheel discs.
cabin promises some serious MAXIMUM SPEED 174 mph (280 km/h)
excitement. Beneath the exterior is 060 MPH (096 KM/H) 5.4 sec
a skeleton of chrome-molybdenum 0100 MPH (0161 KM/H) 12.8 sec
tube members, giving enormous A.F.C. 14 mpg (5 km/l)
rigidity and strength.
234 Ferrari Dino 246 GT
TIRES
Wide tires were
essential to deliver the
Dinos lithe handling.
Ferrari Dino 246 GT 235
DINO PRICES
Prices went crazy in the Eighties,
but are now half that value.
236 Ferrari Dino 246 GT
ENGINE POSITION
The engine is positioned in the middle of
the car, which gives mechanics little space
to work in. The spare wheel and battery are
located under the hood in the
front, leaving very little room
to carry extras such as
luggage. Optional perspex
headlight cowls can increase
the Dinos top speed by
3 mph (5 km/h).
BADGING
246s wore the Dino
SPECIFICATIONS badge on the nose,
never the Ferraris
MODEL Ferrari Dino 246 GT (196974) prancing horse.
PRODUCTION 2,487
BODY STYLE Two-door, two seater.
CONSTRUCTION Steel body, tubular frame.
ENGINE Transverse V6/2.4 liter.
POWER OUTPUT 195 bhp at 5000 rpm.
TRANSMISSION Five-speed, all-
synchromesh.
SUSPENSION Independent front and rear.
BRAKES Ventilated discs all around.
MAXIMUM SPEED 148 mph (238 km/h)
060 MPH (096 KM/H) 7.1 sec
0100 MPH (0161 KM/H) 17.6 sec
A.F.C. 22 mpg (7.8 km/l)
CURVY ITALIAN
The sensuous curves are unmistakably supplied
by Ferrari. The Ferrari badge and prancing horse
were fitted by a later owner. The thin original
paint job means that most surviving Dinos will
have had at least one body rebuild by now.
Ferrari Dino 246 GT 237
INTERIOR
The dashboard is suede and strewn with switches,
while the cramped-looking interior is actually an
ergonomic triumph. Though the cockpit is hot
and noisy, that has not detracted from the cars
popularity. Shifting the gearbox though its chrome
gate is much like spooning honey.
GEAR LEVER
Five-speed all-
synchromesh gearbox.
COLOR
Metallic brown is a
rare color75 percent
of Dinos were red.
FIAT LIGHTING
Lights and electrics
were supplied by Fiat,
which owns Ferrari.
EXHAUSTS
Four exhausts mean
the V6 sounds almost
as musical as a V12.
238 Ferrari 365 GT4 Berlinetta Boxer
BRAKES
Ventilated disc
brakes were needed
to halt the Boxer.
Ferrari 365 GT4 Berlinetta Boxer 239
ENGINE POSITION EXHAUSTS
The entire engine/ Not many other
drivetrain ensemble was production road cars
positioned longitudinally came with six exhausts.
behind the cockpit.
FERRARI FIRST
The 365 Boxer was the first mid-engined 12-cylinder
production car to carry the Ferrari name. TIRES
ANTENNA Cylinder heads were light alloy, holding two camshafts The Boxer was shod
Antenna for the each. Fuel was supplied by two electrical pumps into with ultrawide
radio was set in the four triple-throat Weber carburetors. Michelin XWX
windshield. 215/70 tires.
BODY SHAPE
Ferraris aerodynamic styling LOW-SLUNG POSITION
meant that the Boxer had a The Boxer engine layout was
very low drag coefficient. favoredbecause it allowed the whole
car to sit that much lower, giving
better aerodynamics and a lower
center of gravity.
WHEELS
Wheels were the same as on
the Daytonacast alloy.
240 Ferrari 365 GT4 Berlinetta Boxer
PROTOTYPE TESTING
A handful of Boxer prototypes were
subject to extensive testing. Preproduction
cars were recognizable by a number of
differences, one being the roof-mounted
radio antennafactory cars had them
enclosed in the windshield. Pininfarinas
shape went virtually unchanged from the
prototype into the production version.
INTERIOR
An amalgam of racer and grand tourer,
the Boxers cabin was functional yet
luxurious, with electric windows and
air-conditioning. Switches for these
were positioned on the console
beneath the gear lever.
CENTER CONSOLE
The rear-mounted gearbox
meant that only a small
transmission tunnel was
needed, saving cabin room.
Ferrari 365 GT4 Berlinetta Boxer 241
ENGINE
A magnificent piece of SPECIFICATIONS
foundry art, the flat-12
has a crankshaft machined MODEL Ferrari 365 GT4 Berlinetta Boxer
(197376)
from a solid billet of
PRODUCTION 387 (58 RHD models)
chrome-molybdenum steel.
BODY STYLE Two-seater sports.
Instead of timing chains, the
CONSTRUCTION Tubular space-frame
365 used toothed composite chassis.
belts, an innovation in 1973. ENGINE 4.4-liter flat-12.
POWER OUTPUT 380 bhp at 7700 rpm.
CYLINDERS TRANSMISSION Five-speed all
synchromesh, rear-mounted gearbox.
The Boxer had
SUSPENSION Independent front and rear.
twin oil filters,
BRAKES Ventilated front and rear discs.
one for each bank
MAXIMUM SPEED 172 mph (277 km/h)
of six cylinders.
060 MPH (096 KM/H) 6.5 sec
0100 MPH (0161 KM/H) 15 sec
A.F.C. 14 mpg (4.2 km/l)
COOLING VENT
Slatted hood cooling
vent helped keep
interior cabin
temperatures down.
CHASSIS
The Boxers chassis was
derived from the Dino
(seepages 23437),
with a frame of steel tubes
and doors, oil pan, and
nose in aluminum.
LOWER BODYWORK
This was fiberglass,
along with the wheel-
arch liners and bumpers.
242 Ferrari 308 GTB
ONE OF THE best-selling Ferraris ever, the 308 MODEL Ferrari 308 GTB (197585)
PRODUCTION 712 (308 GTB fiberglass);
GTB started life with a fiberglass body designed 2,185 (308 GTB steel); 3,219 (GTS)
by Pininfarina and built by Scaglietti. Power was BODY STYLE Two-door, two-seater
sports coupe.
courtesy of the V8 3.0engine and five-speed gearbox CONSTRUCTION Fiberglass/steel.
inherited from the 308 GT4. With uptown America ENGINE Mid-mounted transverse dohc
2926cc V8.
as the GTBs target market, federal emission POWER OUTPUT 255 bhp at 7600 rpm.
regulations made the GTB clean up its act, evolving TRANSMISSION Five-speed manual.
into a refined and civilized machine with such hi-tech SUSPENSION Independent double
wishbones/coil springs all around.
appurtenances as four valves per cylinder and Bosch BRAKES Ventilated discs all around.
fuel injection. Practical and tractable in traffic, it MAXIMUM SPEED 154 mph (248 km/h)
became the 1980s entry-levelFerrari, supplanting 060 MPH (096 KM/H) 7.3 sec
0100 MPH (0161 KM/H) 19.8 sec
the Porsche 911 (see pages 42021) as the standard A.F.C. 16 mpg (5.7 km/l)
issue yuppiemobile.
THE FIRST Ferrari ever offered with automatic MODEL Ferrari 400 GT (197679)
PRODUCTION 501
transmission, the 400 was aimed at the American BODY STYLE Two-door, four-seater
market, and was meant to take the prancing horse sports sedan.
CONSTRUCTION Steel/alloy body, separate
into the boardrooms of Europe and the US. But the tubular chassis frame.
400s automatic box was a most un-Ferrarilike device, ENGINE 4390cc twin ohc V12.
a lazy three-speed GM Turbo-Hydramatic also used POWER OUTPUT 340 bhp at 6800 rpm.
TRANSMISSION Five-speed manual
in Cadillac, Rolls-Royce, and Jaguar. It may have been or three-speed automatic.
the best self-shifter in the world, but it was a radical SUSPENSION Independent double
wishbones with coil springs, rear as front
departure for Maranello, and met with only modest with hydro-pneumatic self-leveling.
success. The 400 was possibly the most discreet and BRAKES Four-wheel ventilated discs.
refined Ferrari ever made. It looked awful in Racing MAXIMUM SPEED 150 mph (241 km/h)
0 60 MPH (096 KM/H) 7.1 sec
Redthe color of 70 percent of Ferrarisso most 0100 MPH (0161 KM/H) 18.7 sec
were finished in dark metallics. The 400 became the A.F.C. 12 mpg (4.2 km/l)
400i GT in 1973 and the 412 in 1985.
365 SIMILARITIES
Apart from the delicate chin
spoiler and bolt-on alloys, the
shape was pure 365 GT4 2+2.
The rectangular design of
the body was lightened
by a plunging hood line
and a waist-length
indentation running
along the 400s flanks.
HEADLIGHTS
Four headlights
were retracted into
the bodywork
by electric motors.
244 Ferrari Testarossa
F ERRARI Testarossa
THE TESTAROSSA WAS never one of Modenas best efforts. With its enormous
girth and overstuffed appearance, it perfectly sums up the Eighties credo of
excess. As soon as it appeared on the worlds television screens in Miami Vice,
the Testarossa, or Redhead, became a symbol of everything that was wrong
with a decade of rampant materialism and greed. The Testarossa fell from grace
rather suddenly. Dilettante speculators bought them new at $150,000-odd and
ballyhooed their values up to a quarter of a million. By 1988, secondhand
values were slipping badly, and many an investor saw their car shed three-
quarters of its value overnight. Today, used Testarossas are highly prized
with rising prices and growing investment potential.
STYLING
RACING LEGEND Striking radiator cooling ducts obviated
Ferrari bestowed on its new creation one of the need to pass water from the front
the grandest names from its racing pastthe radiator to the mid-mounted engine,
250 Testa Rossa, of which only 19 were built freeing the front luggage compartment.
for retail customers. Design of the new model
was determined with the help of Pininfarinas
full-sized wind tunnel, but enthusiasts were
initially cool about the Testarossas
size and shape.
Ferrari Testarossa 245
SPECIFICATIONS
TIRES AERODYNAMICS
Tires were either Goodyear Front spoiler kept the nose
Eagles or Michelin TRXs. firmly attached to the road
and channeled cooling air to
the front brakes.
246 Ferrari Testarossa
SPACIOUS INTERIOR
The Testarossas large body meant plenty
of cabin space, with more room for both
occupants and luggage. Even so, interior
trim was flimsy and looked tired after
70,000 miles (112,000 km).
REAR TREATMENT
Pininfarinas grille
treatment was picked up
on the rear end, giving
stylistic continuity.
Ferrari Testarossa 247
TRADITIONAL TOUCHES
Despite the modern external styling,
traditional touches remained inside the
carthe classic Ferrari gearshift, with
its chrome gate, and prancing horse
steering-wheel boss were ever-present.
STORAGE
Mid-engined format
allowed storage space
in the front.
ENGINE
The flat-12 mid-mounted engine
had a 4942cc capacity and produced
390 bhp at 6300 rpm. With four
valves per cylinder, coil ignition,
and fuel injection, it was one of
the very last flat-12 GTs.
248 Ferrari 456 GT
F ERRARI 456 GT
A USED FERRARI 456 is one of the worlds great supercar bargains. For the price
of a new, hot Ford Focus you can have a beautiful 186 mph (300 km/h) grand
tourer thats also a reliable and practical full four-seater. Strong and capable with
a fine ride and a glorious V12 engine, the 456 is a definite neoclassic. Launched
in 1992 to replace the unloved Mondial, it was the fastest production 2+2 on
the planet and, apart from the F40, the most powerful road car developed by
Ferrari. Slippery and handsome with a carbon-fiber hood, pop-up headlamps,
a glorious six-speed gearbox plus an automatic option, the 456 looked and felt
like a Daytona for a fraction of the price. More importantly, the 456 was that
rare thinga Ferrari with quiet class.
SMART WINDOWS
A POEM IN ALLOY Electric windows moved down
The body was alloy, spot-welded to a steel tubular slightly when you opened the doors.
chassis using Feran filler, and was shaped by extensive
wind tunnel testing. The rear wing was electronically
retractable to give extra down force at speed.
Luggage space was generous, and the
optional special fitted leather
luggage set cost about the
same as a small car.
Ferrari 456 GT 249
SPECIFICATIONS
F ERRARI Enzo
THE V12 CARBON-FIBER ENZO is a million-dollar wild child and the most
flamboyant Ferrari ever. Good for 226 mph (364 km/h) and capable of 0100
mph (0161 km/h) in only 6.6 seconds, the initial production run of 349 units
was completely sold out before a single car ever got near a showroom. Ferrari was
forced to build another 50 just to please a line of desperate buyers. Designed by
Ken Okuyama of Pininfarina, some say the Enzo is one of the ugliest cars ever,
but its showstopping looks and dramatic doors (similar to the Lamborghini
Countach (see pages 32225) have guaranteed it automotive immortality, and used
examples often change hands for more than their original new sticker price. As
close as youll get to a road-going F1 car, the Enzo isnt a supercar or a hypercar
it is best described as the original Wonder Car. The last Enzo ever built, the 400th
example, was donated to the Vatican in Rome for charity.
FEATHER LIGHT
The Enzo was an automotive lesson in weight saving. The body
panels and tub are composite and carbon-fiber along with the seats,
doors, and even minor switches in the interior. No sound system
was available. Only the McLaren F1 is lighter, but not by much.
ELECTRIC WING
LIGHT BRAKES Rear spoiler is
Even brakes are computer-controlled.
ceramic composite.
252 Ferrari 458 Italia
SPECIFICATIONS
F IAT 500D
WHEN THE FIAT 500 NUOVA appeared in 1957, longtime Fiat designer
Dante Giacosa defended it by saying, However small it might be, an
automobile will always be more comfortable than a motor scooter. Today
though, the diminutive runabout needs no defense, for time has justified
Giacosas faithover four million 500s and derivatives were produced up
to the demise of the Giardiniera estate in 1977. In some senses the Fiat
was a mini before the British Mini (see pages 4447), for the baby Fiat not
only appeared two years ahead of its British counterpart, but was also
3 in (7.6 cm) shorter. With its 479cc motor, the original 500 Nuova
was rather frantic. 1960 saw it grow to maturity with the launch of the
500D, which was pushed along by its enlarged 499.5cc engine. Now
at last the baby Fiat could almost touch 60 mph (96 km/h) without
being pushed over the edge of a cliff.
SUNROOF SUICIDE DOORS
Some 500s had small You can tell this Fiat is pre-
fold-back sunroofs. On 1965 because of the rear-
convertibles, the fabric roof hinged, so-called suicide
with plastic rear window doors. After that the hinges
rolled right back. moved to the front in line
with more modern practice.
DOORS HOOD
The Giardiniera This houses the gas tank,
station wagon kept battery, and spare tire,
suicide doors until with a little space left for a
its demise in 1977. modest amount of luggage.
Fiat 500D 255
HOT FIAT
Carlo Abarth produced a modified and tuned SPECIFICATIONS
Fiat-Abarth along the lines of the hot Minis
created in Britain by John Cooper. MODEL Fiat 500 (195777)
PRODUCTION 4 million plus (all models)
BODY STYLES Sedan, convertible,
Giardiniera station wagon.
CONSTRUCTION Unitary body/chassis.
ENGINES Two-cylinder air-cooled 479cc
or 499.5cc.
POWER OUTPUT 17.5 bhp at 4400 rpm
(499.5cc).
TRANSMISSION Four-speed non-
synchromesh.
SUSPENSION Front: independent,
transverse leaf, wishbones;
Rear: independent semitrailing
arms, coil springs.
BRAKES Hydraulic drums.
MAXIMUM SPEED 59 mph (95 km/h)
060 MPH (096 KM/H) 32 sec
A.F.C. 53 mpg (19 km/l)
BACK-TO-FRONT
Some rear-engined cars aped
front-engined cousins with
fake grilles and air intakes.
Not the unpretentious Fiat.
CHARMING ITALIAN
This pert little package is big
on charm. From any angle
the baby Fiat seems to
present a happy, smiling
disposition. When it comes
to parking it is a winner,
although accommodation
is a little tight. Two average-
sized adults can fit up
front, but space in the
back is a little more limited.
256 Fiat 500D
INTERIOR
The Fiat 500s interior is
minimal but functional.
There is no fuel gauge,
just a light that illuminates
when three-quarters
of a gallon remains
enough for another
40 miles (64 km).
Fiat 500D 257
AIR-COOLED REAR
OPEN-TOP VERSION Rear-engined layout, already
Ghia built a Fiat 500- employed in the Fiat 600 of
based open beach car 1955, saved space by removing
called the Jolly the need for a transmission
which mimicked tunnel. The use of an air-
prewar roadsters. cooled engine and only
two cylinders in the 500
was a completely new
direction for Fiat.
MOTOR
All engines were feisty
little devils capable of
indefinite flat-out driving.
258 Ford GT40
F ORD GT40
TO APPLY THE TERM SUPERCAR to the fabled Ford GT40 is to demean it; modern
supercars may be uber cool and ferociously fast, but how many of them actually
won Le Mans outright? The Ford GT40, though, was not only the ultimate road
car but also the ultimate endurance racer of its era, a twin distinction no one else
can match. It was so good that arguments are still going on over its nationality.
Let us call it a joint design project between the American manufacturer and
independent British talent, with a bit of Italian and German input as well. What
matters is that it achieved what it was designed for, claiming the classic Le Mans
24-hour race four times in a row. And there is more to the GT40 than its
Le Mans legend. You could, if you could afford it, drive around quite legally on
public roads in this 200 mph (322 km/h) projectile. Ultimate supercar? No, it
is better than that. Ultimate car? Maybe.
BRAKES
Ventilated discs
were essential
components.
Ford GT40 259
DOORS
Large doors
almost reach
centre of roof
to ease access.
DESIGN SECRETS
Design of the GT40 was based on an
WINDSHIELD earlier British Lola. Features such as mid-
Panoramic ENGINE POSITION engined layout with gearbox/transaxle at
windshield gave good Engine slotted the rear had by now become standard
forward vision. almost exactly in race-car practice. In Fords favor were the
middle of car. powerful V8, plenty of bucks, and Henry
Ford IIs determination to win Le Mans.
ROAD BUMPERS
This is a racer, but
road cars had tiny
chrome bumpers.
260 Ford GT40
SPECIFICATIONS
EXHAUSTS TAIL
SIDE MIRRORS Exhaust note rises from gruff Lip on tail helped
Many race cars bellow to ear-splitting yowl. high-speed stability.
dispensed with side
mirrors.
VITAL STATISTICS
GT, of course, stands for
Grand Touring; 40 for
the cars height in
inches. Overall length
was 13 ft 9 in (4.2 m),
width 5 ft 10 in
(1.78 m), and
unladen weight
1,835 lb (832 kg).
WHEELS
Wheel widths varied
depending on racing
requirements.
Ford GT40 261
WIND EVADER
The graceful and muscular shape was
penned in Fords Dearborn design
studios. Requirements included a
mid-engined layout and aerodynamic
efficiency, vital for burning off
Ferraris on the straights of Le Mans.
NO-FRILLS CABIN
The GT40s cabin was stark and
cramped. Switches and instruments
were pure racer, and the low roof line
meant that tall drivers literally could
not fit in, with the gullwing doors
hitting the drivers head.
REAR VISION
Fuzzy slit above engine cover
gives just enough rear vision to
watch a Ferrari fade away.
STILL WINNING
GT40s can still be
seen in retrospective
events such as the
1994 Tour de France
rally, which the
featured car won.
The British-owned
car proudly displays
the British Racing
Drivers Club badge.
VENTS
Ducts helped hot air
escape from radiator.
262 Ford Thunderbird (1955)
SPECIFICATIONS
CLEARANCE
Road clearance
waslimited at just
5 in (12.7 cm).
264 Ford Thunderbird (1955)
ENGINE
The T-Birds motor was the new cast-iron OHV
292cid V8 with dual exhausts and four-barrel Holley
carb. Compared to the Vettes ancient six, the T-Birds
unit offered serious shove. Depending on the state of
tune, a very hot T-Bird could hit 60 in seven seconds.
SIMPLE STYLING
Apart from the rather too
prominent exhausts, the rear
end is remarkably uncluttered.
Hardtops were standard fare
but soft tops could be ordered
as a factory option.
Ford Thunderbird (1955) 265
POWER STEERING
Power steering would only
cost the buyer a bargain $98.
ENGINE OUTPUT
Power output ranged
from 212 to 300 horses.
Buyers could beautify
their motors with a $25
chrome dress-up kit.
T-BIRD NAME
The Thunderbird name was chosen
after a Southwest Native American
god who brought rain and prosperity.
Star owners included the movie
actresses Debbie Reynolds, Marilyn
Monroe, and Jayne Mansfield.
266 Ford Fairlane 500 Skyliner
SKYLINER COSTS
Ford spent $18 million
testing the Skyliners
roof, and in mechanical
efficiency terms, the
investment paid off.
Ironically, the Retracs
biggest fault wasnt
electrical problems,
but body rust.
INTERIOR
The $19 Lifeguard safety package
included a sun visor and a padded
instrument panel.
REAR PILLAR
With the roof in
place, the chunky
FUEL TANK giveaway rear pillar
This was located behind tells admirers this
the rear seat, not for safety, is a Skyliner.
but because there was
nowhere else to put it.
268 Ford Fairlane 500 Skyliner
WINDSHIELD
Ill-fitting window
seals were an all-
season annoyance.
CHASSIS
Chassis had to be
modified to leave
room for the tops
control linkage.
TRUNK LID
Trunk lid hinged
from the rear and
folded down over
the retracted roof.
STYLING
The trunk sat higher on Skyliners.
Large circular taillights were
very Thunderbird and became
a modernFord trademark.
REAR VIEW
Fins were down for 59, but missile-shaped pressings
on the higher rear fenders were a neat touch to hide all
that moving metalwork. Supposedly a midsized car, the
Fairlane was the first of the long, low Fords.
Ford Fairlane 500 Skyliner 269
TOP UP
With the roof up, the optional Polar-
Aire air-conditioning made sense. Other
extras that could be specified included
tinted glass and, most important for the
Retrac, a 70-amp heavy-duty battery.
Skyliners came with a comprehensive
troubleshooting instruction booklet
along with a very slow and ponderous
manual backup system.
SPECIFICATIONS
HOOD PROCEDURE
A switch on the steering column
started three motors that opened the
rear deck. Another motor unlocked the
top, while a further motor hoisted the
roof and sent it back to the open
trunk space. A separate servo then
lowered the rear deck back into place.
It all took just one minute, but had to
be done with the engine running.
270 Ford Galaxie 500XL Sunliner
SPECIFICATIONS
INTERIOR
The interior was plush and palatial, with
Mylar-trimmed, deep-pleated buckets flanking
the center console. Seats could be adjusted BRAKES
four ways manually and six ways electronically. In 62 all Fords had
self-adjusting brakes,
6,000-mile (9,660-km)
lube intervals, and life-of-
LIGHTS the-car transmission fluid.
Large, round, rear-light cluster
copied the T-Bird and appeared
on the Falcon as well as the
Fairlane, also debuting in 1962.
REAR ASPECT
The fuel filler-cap lurks behind
the central hinged section
of the anodized beauty
panel. The panel itself
highlights the cars width.
The hardtop version of
the 500XL Sunliner
wasthe Club Victoria,
$250 cheaper than the
convertible and twice as
popular, with 28,000
manufactured in 62.
Ford Galaxie 500XL Sunliner 273
MIRRORLIGHT
The spotlight mirror was a
factory option; on a clear night,
the light could emit a beam
mile (800 meters) ahead.
BODY INSULATION
The Galaxie had an especially quiet ride because it was
soundproofed at various points. Sound-absorbent mastic
was applied to the inside surfaces of the doors, hood,
trunk lid, fenders, and quarter panels.
GALAXIE PERFORMANCE
The Galaxies of 62 marked Ford boss Lee
Iacoccas first sortie into the performance-
obsessed youth market, which two years later
would blossom into the legendary Mustang (see
pages 27885). It was an inspired marketing
gamble that took Ford products through the
Sixties with huge success in both showrooms
and on the racetrack.
ENGINE
Stock Galaxies lumbered around with a
223cid six or 292cid V8. The 500XL
could choose from a range of
Thunderbird V8s that included the
390cid Special, as here, and a 405 bhp
406cid V8 with triple Holley carbs,
which could be ordered for $379.
CHASSIS
Chassis was made up of
wide-contoured frame with
double-channel side rails.
274 Ford Thunderbird (1962)
PRETTY CONVERTIBLE
With the hood down, the Big Bird TILT WHEEL
was one of the most attractive and T-Bird drivers werent that
stiffest convertibles Ford had ever young, and a Swing-Away
made. The heavy unitary-construction steering wheel aided access for
body allowed precious few shakes, the more corpulent driver.
rattles, and rolls. Motor Trend magazine
said: Fords plush style-setter has
plenty of faults... but its still the
classic example of the prestige car.
WHEELS
Lesser T-Birds could
opt for the Roadsters
wire wheels at $343.
Ford Thunderbird (1962) 275
SPECIFICATIONS
INTERIOR
Aircraft imagery in the controls
is obvious. The interior was
designed around a prominent
center console that split the
cabin into two separate
cockpits, delineating positions
of driver and passenger.
ADDED EXTRAS
Tinted glass, power seats and
windows, and AM/FM radio
were the most popular options.
OVERHEAD VIEW
The Sports Roadster could also
bea full four seater. Trouble was,
there was no space in the trunk
for the tonneau, so it had to stay
at home. The large tonneau panel
came off easily but required
twopeople to handle it.
FRONT ASPECT
The front bears an
uncanny resemblance to
the British Ford Corsair,
which is neither surprising
nor coincidental, since
the Corsair was also
made by Uncle Henry.
This third-generation
T-Bird was warmly
received and sold well.
Ford Thunderbird (1962) 277
DIVINE DESIGN
Sales literature suggested
that the T-Bird was the result
of the combined efforts
ofFord and God.
CABIN DESIGN
Interior designer Art Querfield
spent more time on the T-
Birds cabin than on any other
car in his 40 years at Ford.
CLEANER REAR
Ford cleaned up the rear of their
prestige offering after the demise
of the 58 to 60 Squarebird.
Lights were a simple
rounded cluster and the
bumper was straight
and wide.
COLORS
18 single shades
or 24 two-tone
combinations
were offered.
278 Ford Mustang (1965)
SPECIFICATIONS
PILLARLESS COUPE
Both front and rear side windows
wound completely out of sight.
WHEEL OPTIONS
Myriad options included smaller
wheels, wider tires, wire wheel covers,
and knockoff style hub embellishers.
280 Ford Mustang (1965)
INTERIOR
The first Mustangs shared their
instrument layout with more mundane
Ford Falcons, but in a padded dash.
The plastic interior is a little tacky, but
at the price no one was going to
complain. The sports wheel was
a standard 1965 fixture.
WINDSHIELD
Banded, tinted
windshield was
another option.
PROTOTYPE ORIGINS
The Mustang I prototype
of 1962 was a V4 mid-
engined two seaterpretty,
but too exotic. The four-
seater Mustang II show car
debuted at the US Grand
Prix in 1963, and its
successpaved the way for
the production Mustang,
which to this day is still the
fastest selling Ford ever.
BRAKES
Front discs were
a new option
for 1965.
Ford Mustang (1965) 281
OVERHEAD VIEW
This birds-eye view of the Mustang
shows the sense of its proportions,
with a box for the engine, the
people, and their luggage. Interior
space was maximized by doing away
with Detroits bulging, and often
florid, outer panels. The Mustangs
almost understated styling was a
breath of fresh air.
V-SIGN
The 289 cubic inch, cast-iron V8
engine was a glamorous power unit,
seeing service in the iconic AC
Cobra, Sunbeam Tiger, and
TVR Griffiths.
ROOF
Popular vinyl-covered roof
option on the hardtop
simulates the convertible.
CONSUMER CHOICE
The Mustang could be as
cheap or expensive as you
liked. The Mustang is
designed to be designed by
you gushed an early sales
brochure. From a $2,368
entry price, you could
check the option boxes to
turn your personal car
into a hot rod costing
more than double that.
SUSPENSION
Harder suspension and
handling kits could be
ordered as an option.
282 Ford Shelby Mustang GT500 (1967)
LOCK PINS
Racing-style lock
pins were standard
on the hood.
Ford Shelby Mustang GT500 (1967) 283
SPECIFICATIONS
WHEEL OPTION
Wheels are optional
Kelsey-Hayes Magstars.
284 Ford Shelby Mustang GT500 (1967)
PRACTICAL SEATING
All GT350s and 500s boasted the
standard and very practical Mustang
fold-down rear seat along with Shelbys
own padded roll bar. Shelbys
came in fastback only; there
were no hatchbacks,
and convertibles were
only available from 68.
SUSPENSION
Shelbys springing
was similar to the
Mustang with front
sway bar, stiff springs,
and Gabriel shocks.
CENTER LIGHTS
The standard center-grille
high-beam headlights
were forced to the sides in
some states because of
federal legislation.
Ford Shelby Mustang GT500 (1967) 285
TACHOMETER
The standard
tachometer red-lined
at 8000 rpm.
INTERIOR
Stewart-Warner oil and amp gauges and a
tachometer were standard fittings. Two interior
colors were available parchment and black.
Interior decor was brushed aluminum with
molded door panels and courtesy lights.
BRAKES
The rear drum
brakes were assisted
at the front by more
efficient discs.
POWER REFINEMENTS
The introduction of power-
assisted steering and brakes
on the 67 model meant
that the once rough-
riding Shelby had
transformed into a
luxury slingshot
that would soon
become an icon.
LIGHTS
For the Shelby, the
Mustangs rear lights
were replaced with
the 65 T-Birds
sequential lights.
286 Gordon Keeble GT
G ORDON K EEBLE GT
IN 1960, THIS WAS THE MOST ELECTRIFYING CAR the British magazine Autocar & Motor
had ever tested. Designed by Giugiaro in Italy and built in an aircraft hanger in
Southampton, England, it boasted good looks, a fiberglass body, and a 5.4-liter, 300
bhp V8 Chevrolet Corvette engine. But, despite plenty of publicity, good looks, epic
performance, and a glamorous clientele, the Gordon Keeble was a commercial disaster,
with only 104 built. The car built to aircraft standards, read the advertising copy. And
time has proved the Keebles integrity; a space-frame chassis, rustproof body, and that
unburstable V8 has meant that over 90 Gordons have survived, with 60 still regularly
used today. Born in an era where beauty mattered more than balance sheets,
the Gordon Keeble failed for two reasons. First, the workers could not
make enough of them, and second, the management forgot to put a
profit margin in the price. How the auto industry has changed...
STYLE
For a 60s design, the
Gordon Keeble is
crisp,clean, and timeless.
YOUNG DESIGNER
ENGINE Only 21 when he designed the car,
The small block Giugiaro gave the hood a dummy intake
Sting Ray engine scoop and fashionably raked twin
delivered a massive headlights. The roof was lengthened and
300 bhp of high- the slant of the C-pillar decreased to give
compression power. wider glass areas and maximum visibility.
HIGH-QUALITY BODY
In its day the Keebles hand-
finished, glass-reinforced plastic
body was among the best.
SPECIFICATIONS
H OLDEN FX
AT THE END OF WORLD WAR II, Australia had a probleman acute shortage of cars
and a newly civilianized army with money to burn. Loaded with government handouts,
General Motors-Holden came up with a four-door, six-cylinder, six-seater that would
become an Australian legend on wheels. Launched in 1948, the 48-215, more generally
known as the FX, was Australias Morris Minor (see pages 37881). Tubby, conventional,
and as big as a Buick, it had a sweet, torquey engine, steel monocoque body, hydraulic
brakes, and a three-speed column shift. Light and functional, the FX so impressed Lord
Nuffield (of Morris fame) with its uncomplicated efficiency that he had one shipped to
England for his engineers to pull apart. The
Australians did not care about the FXs
humble underpinnings and bought
120,000 with grateful enthusiasm.
CLEARANCE
High ground clearance
was especially designed
for bad roads.
Holden FX 289
US INFLUENCE DASHBOARD
The Humpy Holden was a The dash echoes the
warmed-over prewar design Australian culture for
for a small Chevrolet sedan utilitarianism, with
that General Motors US had center speedo, two
created in 1938. A Detroit- occasional gauges,
Adelaide collaboration, the three-speed column
FX eventually emerged as a change, and only five
plain shape that would not ancillary switches. The
date. Australians still speak of SPEEDO umbrella handbrake and
the FX in hallowed tones, Speedo calibrated chrome horn ring were
remembering it as one of the to 100 mph hangovers from Detroit
decades most reliable cars. (161 km/h) was design influences.
a tad optimistic.
ENGINE
Power came from a sturdy 2170cc
cast-iron straight-six, with an integral
block and crankcase, push-rod
overhead valves, and a single-barrel
downdraught Stromberg carburetor.
Holden FX 291
FRONT ASPECT
Recumbent lion hood SPECIFICATIONS
mascot lent the FX an
illusion of pedigree. In MODEL Holden 48-215 FX (194853)
reality, Holden had no PRODUCTION 120,402
bloodline at all, but that BODY STYLE Six-seater, four-door
family sedan.
didnt matter since it went CONSTRUCTION All-steel Aerobilt
on to become the standard monocoque body.
transportation of the ENGINE Six-cylinder cast-iron 2170cc.
Australian middle classes. POWER OUTPUT 60 bhp at 4500 rpm.
TRANSMISSION Three-speed manual.
SUSPENSION Front: coil and wishbone;
Rear: leaf spring live axle.
OUTPUT BRAKES Four-wheel hydraulic drums.
The engine MAXIMUM SPEED 73 mph (117 km/h)
developed a 060 MPH (096 KM/H) 27.7 sec
modest 60 bhp. A.F.C. 30 mpg (11 km/l)
SUSPENSION
The Holden was too powerful
for its suspension and many
ended up on their roofs.
BROCHURES
General Motors-Holden started
life as a saddlery and leather goods
manufacturer, later diversifying
into car body builders.
292 Hudson Super Six
LOW RIDER
Chassis frame ran outside
the rear wheels, serving as
invisible side bumpers.
Hudson Super Six 293
SPECIFICATIONS
SUSPENSION
Front suspension was by
wishbones, coil springs,
and telescopic shocks.
294 Hudson Hornet
H UDSON Hornet
HUDSON DID ITS BEST IN 54 to clean up the aged 1948 body. Smoother flanks
and a lower, wider frontal aspect helped, along with a new dash and brighter fabrics
and vinyls. And at long last the windshield was one piece. Mechanically it wasnt
bad either. In fact, some say the last Step-Down was the best ever. With the straight
six came a Twin-H power option, a hot camshaft, and an alloy head that could crank
out 170 bhp; it was promptly dubbed The Fabulous Hornet. The problem was
that everybody had V8s, and by mid-54 Hudson had hemorrhaged over $6 million.
In April of that year, Hudson, which had been around since 1909, was swallowed up
by the Nash-Kelvinator Corporation. Yet the Hornet has been rightly recognized
as a milestone car and one of the quickest sixes of the era. If Hudson is to be
remembered for anything, it should be for its innovative engineers, who could
wring the best from ancient designs and tiny budgets.
POWERFUL STEP-DOWNS
These Hudsons were known as ENGINE
Step-Downs because you literally Amazingly, Hudson
stepped down into the car. never offered V8
Among the fastest cars of the power, which was to
Fifties, they boasted above- hasten its downfall.
average power and crisp handling.
SUSPENSION
Coil springs provided an
adequate ride up front.
Hudson Hornet 295
SPECIFICATIONS
FUEL CONSUMPTION
Despite their aerodynamic
styling , Hornets drank a
thirsty 17 mpg (6 km/l).
FENDERS
Full-depth fender skirts
accentuated the low look.
296 Jaguar XK120
J AGUAR XK120
A CAR-STARVED BRITAIN, still trundling around in perpendicular, prewar hangover
cars, glimpsed the future in October of 1948 at the Earls Court Motor Show
in London. The star of the show was the Jaguar Super Sports. It was sensational
to look at from any angle, with a purity of line that did not need chrome
embellishment. It was also sensationally fast; in production as the Jaguar XK120
it would soon be proven that 120 really did stand for 120 mph (193 km/h),
making it the fastest standard production car in the world. The only trouble was
that you could not actually buy one. The XK120 was originally planned as a short
production run, prestige showstopper, but overwhelming interest at the 1948 show
changed all that. Hand-built alloy-bodied cars dribbled out of the Jaguar factory in
1949, and you needed a name like Clark Gable to get your hands on one. Tooling
was ready in 1950, and production really took off. Today
the XK120 is a platinum-plated investment.
FIXED-HEAD HEAVEN
Many rate the fixed-head coupe COCKPIT
as the most gorgeous of all The cockpit was a
XK120s, with a roof line and little cosyif not
teardrop window reminiscent of downright cramped.
the beautiful Bugatti Type 57SC
Atlantic. The fixed-head model
did not appear until March
1951 and is much rarer
than the roadster.
TIRES
Skinny cross-ply tires
gave more thrills than
needed on hard cornering.
Jaguar XK120 297
SPECIFICATIONS
ROADSTER REVIVAL
Even though numbers of roadsters
were trimmed further in the late
Eighties scrabble to restore them, their
flowing curves and perfect proportions
are now more widely appreciated.
LIMITED VISION
Fixed-head coupes had
limited rear vision, but
at least you stayed dry
in a British summer.
MIDAS TOUCH
With the XK120, once again
Jaguar Boss William Lyons had
pulled off his favorite trick:
offering sensational value for
money compared with anything
else in its class. In fact, this time
there was nothing else in its class.
INTERIOR
Surrounded by leather and thick-pile
carpet, you feel good just sitting in an
XK120a lush interior, purposeful
instruments, and the bark of the exhaust.
Jaguar XK120 299
ENGINE
The famed XK six-cylinder
engine was designed by Bill
Heynes and Wally Hassan, and
went on to power the E-Type (see
pages 30609) and other Jaguars up
until 1986. Even this was styled; TWIN CARBS
William Lyons insisted that it have The XK120
twin camshafts to make it resemble breathed through twin
GP cars of the Thirties. SU carburetors.
300 Jaguar C-Type
J AGUAR C-Type
THE C-TYPE IS THE CAR that launched the Jaguar racing legend and began a Le Mans
love affair for the men from Coventry. In the 1950s, Jaguar boss Bill Lyons was intent
on winning Le Mans laurels for Britain, just as Bentley had done a quarter of a
century before. After testing mildly modified XK120s in 1950, Jaguar came up with a
competition version, the XK120C (C-Type) for 1951. A C-Type won that year, failed
in 1952, then won again in 1953. By then the C-Types place in history was assured,
for it had laid the cornerstone of the Jaguar sporting legend that blossomed through
its successor, the D-Type, which bagged three Le Mans 24-hour wins in four years.
C-Types were sold to private customers, most of whom used them for racing rather
than road use. They were tractable road cars though, often driven to and from
meetings; after their days as competitive racers were over, many were used as
high-performance highway tourers.
LUGGAGE SPACE
A car built for racing does
not need to carry baggage; rear
deck covers the massive fuel tank.
Jaguar C-Type 301
SPECIFICATIONS
RACE MODELS
HOOD The C-Type was always most at
Hood hinged home on the track, though more
forward to ease at Le Manswhere it won the
midrace 24-hour classic in two out of
adjustments. three attemptsthan on shorter
circuits such as Silverstone.
ENGINE
The engine was taken from
the XK120 and placed into BLOCK POSITION
the competition version. Engine snuggled
Horsepower of the silky six neatly into its bay,
was boosted each year until ready for action.
some 220 bhp was available.
Jaguar C-Type 303
AIRCRAFT INFLUENCE
Designer Malcolm Sayers aircraft industry
background shows through in the smooth
aerodynamic styling. Louvers on the hood help
hot air escape; the engine cover is secured by
quick-release handles and leather safety straps.
INTERIOR
The cockpit was designed for business, not
comfort, but was roomy enough for two adults;
passengers were provided with a grab handle in
case the driver thought he was at Le Mans. In
racing trim, cars ran with a single airshield; this
car has an additional full-width windshield.
304 Jaguar XK150
J AGUAR XK150
THE XK150 APPEARED IN the Spring of 1957 and was the most refined of the
XK trio. One of the last Jaguars to have a separate chassis, the 150 marked the
beginning of the civilization of the Jaguar sports car. With its wider girth and
creature comforts, it was to hold the markets interest until the then-secret E-Type
project (see pages 30609) was ready for unveiling in 1961. In the late 1950s, the
XK150 was a seriously glamorous machine, almost as sleek as an Aston Martin,
but cheaper. March 1958 saw more power with the S performance
package, which brought the 3.4 up to 250 bhp; and in 1959 the 3.8s
output soared to 265 bhp. Available as a roadster, drophead, or
fixed-headcoupe, the 150 sold a creditable 9,400 examples in
its four-year run. Despite being eclipsed by the E-Type, the
150 was charismatic enough to be the personal transport for
racing ace Mike Hawthorn and startlet Anita Ekberg.
SEDAN REAR
From the rear, the fixed-head has
definite sedan lines, with its curved rear
window, big wraparound bumper, wide
track, and cavernous trunk.
REDUCED PRICE
XK150s have fallen in price and can now be
bought for the same price as an Austin Healey
3000 (see pages 5255), a Daimler Dart (see pages
19093), or a Sunbeam Tiger (see pages 43839).
Jaguar XK150 305
J AGUAR E-Type
WHEN JAGUAR BOSS WILLIAM LYONS, by now Sir William, unveiled the E-Type
Jaguar at the Geneva Motor Show in March 1961, its ecstatic reception rekindled
memories of the 1948 British launch of the XK120 (see pages 29699). The E-Type,
or XKE as it is known in America, created a sensation. British car magazines had
produced road tests of pre-production models to coincide with the launchand
yes, the fixed-head coupe really could do 150.4 mph (242 km/h). OK, so the road-
test cars were perhaps fine-tuned a little, and early owners found 145 mph (233
km/h) a more realistic maximum, but the legend was born. It was not just a
stunning, svelte sports car though; it was a trademark Jaguar sporting package,
once again marrying sensational performance with superb value for money.
Astons and Ferraris, for example, were more than double the price.
BEST-OF-BREED
The impact the shape made at its launch on March HANDLING
15, 1961 at the Geneva Motor Show, is now the Jaguar designed an all-new
stuff of Jaguar lore. Those first E-Type roadsters independent setup at the rear.
and fixed-head coupes, produced until June 1962, Handling in the wet and at top speed
are now referred to as flat-floor models, and is often criticized, but for its day the
they are the most prized of all. In fact, their flat E-Type was immensely capable.
floor was something of a flaw, and recessed foot
wells were later incorporated to increase
comfort for taller drivers.
WHEELS
Wire wheels were standard
road wear for six-cylinder
E-Types; steel discs were
attached to V12s.
Jaguar E-Type 307
LENS COVERS
The stylish but
inefficient lens covers
were removed in 1967.
BRAKES
All-around disc brakes as
standard were part of the
spec from first E-Types.
308 Jaguar E-Type
TOP
Top was neatly tucked
away beneath a fitted
tonneau cover.
BUMPERS
Chromed slimline
bumpers were
beautiful but offered
no protection.
SPECIFICATIONS
TELL TAIL
MODEL E-Type Jaguar (196174)
The thin bumpers with lights above are
PRODUCTION 72,520 an easy giveaway for E-Type spotters.
BODY STYLES Two-seater roadster and From 1968, with the introduction of the
fixed coupe, 2+2 fixed-head coupe. Series 2, bulkier lamp clusters appeared
CONSTRUCTION Steel monocoque. below the bumpers. A detachable
ENGINES 3781cc straight-six; 4235cc hardtop was available as an option.
straight-six; 5343cc V12.
POWER OUTPUT 265 to 272 bhp.
TRANSMISSION Four-speed manual,
optional automatic from 1966.
SUSPENSION Front: independent,
wishbones and torsion bar;
US MARKET
Rear: independent, coil and radius arm. The E-Types amazing export success is
BRAKES Discs all around. summed up by the fact that of every three
MAXIMUM SPEED 150 mph (241 km/h) built, two were exported. Fixed-head coupes
(3.8 & 4.2); 143 mph (230 km/h) (5.3) actually accounted for a little over half of all
060 MPH (096 KM/H) 77.2 sec E-Type production, yet the roadster was the
0100 MPH (0161 KM/H) 16.2 sec (3.8) major export winner, with most going to
A.F.C. 1620 mpg (5.77 km/l) the US. Ironically, though, it was American
emission regulations that were increasingly
strangling the Cats performance.
Jaguar E-Type 309
INTERIOR
The interior of this Series 1 4.2 is the
WIPERS epitome of sporting luxury, with leather
Unusual and sporty- seats, wood-rim wheel, and an array of
looking triple wipers gave instruments and toggle switcheslater
way to a two-blade system replaced by less sporting rocker and less
with the 1971 V12. injurious rocker switches. The 3.8s had
an aluminum-finished center console
panel and transmission tunnel.
CLASSY HOOD
This view of the
E-Types bulging,
sculptured hood is still
the best of any car.
310 Jensen Interceptor
J ENSEN Interceptor
THE JENSEN INTERCEPTOR WAS one of those great cars that comes along every
decade or so. Built in a small Birmingham, England, factory, a triumph of tenacity
over resources, the Interceptors lantern-jawed looks and tire-smoking power made
the tiny Jensen company a household name. A glamorous cocktail of an Italian-
styled body, American V8 engine, and genteel British craftsmanship, it became
the car for successful Britons of the late 1960s and 1970s. The Interceptor was
handsome, fashionable, and formidably fast, but its tragic flaw was a big appetite
for fuel10 mpg (3.5 km/l) if you enjoyed yourself. After driving straight into
twooil crises and a worldwide recession, as well as suffering serious losses
from theill-fated Jensen-Healey project, Jensen filed for bankruptcy in 1975
and finally closed its doors in May 1976.
TIMELESS STYLING WINDOW
The Interceptors futuristic shape hardly Rear window lifted up to reveal
changed over its 10-year life span and was a large lug gage compartment.
widely acknowledged to be one of the most
innovative designs of its decade. The classic
shape was crafted by Italian styling house
Vignale. From bare designs to
running prototype took
just three months.
BODYWORK
Bodies were all-steel, with little
attention paid to corrosion proofing.
Early cars were tragic rust-raisers.
Jensen Interceptor 311
SPECIFICATIONS
TIRES
Dunlop SPs
replaced skinny
pre-68 RS5s.
312 Kaiser Darrin
K AISER Darrin
THE SPORTS CAR THE WORLD has been awaiting was a monster flop. Designed by
Howard Dutch Darrin, Kaisers odd hybrid came about in 1953 as an accident.
Henry J. Kaiser, the ill-mannered chairman of the Kaiser Corporation, had so riled
Darrin that he disappeared into his California studio, spent his own money, and
created a purse-lipped two-seater that looked like it wanted to give you a kiss. Its
futuristic fiberglass body rode on a Henry J. chassis and was powered by a Willys six-
pot mill. Alas, the body rippled and cracked, the sliding doors wouldnt slide, and the
weedy 90 bhp flathead was no match for Chevys Corvette. At a costly $3,668, the
Darrin was in Cadillac territory, and only 435 found buyers. Late in 54, Kaiser-
Willys went under, taking the Darrin with them. Few mourned eithers demise.
REAR FENDER
Rear fender and taillight treatment
is restrained for the year and
redolent of an XK Jaguar.
Kaiser Darrin 313
SPECIFICATIONS
SLIDING DOORS
Howard Darrin first conceived his
contentious sliding doors back in 1922. LIMITED SIX
The trouble was that they rattled, The six-cylinder unit
jammed, and didnt open all the way. produced a top speed of only
100 mph (161 km/h).
SLEEK SELL
Ads called it the
outstanding pleasure
car of our day.
314 Kaiser Darrin
LATE DELIVERIES
The Darrin took its time coming. It
was first announced on September 26,
1952, with 60 initial prototypes
eventually displayed to the
public on February 11, 1953.
Final production cars
reached owners as late
as January 6, 1954.
RISING ARCH
Undeniably pretty, the fender
line slopes down through the door
and meets a dramatic kick-up
over the rear wheel arch.
SIDE WINDOWS
CABIN SPACE Swiveling Plexiglas side
Hardtop made the cabin windows reduced
much less claustrophobic cockpit buffeting.
and cramped than that of
the soft-top model.
BELT UP
The Darrin was remarkable
for being only the third
US production car to
feature seat belts
as standard. The
other two cars
were a Muntz
and a Nash.
HEADLIGHTS
The prototype headlight
height was too low for
state lighting laws, so
Kaiser stylists hiked
up the front fender line
for the real thing.
Kaiser Darrin 315
CHASSIS
Stock Henry J. chassis
and engine didnt do much
for the Darrins bloodline.
ENGINE
Kaiser opted for an F-head Willys version of the
Henry J. six-pot motor; but with just one carb,
it boasted only 10 more horses than standard.
After the company folded, Darrin dropped
300 bhp supercharged Caddy V8s into the
remaining cars, which went like the wind.
VW-STYLE PRICING
Front aspect looks very The 90 bhp Darrin
much like an early cost $145 more than the
VW Karmann Ghia. 150 bhp Chevy Corvette.
AN UNHAPPY ALLIANCE
Henry J. Kaiser was livid that
Howard Darrin had worked on the
car without his permission. In the
end, the Darrin was actually
saved by Henry J.s wife,
who reckoned it was
the most beautiful
thing shed ever seen.
BRIT REAR
Rear aspect is
surprisingly British-
looking for a
California design.
316 Kaiser Henry J. Corsair
SMALLER MODEL
The stubborn head of Kaiser FENDERS
industries insisted that the Henry J., Bolt-on front and rear
originally designed as a full-size car fenders were part of
by designer Howard Dutch the Henry J.s money-
Darrin, be scaled down. saving philosophy.
WHEELBASE
The 100 in (2.54 m)
wheelbase was short, but
the interior space generous.
Kaiser Henry J. Corsair 317
DASH CONTROLS
The few controls SPECIFICATIONS
included starter,
ignition, light, and MODEL Kaiser Henry J. Corsair Deluxe
(1952)
choke switches.
PRODUCTION 12,900 (1952)
BODY STYLE Two-door, five-seater sedan.
CONSTRUCTION Steel body and chassis.
ENGINES 134cid four, 161cid six.
POWER OUTPUT 6880 bhp.
TRANSMISSION Three-speed manual with
optional overdrive, optional three-speed
INSIDE THE CORSAIR Hydra-Matic automatic.
The interior was seriously austere. Apart ROOF LINE SUSPENSION Front: coil springs;
Rear: leaf springs with live axle.
from overdrive and auto transmission, High roof line owed its
BRAKES Front and rear drums.
very few options were available. existence to the fact
MAXIMUM SPEED 87 mph
that Kaisers chairman (140 km/h)
always wore a hat. 060 MPH (096 KM/H) 17 sec
A.F.C. 34 mpg (12 km/l)
COLORS
Blue Satin was one of
nine colors available.
TRUNK SPACE
With the rear seat folded down,
the luggage space was among the
largest of any passenger sedan.
318 Lamborghini Miura
L AMBORGHINI Miura
THE LAUNCH OF THE LAMBORGHINI MIURA at the 1966 Geneva Motor Show was
the decades automotive sensation. Staggeringly beautiful, technically preeminent,
and unbelievably quick, it was created by a triumvirate of engineering wizards
all in their twenties. For the greater part of its production life the Miura was
reckoned to be the most desirable car money could buy, combining drop-dead
looks, awesome performance, and unerring stability, as well as an emotive top
speed of 175 mph (282 km/h). From its dramatic swooping lineseven
Lamborghini thought it was too futuristic to sellto its outrageously exotic
colors, the Miura perfectly mirrored the middle Sixties. But, as the oil crises
of the Seventies took hold, the Miura slipped into obscurity, replaced in 1973
by the not so lovely, and some say inferior, Countach (see pages 32225).
GT40 LINKS INSULATION
In looks and layout the mid-engined In an attempt to silence a violently
Lambo owes much to the Ford GT40 loud engine, Lamborghini put
(see pages 25861) but was engineered by 4 in (10 cm) of polystyrene
Gianpaolo Dallara. At the core of the insulation between engine and cabin.
Miura is a steel platform chassis frame with
outriggers front and rear to support the
major mechanicals. The end-of-the-line SV
was the most refined Miura, with more
power, a stiffer chassis, and
redesignedsuspension.
REAR FENDER
The rear fender profile
was different on the SV
than on earlier models.
Lamborghini Miura 319
LIGHTS HEIGHT
Standard Miura The Miura only came
headlights were shared up to waist height
by the Fiat 850. just 42 in (107 cm).
ACCELERATION
Acceleration still compares
well with modern supercars.
320 Lamborghini Miura
TAIL-END ACTION
Because the Miura sits so low, it ENGINE
displays virtually zero body roll; The V12 4-liter engine was mid-mounted
therefore there is little warning transversely to prevent the cars
before the tail slips wheelbase from being too
away, which, with long. The gearbox, final drive,
all that power, and crankcase were all cast in
is likely to one piece to save space. Beneath
happen at the pipery slumber 12 pistons,
high speeds. four chain-driven camshafts,
24 valves, and four carburettors.
Lamborghini Miura 321
SPECIFICATIONS
INTERIOR
The cockpit is basic but finely detailed,
with a huge Jaeger speedo and tacho. Six
minor gauges on the left of the console
tell the mechanical story. The alloy gear-
lever gate is a handmade work of art.
322 Lamborghini Countach 5000S
WHEELS
Steamroller-like 12J five-
porthole alloy wheels sat
on ultralow profile tires.
Lamborghini Countach 5000S 323
INTERIOR
The cabin was crude, with
unsubtle interior architecture.
Switches and
wands were
Fiat- and Lancia-
sourced. Scant body
protection means
that most Countachs
acquire a tapestry
of scars.
SUSPENSION
Independent front
and rear suspension
had double wishbones
and coil springs.
CELEBRATIONS
The 25-year anniversary
of Lamborghini
SPECIFICATIONS production in 1985
was celebrated with
MODEL Lamborghini Countach (197390) the 5000S and the elite
PRODUCTION Approx 1,000 Quattrovalvole 5000S.
BODY STYLE Mid-engined, two-seater
sports coupe.
CONSTRUCTION Alloy body,
space-frame chassis.
ENGINE 4754cc four-cam V12.
POWER OUTPUT 375 bhp at 7000 rpm.
TRANSMISSION Five-speed manual.
SUSPENSION Independent front and rear
with double wishbones and coil springs.
BRAKES Four-wheel vented discs.
MAXIMUM SPEED 187 mph (301 km/h)
060 MPH (096 KM/H) 5.1 sec
0100 MPH (0161 KM/H) 13.3 sec
A.F.C. 9 mpg (3.2 km/l)
Lamborghini Countach 5000S 325
GRAND AUTO
Everything on the Countach
is built on a grand scale.
Four exhausts, four
camshafts, 12
cylinders, half a
dozen 45DCOE
Webers, and the
widest track
of anycar on
the road.
AMPLE GIRTH
MANEUVERABILITY It took an epoch to get used
Reversing the Countach is a bit like to the extra wide body.
launching the Queen Mary. The
preferred technique is to open the ECONOMY?
scissor door and sit on the sill while The 4.75-liter power unit spared no
looking over your shoulder. thought for fuel economy and drank one
gallon of fuel every 9 miles (3.2 km/l).
326 Lancia Aurelia B24 Spider
TWIN PIPES
Piling on the revs, the throbbing, gruff
sound rose to a rich gurgle that is
singularly tuneful from the twin exhausts.
Lancia Aurelia B24 Spider 327
RIGHT-HAND DRIVE
Until the Aurelia, Lancia had
eccentrically persisted with right-hand
steering, even for the home market.
The adoption of left-hand drive
makesthis right-hander a real rarity.
INTERIOR
The panel has just three major dials and a group of
switches on a painted metal dash. It was devoid of the
walnut-leather trimmings which British carmakers of
the time considered essential for a luxury sports car.
The elegant, adjustable Nardi steering wheel was
standard equipment on the Spider.
ENGINE
Aurelias featured the worlds first BALANCE
mass-production V6, an all-alloy unit For perfect balance, the weight
which progressively grew from 1754cc of the engine was offset by
to 1991cc, to the 2451cc used locating clutch and gearbox in a
in the B24 Spider. unit with differential at the rear.
Lancia Aurelia B24 Spider 329
SWEEPING FENDERS
The curvaceous Pininfarina shape is characterized
by the sweeping front fenders and long luggage
compartment. The Spiders high-silled monocoque
construction meant that the doors were small.
Protection from the elements was fairly basic;
the B24 had a simple
hood with plastic
side windows.
FLAG BADGES
These represent the joint input of Lancia,
designers and manufacturers of the
mechanical parts, and Pininfarina, who
styled the body and built the cars.
SPECIFICATIONS
L ANCIA Stratos
THE LANCIA STRATOS WAS BUILT as a rally winner first and a road car second.
Fiat-owned Lancia took the bold step of designing an all-new car solely to win
the World Rally Championship, and with a V6 Ferrari Dino engine (see pages
23437) on board, the Stratos had success in 1974, 75, and 76. Rallying rules
demanded that at least 500 cars be built, but Lancia needed only 40 for its rally
program; the rest lay unsold in showrooms across Europe for years and were
even given away as prizes to high-selling Lancia dealers. Never a commercial
proposition, the Stratos was an amazing mix of elegance, hard-charging
performance, and thrill-a-minute handling.
ASSEMBLY
STUBBY STYLE Bertone built the bodies, while
Shorter than a Mk II Escort, and Lancia added their sometimes-
with the wheelbase of a Fiat 850, the clumsy finishing touches at the
stubby Stratos wedge looks almost as WHEELS Chivasso factory in Turin.
wide as it is long. The front and back Campagnallo alloys sat
of the car are fiberglass with a steel onPirelli P7F rubber
center-section. The constant radius F stands for a soft
windshield is cut from a cylindrical compound to give a gentler
section of thin glass to avoid loss of adhesion.
distortion. Whatever the views on
the Stratos styling, though, there is
no doubting the fact that the glorious
metallic soundtrack
is wonderful.
SHARP END
Flimsy nose section concealed
spare wheel, radiator,
and twin thermostatically
controlled cooling fans.
Lancia Stratos 331
SPECIFICATIONS
SUSPENSION
Rear springing was
by Lancia Beta-style
struts, with lower
wishbones.
332 Lancia Stratos
INTERIOR
The Stratos was hopeless as a day-to-day machine, with
a claustrophobic cockpit and woeful rear vision. The
width of 67 in (1.72 m) and the narrow cabin meant
that the steering wheel was virtually in the middle of
the car. Quality control was dire, with huge panel gaps,
mischievous wiring, and ventilation that did not work.
A DRIVERS CAR
Driving a Stratos hard
isnt easy. You sit almost
in the middle of the car
with the pedals offset to
the left and the steering
wheel to the right.
Ferocious acceleration,
monumental oversteer,
and lots of heat from the
engine make the Stratos
a real handful.
Lancia Stratos 333
RALLY SUCCESS
Lancia commissioned
Bertone to build a take-
no-prisoners rally
weapon, and the Stratos
debuted at the 1971
Turin Show. Despite
scooping three World
Championships, sales of
Stratos road cars were so
slow that they were still
available new up until 1980.
REAR COWL
Molded fiberglass rear
cowl lifted up by
undoing two clips,
giving access to
midships-mounted
power plant.
ENGINE
Lifted straight out of the Dino 246, DEEP WINDOWS
the 190 bhp transverse, mid-mounted Plexiglas side windows
V6 has four chain-driven camshafts are so deeply recessed
spinning in alloy heads, which sit just within the bodywork
6 in (15 cm) from your ear. Clutch that they can be fully
and throttle are incredibly stiff, which opened without causing
makes smooth driving an art form. any wind turbulence.
334 Lexus LFA
L EXUS LFA
FOR THEIR 20TH BIRTHDAY LEXUS went crazy and built a supercar. But what a
car! The LFA is like no other Lexus, with F1 technology, 65 percent carbon-
fiber construction, 200 mph (322 km/h) top speed, and one of the best engine
notes in the world. The 4.8-liter V10 is so fast-spinning that it can rev from
idle to 9,000 rpm in 0.6 secondstoo fast even for a conventional tachometer.
The six-speed sequential gearbox has just one clutch for faster changes and a
choice of seven different shift speeds. Dry sump lubrication, alloy subframes,
and a rear transaxle highlight the LFAs F1 origins. With such cutting-edge
technology, Lexus lost money on every LFA they built.
LIMITED EDITION
A team of 175 engineers built the LFA in a dedicated
factory, turning out one car a day. Numbers were
limited to only 500 units and customers were specially
chosen because they would not resell their cars for SOUND SYMPHONY
a profit. The last examples built were Nrburgring Engine note is
spec, good for 562 bhp and the most expensive EYES FRONT piped into cabin by
Japanese road cars ever sold. Engine is front-mounted twin sound ducts.
for perfect weight
distribution.
CARBON CAPTURE
Body is special carbon
reinforced polymer for
extreme lightness.
Lexus LFA 335
SPECIFICATIONS
TOOLED UP
Carbon tub is made STOPPING POWER
using one of only two Rear Brembo brakes
laser looms in the world. have four pistons and WING FORCE
ceramic discs. Speed-sensitive rear wing
rises at over 50 mph (80.5
km/h) to aid down force.
336 Lincoln Continental (1964)
LINEAR PROFILE
Apart from the gentle dip in the ENGINE
waistline at the back of the rear doors, Power was supplied by a huge 430cid
the roof and fender lines form two V8 that generated 320 bhp. Each
uninterrupted, almost parallel lines. Low, engine was tested at near maximum
wide, and mighty, the 60s Continental revs for three hours and then
was considered the epitome of good stripped down for inspection.
taste and discrimination.
Lincoln Continental (1964) 337
SPECIFICATIONS
EASY ACCESS
The suicide rear-hinged
doors hark back to classic
prewar construction. On older
Continental Convertibles, opening CRUISE CONTROL STEERING WHEEL
all four doors at once can actually Even in 64 you could Least popular option in
flex the floor and chassis. have cruise control, for 64 was the adjustable
a mere $96. steering wheel.
CONVERTIBLE RARITIES
Rag-top Continentals were really
convertible sedans with standard
power tops. The 64 rag-tops
cost only $646 more than
the four-door sedans, yet
they remain much
rarer: only about
10 percent of all
6167 Lincolns
produced were
convertibles.
TIRES
Whitewalls were just
one of numerous
features that came
asstandard.
Lincoln Continental (1964) 339
SUSPENSION
QUALITY NOT QUANTITY Suspension damping
The previous Conti was a was considered the
leviathan, but not the 61. The best on any car.
61 restyle reflected the philosophy
that big was not necessarily better.
STATE-OF-THE-ART TOP
Eleven relays and a maze of linkages
made the Continentals top disappear
neatly into the trunk. The wiring
was sealed and never needed
maintenance. Along with the
top, the side glass and
window frames also
disappeared from
view at the touch
of a button.
CONSUMPTION
The Mark III
Continental returned
fuel figures of just
14 mpg (5 km/l).
340 Lotus Elite
L OTUS Elite
IF EVER A CAR WAS A BRAND landmark, this is it. The Elite was the first Lotus
designed for road use rather than outright racing, paving the way for a string of
stunning sports and GT cars that, at the least, were always innovative. But the
first Elite was much more than that. Its all-fiberglass constructionchassis as well
as bodywas a bold departure that, coupled with many other innovations, marked
the Elite as truly exceptional, and all the more so considering the small-scale
operation that created it. Whats more, its built-in Lotus race-breeding gave it
phenomenal handling and this, together with an unparalleled power-to-weight
ratio, brought an almost unbroken run of racing successes. It also happens to
be one of the prettiest cars of its era; in short, a superb GT in miniature.
CHAPMAN CREATION
The Elite was the brainchild of FILLER CAP
company founder and great racing Quick-release fuel
innovator, Anthony Colin Bruce cap was an option
Chapman. The elegant coupe was many chose.
a remarkable departure for the
small companyand, to most,
a complete surprise when it
appeared at the London Motor
Show in October 1957.
Lotus Elite 341
LOW DRAG
Low frontal area, with air intake below
the bumper lip, helped Elite speed and
economy. Drag coefficient was 0.29,
a figure most other manufacturers
would not match for
20 years.
HANDLE
Tiny door handle
was little more
WINDSHIELD RACE SUCCESS than a hook.
Concealed steel hoop around Elites were uncatchable in
windshield added stiffness and their class, claiming Le Mans
gave some rollover protection. class wins six years in a row WHEELS
from 1959 to 1964. 48-spoke center-lock
Dunlop wire wheels
were standard.
342 Lotus Elite
AIR EVASION
SPECIFICATIONS The Elites aerodynamic makeup INTERIOR
is remarkable considering there were Even tall owners were universal
MODEL Lotus Elite (195763) no full-scale wind-tunnel tests, only in their praise for driving
PRODUCTION 988 low-speed air-flow experiments. comfort. The award winning
BODY STYLE Two-door, two-seater The height of just 46 in (1.17 m) interior was crisp and neat, with
sports coupe.
CONSTRUCTION Fiberglass monocoque.
helped, as did the fully enclosed light, modern materials.
ENGINE Four-cylinder single ohc Coventry
undertray below.
Climax, 1216cc.
POWER OUTPUT 75105 bhp at
61006800 rpm.
TRANSMISSION Four-speed MG
or ZF gearbox.
SUSPENSION Independent all around
by wishbones and coil springs at front and
MacPherson-type Chapman strut at rear.
BRAKES Discs all around (inboard at rear).
MAXIMUM SPEED 118 mph (190 km/h)
060 MPH (096 KM/H) 11.1 sec
A.F.C. 35 mpg (12.5 km/l)
ECONOMY
Contemporary road
tests recorded a
remarkable 25 mpg
(8.8 km/l) at
a steady 100 mph
(161 km/h).
SUSPENSION
Suspension was
derived from the
Lotus Formula 2
car of 1956.
Lotus Elite 343
STRESSED ROOF
The roof was part of the Elites stressed
structure, which meant that popular calls
for a convertibleespecially from
Americacould not be answered.
The solution came when the Elan
was launched in 1962.
ROOF
SE (Special
Equipment) models
had silver roof as a
delete option.
UNIT ORIGINS
Engine was developed
BUMPERS from a wartime fire-
Both front and pump engine.
rear bumpers hid
body molding seams.
ENGINE
The lightweight 1216cc
four-cylinder engine was
developed by Coventry
Climax from their
successful racing units.
The units power rose
from an initial 75 bhp to
83 bhp in the Elites second
series, but it was possible to
extract over 100 bhp with options.
344 Lotus Elan Sprint
TRUNK SPACE
The Elan was popular as a
touring car because, despite
housing the battery, its trunk
was larger than average.
Lotus Elan Sprint 345
SPECIFICATIONS
STYLING
Perfectly proportioned from any WRAPAROUND BUMPERS
angle, the Elan really looked Front bumper was foam-filled
like it meant business. fiberglass and the Elan was one
of the first cars to be equipped
with bumpers that followed
the cars contours.
BRAKES
Servo-assisted disc
brakes provided
tremendous
stopping power.
346 Maserati Ghibli
M ASERATI Ghibli
MANY BELIEVE THE GHIBLI is the greatest of all road-going Maseratis. It was the
sensation of the 1966 Turin Show, and over 30 years later is widely regarded as
Maseratis ultimate front-engined road cara supercar blend of luxury, performance,
and stunning good looks that never again quite came together so sublimely on
anything with the three-pointed trident. Pitched squarely against the Ferrari Daytona
(see page 233) and Lamborghini Miura (see page 31821), it outsold both. Its engineering
may have been dated, but it had the perfect pedigree, with plenty of power from its
throaty V8 engine and a flawless Ghia design. It is an uncompromised supercar, yet
it is also a consummate continent-eating grand tourer with 24-karat cachet. Muscular
and perhaps even menacing, but not overbearingly macho, it is well mannered enough
for the tastes of the mature super-rich. There will only be one dilemma; do you take
the windy back roads or blast along the highways? Why not a little of both.
RACING STANCE
The Ghiblis dramatic styling is WIDE VIEW
uncompromised, a sublime and The windshield was huge,
extravagant 15 ft (4.57 m) of attitude that but the mighty hood could
can only accommodate two people. From make the Ghibli difficult
its bladelike front to its short, bobbed tail, to maneuver.
it looks fast even in static pose. It has also
aged all the better for its lack of finicky
detail; the Ghiblis detail is simple and
clean, worn modestly like fine,
expensive jewelry.
WHEELBASE
The Ghiblis
wheelbase measured
100 in (255 cm).
Maserati Ghibli 347
BRAKES
Vented Girling discs
with vacuum assist
were on all four wheels.
348 Maserati Ghibli
INTERIOR
A clich certainly, but here you really feel you
are on an aircraft flight deck. The high center
console houses air-conditioning, which was
standard Ghibli equipment. The steering wheel
is adjustable and power steering was a later,
desirable optional extra.
SPECIFICATIONS
EARLY GUIGIARO
Bodywork by Ghia was one of
the finest early designs of their
brilliant young Italian employee,
Giorgetto Giugiaro. He was later
to enhance his reputation with
many other beautiful creations.
WHATS IN A NAME?
Like the earlier Mistral and the Bora, the
Ghibli took its name from a regional wind.
The Merak,which was introduced in 1972,
was named after the smaller star of the
constellationof the Plow. Other
Maserati names were more
race-inspired, including Indy,
Sebring, and Mexico.
HIDEAWAY HEADLIGHTS
Pop-up headlights might have
improved looks when not needed, but
they took their time to pop up. The
LIFT OFF Ghibli cost nearly $22,000 new in
Wide front had a tendency to 1971, but buyers could be assured
lift above 120 mph (193 km/h). thatthey were getting a real supercar.
350 Maserati Kyalami
M ASERATI Kyalami
THE 1970S PRODUCED some true automotive lemons. It was a decade when
barefaced badge engineering and gluttonous V8 engines were all the rage, and nobody
cared that these big bruisers cost three arms and a leg to run. The Kyalami is one
such monument to excess, a copy of the De Tomaso Longchamp with Maseratis
all-alloy V8 on board instead of Fords 5.8-liter cast-iron lump. The Kyalami was
meant to compete with the Jaguar XJS but failed hopelessly. Plagued with electrical
gremlins, this was a noisy, bulky, and unrefined machine that was neither beautiful
nor poised. Yet despite all that, it still sports that emotive trident on its nose and
emits a deep and strident V8 bark. The Kyalami might not be a great car, but most
of us, at least while looking at it, find it hard to tell the difference.
DE TOMASO ADAPTATION
Maserati designer Pietro Frua retouched the De
Tomaso Longchamp design, turning it into the
Kyalami. He gave it a new lower nose with twin
lights, full width hood, and new rubber-cap
bumpers with integral indicators.
REAR LIGHTS
Dainty rear light
clusters were borrowed
from the contemporary
Fiat 130 Coupe.
Maserati Kyalami 351
SPECIFICATIONS
TIRES
The Kyalami generated
lots of commotion from
fat 205/70 Michelins.
352 Mazda RX7
M AZDA RX7
THE RX7 ARRIVED IN American showrooms in 1978 and sales promptly went
crazy. Even importing 4,000 a month, Mazda could not cope with demand and
waiting lists were huge. For a while, RX7s changed hands on the black market for
as much as $3,000 above retail price. By the time production ceased in 1985, nearly
500,000 had found grateful owners, making the RX7 the best-selling rotary car of
all time. The RX7 sold on its clean European looks and Swiss-watch smoothness.
Inspired by the woefully unreliable NSU Ro80 (see pages 38283), Mazdas engineers
were not worried about the NSUs ghost haunting the RX7. By 1978 they had
completely mastered rotary-engine technology and sold almost a million rotary-
engined cars and trucks. These days the RX7 is becoming an emergent classic
the first car to make Felix Wankels rotary design actually work and one of the
more desirable and better made sports cars of the 1970s.
IMPRESSIVE AERODYNAMICS
The RX7s slippery, wind-evading shape cleaved the
air well, with a drag coefficient of only 0.36 and a
top speed of 125 mph (210 km/h). Smooth
aerodynamics helped the RX7 feel
stable and composed with
minimal body roll.
SUSPENSION
Rear suspension was in
the best European sports
car traditionwishbones
and a Watts linkage.
Mazda RX7 353
SPECIFICATIONS
HANDLING HOOD
Fine handling was due to near equal weight The RX7s low hood line
distribution and the low center of gravity. could not have been achieved
with anything but the compact
rotary engine, which weighed
only 312 lb (142 kg).
BRAKES
Front discs were ventilated;
rear stopping power was by
traditional drums.
354 Mazda RX7
LEGAL IMPLICATIONS
The RX7 was originally planned as a two-
seater, but Mazda was forced to include
a small rear seat in the model. The
reasoning behind this was that Japanese
law stated all cars had to have more than
two seats to encourage car sharing.
INTERIOR
Cockpit and dashboard are tastefully REAR PLANS
orthodox, with a handsome three-spoke Original design plans for the
wheel and five-gauge instrument RX7 favored a one-piece rear
binnacle; the two large dials are a tailgate like the Porsche 944,
speedometer and tachometer. but economics dictated that
an all-glass hatch was TURBO
incorporated instead. The US could enjoy
a brisk 135 mph
(217 km/h)
turbocharged model
after 1984.
Mazda RX7 355
ENGINE
The twin-rotor Wankel engine gave
135 bhp in later models. Reliable,
compact, and easy to tune, there was
even a small electric winch on the
ENGINE FLAWS HEADLIGHTS bulkhead to reel in the choke if
The Wankel-designed Pop-up headlights helped owners forgot to push it back in.
rotary engine had two reduce wind resistance and
weak pointslow speed add glamour. But, unlike
pull and fuel economy. those on the Lotus Esprit EUROPEAN STYLING
and Triumph TR7, the For a Japanese design, the RX7 was
Mazdas always worked. atypically European, with none of the
garish overadornment associated with
other cars from Japan. Occasional rear
seats and liftback rear window helped
in the practicality department.
356 Mercedes-Benz 300SL Gullwing
AERODYNAMICS
Detailed attention to aerodynamics was
streets ahead of anything else at the time
and helped make the 300SL the undisputed
fastest road car of its era. Road cars
developed 240 bhp, more than the
racing versions of two
years earlier.
WHEELS
Some say steel discs were used to
keep costs down, but they also
look more muscular than wires.
Mercedes-Benz 300SL Gullwing 357
GULLWING DOORS
The cars most famous
feature was the roof-hinged
gullwing doors. With the high
and wide sills, they were a functional REAR VISION
necessity, rather than a finnicky design Rear vision was good
flourish. The gullwing doors were made but all that glass
of aluminum and were surprisingly light could turn the cockpit
to lift with help from hydraulic stays. into a greenhouse.
LEFT-HAND DRIVE
To the dismay of the UK
market, all Gullwings
were left-hand drive.
VENTS
Engine bay could get
very hot, so gill-like
side vents were more STYLING
than a mere Mercedes insisted that the eyebrows over the
styling motif. wheel arches were aerodynamic aids; it is more
likely they were US-aimed styling touches.
COLOR
Silver was the
official German
racing color.
358 Mercedes-Benz 300SL Gullwing
SPECIFICATIONS
SMOOTH REAR
The Gullwings smooth styling
extended to the clean rear; the trunk
lid suggests ample space, but this was
not the case. The cockpit became
quite hot, but air vents above the rear
window helped.
LIMITED SPACE
As this sales illustration
shows, with the spare tire
mounted atop the fuel
tank there was very little
room for luggage in the
Gullwings trunk.
Mercedes-Benz 300SL Gullwing 359
300SL ROADSTER
As Gullwing production wound
down, Mercedes introduced the
300SL Roadster, which from 1957
to 1963 sold 1,858, compared to
the Gullwings 1,400. From 1955
to 1963 the 190SL Roadster served
as the poor mans 300SL.
SLANT SIX
The engine was canted at 50
degrees to give a low hood-line.
It was also the first application of
fuel injection in a production car.
BULGES
One hood bulge was
for air intakes,
the other for
aesthetic balance.
STAR IDENTITY
The massive three-
pointed star dominated
the frontal aspect and
was repeated in enamel
on the hood edge.
360 Mercedes-Benz 280SL
SUSPENSION
Suspension was on
the soft side for
driving glove types.
TRADEMARK LIGHTS
So-called stacked
headlights are
unmistakable Mercedes
trademarks. Each outer
lens concealed one
headlamp, indicator,
and sidelights.
Mercedes-Benz 280SL 361
FRENCH DESIGN
Design of the 280SL was down to Frenchman
Paul Bracq. Some macho types may dismiss GEARING
it as a womans car, and it is certainly not the Relatively few cars
most hairy-chested of sporty Mercedes. were ordered with
a manual gearbox.
OPTIONAL THIRD CLAP HANDS HORN RING
The SL was essentially Windshield wipers were The D-shaped horn
a two-seater, although a of the characteristic ring allowed an
third, sideways-facing rear clap hands pattern unobstructed view
seat was available as a beloved of Mercedes. of the instruments.
(rare) optional extra.
SPECIFICATIONS
INTERIOR
With the huge steering wheel (albeit
attached to an energy-absorbing column),
the painted dash, and the abundance
of chrome, the interior is one area
where the 280SL shows its age.
LEATHER LOOK GEARSHIFT LIGHT
Seats were trimmed Only the 280
in leather-look vinyl automatic and some of PAGODA ROOF
or, at extra cost, the last 250s had the The most distinctive feature of the 280SL
real leather. neat illuminated is the so-called pagoda-roof removable
gearshift shown here. hardtop. It is said to have evolved from the
need to provide relatively deep windows
for a more balanced sideview of the car,
without making it look top-heavy.
364 Mercedes-Benz SLS AMG
SPECIFICATIONS
MG TC Midget
EVEN WHEN IT WAS NEW, the MG TC was not new. Introduced in September 1945,
it displayed a direct lineage back to its prewar forbears. If you were a little short
on soul, you might even have called it old fashioned. Yet it was a trailblazer, not
in terms of performance, but in opening up new export markets. Popular myth
has it that American GIs stationed in England latched on to these quaint sporting
devices, and when they got home were eager to take a little piece of England with
them. Whatever the reality, it was the first in a long line of MG export successes.
There was simply nothing remotely like this TC tiddler coming out of Detroit.
It had a cramped cockpit, harsh ride, and lacked creature comforts; but when
the road got twisty the TC could show
you its tail and leave soft-sprung
sofa-cars lumbering in its wake.
It was challenging to drive,
and all the more rewarding
when you did it right.
EXHAUST
Deep exhaust note
wasmusic to the ears.
MG TC Midget 367
ENGINE
Ease of accessibility and maintenance
was another of the TCs attractions.
The XPAG engine was first used on
some TB Midgets in 1939, then
became standard MG gear until
replaced by a 1500cc version in
1955. The TC was a popular race
car, especially in the US,
where it launched
many careers and one
world champion,
Phil Hill.
OVERSEAS WINNER
Two TCs were
exported for every
one sold at home.
COCKPIT
Roomier than earlier
Midgets, the TC cockpit
was still cramped by
comparison with less
RIGHT-HANDERS sporting contemporaries.
Although over 2,000 were
sold in America, all TCs
were right-hand drive.
INTERIOR
Big Jaeger dials were in
true British sporting
tradition; the driver got
the tachometer, while the
speedo was in front of
the passenger. A warning
light on the dashboard
to the left of the speedo
illuminated if you
exceeded Britains
30 mph (48 km/h)
urban speed limit.
MG TC Midget 369
SPECIFICATIONS
MG A
LAUNCHED IN SEPTEMBER 1955, the MGA was the first of the modern sports
MGs. The chassis, engine, and gearbox were all new, as was the smooth, Le Mans-
inspired bodywork. Compared to its predecessorthe TF, which still sported old-
fashioned running boardsthe MGA was positively futuristic. Buyers thought so
too, and being cheaper than its nearest rivals, the Triumph TR3 and Austin Healey
100, helped MG sell 13,000 cars in the first year of the MGAs production. The
companys small factory at Abingdon, nearOxford, England, managed
to export a staggering 81,000 MGAs to America. The
car also earned an enviable reputation in competition,
with the Twin Cam being the most powerful of
the MGA engines. VENTILATION
The chromed, shroud-panel
vents at the front were for
engine bay ventilation.
ENGINE
The tough B-Series, push-rod engine went
well and lasted forever. A heater unit in
front of the bulkhead was an optional
extra. The 1600 model pushed out 80 bhp
and featured front-disc brakes.
MGA 371
WHEELS MATERIALS
Perforated steel Door skins, hood, and
wheelswere standard. trunk were light alloy.
SPECIFICATIONS
MG B
WIDELY ADMIRED FOR ITS uncomplicated nature, timeless good looks, and brisk
performance, the MGB caused a sensation back in 1962. The now famous
advertising slogan Your mother wouldnt like it was quite wrong. She would
have wholeheartedly approved of the MGBs reliability, practicality, and good
sense. In 1965 came the even more practical tin-top MGB GT. These were the
halcyon days of the MGBchrome bumpers, leather seats, and wire wheels.
In 1974, in pursuit of modernity and American safety regulations (the MGBs main
market), the factory burdened the B with ungainly rubber bumpers, a higher ride
height, and garish striped nylon seats, making the car slow, ugly, and unpredictable
at the limit. Yet the B went on to become the best-selling single model sports car
ever, finding 512,000 grateful owners throughout the world.
SIMPLE MECHANICS TOP
All MGBs had the simple 1798cc B-series Early cars had
four-cylinder engine with origins going a packaway
back to 1947. This Tourers period charm top made from
is enhanced by the rare Iris Blue paintwork ICI Everflex.
and rare pressed-steel wheelsmost
examples were equipped with optional
spoked wire wheels.
AGELESS DESIGN
The MGBs shape was a
miracle of compact packaging.
The one-piece steel monocoque
bodyshell was strong and roomy.
MGB 373
SPECIFICATIONS
ON THE RACK
Morgans have limited luggage
capacity, so many
owners attached
external
racks.
Morgan Plus Four 375
SPECIFICATIONS
SUSPENSION
The Plus Four retained
simple sliding-pillar
front suspension.
376 Morgan Plus Four
INTERIOR TOP
From 1958, Plus Fours had a Unlike most convertible
slightly wider cockpit with a new cars, the Plus Four has a
dash. Speedometer, switches, top which can be
warning lights, and minor partially folded back.
gaugeswere grouped
in a central panel.
REVISED FEATURES
Major distinguishing features on the
second-generation Morgan include
the cowled radiator grille and, from
1959, a wider body (as
here) to provide more
elbow room for
driver and passenger.
The doors were the
only sensible places
for external
side mirrors.
LIGHT WORK
Headlights are big, bold
affairs set in pods on the
front fenders, but sidelights
are about as visible as a
pair of glowworms.
Morgan Plus Four 377
ENGINE
The later Triumph TR3A 2138cc engine,
as here, provided increased torque. The
2138cc engine was available in the TR3A
from summer 1957. The earlier Triumph
1991cc engine was still available for
those wishing to compete in sub-two-
liter racing classes.
378 Morris Minor MM Convertible
SUSPENSION
Morris bean counters
dictated old-fashioned live-axle
and leaf springs at the rear.
Morris Minor MM Convertible 379
FENDERS SPECIFICATIONS
Both front and rear
fenders were easily MODEL Morris Minor (194871)
replaced, bolt-on items. PRODUCTION 1,620,000
BODY STYLES Two- and four-door
sedan, two-door convertible (Tourer),
wagon (Traveller), van, and pickup.
CONSTRUCTION Unitary body/chassis;
steel.
ENGINES Straight-four, 918cc, 803cc,
948cc, and 1098cc.
SIDE WINDOWS MINOR SIGNALING POWER OUTPUT 28 bhp (918cc);
48 bhp (1098cc).
Original MM With no door pillars above waist height,
TRANSMISSION Four-speed manual.
Tourer had side curtains, semaphore indicators were mounted
SUSPENSION Torsion bar independent
replaced by glass rear lower down on the tourers; flashers front suspension; live-axle leaf-spring rear.
windows in 1952. eventually replaced semaphores in 1961. BRAKES Drums all around.
Few Minors today have their MAXIMUM SPEED 6275 mph
original semaphores. (100121 km/h)
060 MPH (096 KM/H) 50+ sec for
918cc, 24 sec for 1098cc.
A.F.C. 3643 mpg (12.715.2 km/l)
380 Morris Minor MM Convertible
ENGINE
The original 918cc side-valve engine was
replaced progressively in 1952 and 1953 by
the Austin A-series 803cc overhead valve
engine, then by the A-series 948cc,
and finally the 1098cc. Power outputs
rose from 28 bhp on the 918
to 48 bhp on the 1098.
ENGINE ACCESS
Space and easy engine access
make the Minor a do-it-
yourself favorite.
LOW LIGHTS
In 1950, the headlights
on all Minors were moved
to the top of the fenders.
Earlier models such as
thecar featured here
arenow dubbed
low lights.
HANDLING
Even on cross-ply tires
the original Minor won
praise for its handling;
one journalist described it
as one of the fastest
slowcars in existence.
Morris Minor MM Convertible 381
INTERIOR
This simple early
dashboard was
never really updated,
but the speedo was later
moved to the central console. The sprung-spoke
steering wheel was traditional, but rack-and-
pinion steering gave a crisp, light feel.
WINDSHIELD ADVERTISING
The split windshield Sales literature described
was replaced by a the Minor as The Best
curved screen in 1956. Little Car in the World.
FAKE CONVERTIBLES
So desirable are these open
tourers that in recent years
there has been a trade in
rogue ragtopschopped
sedans masquerading as
original factory convertibles.
MODEL CHOICE
At 61 in (155 cm) the
production car was 4 in
(10 cm) wider than the
prototype. At its launch
the Minor was available
as a two-door sedan and
as a convertible (Tourer).
A four-door, a wagon, a
van,and a pickup later
completed the line.
WIDENED BODY
The fillet in the bumper
is another sign of the
widening of the body.
382 NSU Ro80
NSU Ro80
ALONG WITH THE CITRON DS (see pages 17881), the NSU Ro80 was 10 years ahead
of itself. Beneath that striking, wind-evading shape was an audacious twin-rotary
engine, front-wheel drive, disc brakes, and a semi-automatic clutchless gearbox. In
1967, the Ro80 won the acclaimed Car of the Year award and went on to be hailed
by many as Car of the Decade. Technical preeminence aside, it also handled like
a kartthe Ro80s stability, roadholding, ride, steering, and dynamic balance were
exceptional, and far superior to most sports and GT cars. But NSUs brave new
Wankel power unit was flawed and, due to acute rotor tip wear, would expire after
only 1520,000 miles (2432,000 km). NSU honored their warranty claims until they
bled white and eventually Audi/VW took over, axing the Ro80 in 1977.
PASSENGER SPACE
With no transmission tunnel or propshaft, plenty of
headroom, and a long wheelbase, rear passengers
found the Ro80 thoroughly accommodating.
ROTARY RELIABILITY
Modern technology has
made the troublesome
Wankel engine reliable
now, and prices of Ro80s
have been creeping
gently upward.
FUTURISTIC DESIGN
In 1967, the Ro80 looked like a
vision of the future with its low
center of gravity, huge glass area,
and sleek aerodynamics. The high
rear end, widely imitated a decade
later, held a huge, deep trunk.
NSU Ro80 383
SPECIFICATIONS
INTERIOR
Power steering was by ENGINE POSITION
ZF, and the dashboard The engine was set on four
was a paragon of hassle- progressive-acting mounts with
free Teutonic efficiency. telescopic shock absorbers on
each side of the gearbox casing.
WHEELS
Stylish five-spoke
alloys were
optional equipment.
384 Oldsmobile Toronado
O LDSMOBILE Toronado
THE FIRST BIG FRONT-WHEEL DRIVE land yacht since the Cord 810 of the Thirties,
the Toronado was an automotive milestone and the most desirable Olds ever. With
a 425cid V8 and unique chain-and-sprocket-drive automatic transmission, it had
big-car power, outstanding road manners, and could crack 135 mph (217 km/h).
Initial sales werent great, with sober buyers choosing the more conventional Riviera;
but by 71 the Rivieras design had lost its way and the Toronado really came
into its own, selling up to 50,000 a year until the mid-Seventies. From then on,
however, the more glamorous Cadillac Eldorado outsold both the Riviera and the
Toronado. Built on an exclusive slow-moving assembly line, Toronados had few
faults, which was remarkable for such a technically audacious car. Even so, the press
carped about poor rear visibility and lousy gas mileage. But time heals all wounds,
and these days theres no greater collectors car bargain than a 6667 Toronado.
FRONT DRIVE
Front-wheel drive was a
novelty in 1967 and was a
break from the past for GM.
Oldsmobile Toronado 385
BLOCK POSITION
The engine over the front
wheels resulted in near-perfect
weight distribution.
STYLING
ENGINE C-pillars swept gently
The torque converter was downward, while the roof
mounted behind the 425cid V8, and the gearbox flowed smoothly into
under the left cylinder bank, with both connected by rakish fastback shape.
chain and sprocket. This arrangement enabled the
engine to be placed directly over the front wheels.
WHEEL ARCHES
Curved body was empowered
by boldly flared wheel arches;
unadorned front and rear
tucked cleanly away.
TIRES
Standard rubber
was 8.85/15.
386 Oldsmobile Toronado
TOP CREDENTIALS
The Toronado was brisk, poised,
and accurate. Understeer and
front-wheel scrabble were kept to
a minimum, and the car handled
like a compact. Acceleration was
in the Jaguar sedan league,
and flat out it could chew
the tail feathers of a
Hi-Po Mustang.
REAR STYLING
Although an enormous
car, the Toronado was
a rakish fastback.
EXHAUSTS
Twin exhausts
provided the outlet for
the 425cids grunt.
SPECIFICATIONS
POP-UP LIGHTS
Unique retractable
headlights were classic
first-generation Toro.
388 Oldsmobile 4-4-2
O LDSMOBILE 4-4-2
1971 WAS THE LAST OF THE 4-4-2s glory years. A performance package par excellence,
it was GMs longest-lived muscle car, tracing its roots all the way back to the heady
days of 64 when a 4-4-2 combo was made available for the Oldsmobile Cutlass F-85.
Possibly some of the most refined slingshots ever to come from any GM division,
4-4-2s had looks, charisma, and brawn to spare. The 4-4-2 nomenclature stood for a
four-barrel carb, four-speed manual transmission, and two exhausts. Olds cleverly
raided the store room, using hotshot parts previously only available to police
departments. The deal was cheap and the noise on the street shattering. At $3,551,
the superswift Hardtop Coupe came with a 455cid V8, Rallye suspension, Strato
bucket seats, and a top whack of 125 mph (201 km/h). The 4-4-2 package might
have run and run had it not hit the 71 fuel crisis head on. Which proved a shame,
because it was to be a long time before power like this would be seen again.
COLOR CHOICES
PERFORMANCE ORIGINAL In addition to this Viking
From 1964 to 67, the 4-4-2 ENGINE BLOCK Blue, Oldsmobile added
was simply a performance Oldsmobile never tired Bittersweet, Lime Green,
option that could be used on of proclaiming that and Saturn Gold to their
the F-85 line, but its growing their 455cid mill was 1971 color range.
popularity meant that in 1968 the largest V8 ever placed
Olds decided to create a in a production car.
separate series for it in hardtop
and convertible guises.
Oldsmobile 4-4-2 389
SPECIFICATIONS
REFLECTORS
Safety reflectors were
evidence of an age where
federal safety regulations
were being introduced.
EXHAUST
Apart from the badge, the
twin drain-pipe exhausts
were the only clue that you
were trailing a wild man.
390 Oldsmobile 4-4-2
POWER RESTRAINT
Unleaded fuel meant a
drop in engine compression
and therefore in speed. INSIDE EXTRAS
The sports console
at $77 and Rallye
pack with clock
and tacho at $84
were extras.
SALES PITCH
Advertising literature espoused the 4-4-2s
torquey credentials: A hot new number. Police
needed it, Olds built it, pursuit proved it. The
4-4-2 was dropped completely from 81 to 84,
but revived in 85, lasting until the final rear-
wheel drive Cutlass was rolled out in 87.
MEDIA PRAISE
Motor Trend said that despite
emission controls the 71 4-4-2 will still
churn up plenty of smoke and fury.
INTERIOR
Despite the cheap-looking, wood-grain
vinyl dash, the 4-4-2s cabin had a real
race-car feel. Bucket seats, custom
steering wheel, and Hurst Competition
gear shift came as standard.
Oldsmobile 4-4-2 391
MORE OPTIONS
1971 Cutlasses were offered in Convertible or
Hardtop Coupe guise. 4-4-2s had bucket
seats, wide-louvered hood, heavy-duty wheels,
and superwide bias-ply glass-belted tires with
white stripes. The hot $369 W-30 option
included forced air induction, heavy-duty
air cleaner, alloy intake manifold, body
striping, sports mirrors, and
special W-car emblems.
ENGINE
Factory blue-printed to save you money, screamed
the ads. The monster 455cid V8 was stock for 4-4-2s
in 71, but it was its swansong year and power output
would soon dwindle. By the late-Seventies,
the 4-4-2 performance pack had
been seriously emasculated.
OLDS FIGURES
In 1971 Olds churned out
558,889 cars, putting them in
sixth place in the sales league.
REDUCED POWER
Sales literature pronounced that 4-4-2
performance is strictly top drawer, but
in reality, unleaded fuel meant a
performance penalty. Sixty could still be
reached in under six seconds, though.
392 Packard Hawk
P ACKARD Hawk
DISTINCTIVE, BIZARRE, AND VERY un-American, the 58 Hawk was a pastiche of
European styling cues. Inspired by the likes of Ferrari and Mercedes, it boasted tan
pleated leather, white-on-black instruments, Jaguaresque fender vents, a turned metal
dashboard, gulping hood air-scoop, and a broad fiberglass shovel-nostril that could
have been lifted off a Maserati. And it was supercharged. But Packards attempt
to distance itself from traditional Detroit iron failed. At $4,000, the Hawk was
overpriced, underrefined, and overdecorated. Packard had merged with Studebaker
back in 1954, and although it was initially a successful alliance, problems with
suppliers and another buyout in 1956 basically sealed the companys
fate.Only 588 Hawks were built, with the very last Packard rolling
off the South Bend, Indiana, line on July 13, 1958. Today the
Hawk stands as a quaint curiosity, a last-ditch attempt to
preserve the Packard pedigree. It remains one of the most
fiercely desired of the final Packards.
REAR ASPECT
Despite its European airs, no American car could
escape the vogue for fins, and this car has two
beauties. Nobody was too sure about the spare
wheel impression on the trunk, though.
Packard Hawk 393
ATTRACTIVE PROFILE
ENGINE Uniquely, the Hawk had exterior vinyl
Flight-O-Matic armrests running along the side
automatic transmission windows and a refreshing lack of
and a hefty, supercharged chrome gaudiness on the flanks. The
289cid V8 came as roof line and halo roof band are
standard. The Hawks aeronautical, and the belt line is tense.
blower was a belt-driven
McCulloch supercharger. SPECIFICATIONS
UNCONVENTIONAL FRONT
Even for the 50s, most buyers found the
Hawks frontal aspect a little too much,
preferring instead the more traditional
Detroit million dollar chromium grin.
The Hawks styling was just plain ugly.
And thats why it didnt sell.
394 Panhard PL17 Tigre
INTERIOR STEERING
The unusual interior had Technically advanced,
bizarre oval-shaped pedals, the steering was GALLIC AERODYNAMICS
column gear change, and an rack-and-pinion, With its aerodynamically shaped
unsuccessful pastiche of with only two turns body, Panhard claimed the lowest
American styling themes. lock-to-lock. drag coefficient of any production
car in 1956. Emphasis was on weight-
CYLINDER HEADS saving, with independent suspension
Heads had hemispherical and an aluminum frame and
combustion chambers bulkhead. Despite its quirky Gallic
and valve-gearing looks, the PL17 was a triumph of
incorporating outstanding efficiency.
torsion bars.
SAFE SHIELD
The PL17 majored on safety and sported a
huge, full-width pop-out windshieldrare for
1961. Inside, the lack of a transmission tunnel
meant a flat floor and increased legroom.
Panhard PL17 Tigre 395
SPECIFICATIONS
EFFICIENT DESIGN
Simple design meant
fewer moving parts,
more power, and more
miles to the gallon.
396 Peugeot 203
P EUGEOT 203
COMPARED TO THE SCORES OF upright postwar sedans that looked like church pews,
Peugeots 203 was a breath of fresh air. In addition to being one of the French
carmakers most successful products, the 203s monocoque body and revolutionary
engine set it apart. In its day, the 1290cc OHV power plant was state-of-the-art, with
an aluminum cylinder head and hemispherical combustion chambers, said to be the
inspiration for the famous Chrysler Hemi unit. With a line that included two- and
four-door cabriolets, a family wagon, and a two-door coupe, the French really took
to the 203, loving its tough mechanicals, willing progress, and supple ride. By its
demise in 1960, the 203 had broken records for Peugeot, with nearly 700,000 sold.
SHOWSTOPPER
Widely acclaimed at the 1948 Paris Motor
Show, the 203s slippery shape was wind-
tunnel tested in model form and claimed
to have a rather optimistic drag
coefficient of just 0.36lower than
a modern Porsche 911 (see pages
42021). Quality touches
abound, such as the
exterior brightwork
in stainless steel.
FUEL FILLER
This was concealed under
a flush-fitting flap
unheard of in 1948.
Peugeot 203 397
SPECIFICATIONS
BADGE
Peugeots lion logo dates
back to 1906, when
Robert Peugeot started
up his own company
called Lion-Peugeot.
INTERIOR
With postwar steel in short supply, aluminum was
used to good effect in the under-dash handbrake
and column gear change. The handsome fastback
body gave plenty of cabin room.
ENDURING BLOCK
The basic design was still
used in the 1980s for
Peugeots 1971cc 505 model.
ENGINE
The 49 bhp OHV push-rod engine was
the 203s most advanced feature. With GEARBOX
wet liners, low compression ratio, and The four-speed
alloy head, it was smooth, free- gearbox was really a
revving, and long-lasting. three with overdrive.
Peugeot 203 399
RACK MOUNTS
Integral mounting
points for a roof
rack were a nice
styling touch.
STYLISH BUTT
These stylish sweeping curves were
influenced by the 1946 Chevrolet. A vast
trunk with a low-loading sill made the
203 ideal family transportation. Another
side to the 203 was racing; many were
tuned and campaigned in rallies like
the Monte Carlo.
PAINTWORK
A high gloss finish was achieved
by the application of several
coats of synthetic lacquer.
FRONT VIEW
The 203 was modified in 1953 with a
curved windshield, revised dashboard,
and front quarter lights. This model was
registered in 1955. The 203s turning circle
was usefully tightonly 14 ft 9 in (5.39 m),
SUSPENSION with three turns lock-to-lock. Despite its
Front suspension was 18 cwt weight and relatively modest power
by transverse leaf output, the handsome Peugeots
independent springing. performance was sprightly.
400 Plymouth Barracuda (1964)
BRAKES
Power brakes were
standard, with big
drums front and rear.
Plymouth Barracuda (1964) 401
REAR WINDOW
Massive window SPECIFICATIONS
earned the Cuda
MODEL Plymouth Barracuda (1964)
top marks for safety.
PRODUCTION 23,443 (1964)
BODY STYLE Two-door fastback.
CONSTRUCTION Steel body and chassis.
ENGINES 170cid, 225cid sixes,
273cid V8.
POWER OUTPUT 101235 bhp.
TRANSMISSION Three-speed manual,
optional four-speed manual, and
three-speed TorqueFlite automatic.
SUSPENSION Front: torsion bar;
Rear: leaf springs.
BRAKES Front and rear drums, optional
front discs.
ACRES OF GLASS MAXIMUM SPEED 100110 mph
The fastback glass wrapped down to the rear fender (161177 km/h)
line and was developed by the Pittsburgh Plate Glass 060 MPH (096 KM/H) 813 sec
Company; it was the largest use of glass in any A.F.C. 1622 mpg (5.77.8 km/l)
production car to date. As a result, visibility was epic.
RAG-TOP OPTION
In 67 a convertible was
added with power hood
and real glass window.
DIFFERENTIAL
New Sure-Grip
differential was offered
as an extra to buyers.
402 Plymouth Barracuda (1964)
FLEXIBLE SEAT
Bucket seat could
be adjusted into
six positions.
COLORS
Interior colors
available were gold,
blue, black, or this
sharp red.
NEAT DESIGN
The 70 Cudas crisp, taut styling is shared AIR CLEANER
with the Dodge Challenger, and the classic Unsilenced air cleaners such
long-hood-short-trunk design leaves you in as this werent allowed in
no doubt that this is a pony car. Government California because of
legislation and hefty insurance rates ensured drive-by noise regulations.
that this was the penultimate year of the big-
engined Barracudas; after 71, the biggest
block on offer was a 340cid V8.
PINS
Quick-release hood
pins were an option.
Plymouth Cuda (1970) 405
STRIPING
Optional inverted
hockey stick graphics
trumpeted engine size.
406 Plymouth Cuda (1970)
OVERHEAD STYLING
Plymouth stylists kept the shape
uncluttered, with tapered-in
bumpers, concealed wipers,
flush door handles, smooth
overhangs, and subtly flared
wheel arches. Even so, the Cuda
had ballooned in proportions
since the first Barracuda models
of the mid-Sixties and, along
with the Mustang (see pages
27885), now started to lose its
raison dtre. With the energy
crisis just around the corner,
its days were numbered.
HIDDEN WIPERS
Windshield wipers
were neatly concealed
behind the rear lip
of the hood.
RACING MIRRORS
Color-coded racing
mirrors could be
ordered for $26.
BIG-BLOCK SPEED
The 440-6 was a $250 Cuda
engine option that allowed the
car to hit the quarter mile in
14.44 seconds. Only 652
1970 Cuda hardtops were
equipped with the $871
Street Hemi V8.
TRANSMISSION
Quick manual upshifts
were possible with the
Slap Stik T-handle.
Plymouth Cuda (1970) 407
INTERIOR
Cuda interiors were flamboyant,
with body-hugging bucket seats,
Hurst pistol-grip shifter, and wood-
grain steering wheel. This model has
the Rally instrument cluster, with
tachometer and oil pressure gauge.
CUDA BADGE
Cuda was a slang name
coined by Woodward
Avenue cruisers.
COLOR CHOICE
Cudas came in 18 strident colors,
with funky names like In Violet,
Lemon Twist, and Vitamin C.
DECLINING FIGURES
Though Cuda hardtop
models cost $3,164 in 1970,
by 74, total Barracuda
sales for the year had
slipped to just over
11,000, and it was axed
before the 75 model year.
TWIN EXHAUSTS
Provocative square
exhausts left no doubt
about the Cudas grunt.
408 Pontiac GTO
P ONTIAC GTO
THE GREAT ONE WAS Pontiacs answer to a youth market with attitude and
disposable cash. Detroit exploited a generations rebellion by creating cars with
machismo to burn. In 1964, John DeLorean, Pontiacs chief engineer, shoehorned
the divisions biggest V8 into the timid little Tempest compact with electrifying
results. He then beefed up the brakes and suspension, threw in three two-barrel carbs,
and garnished the result with a name that belonged to a Ferrari. In 1966 it became
a model in its own right, and Detroits first muscle car had been born. Pundits
believe that the flowing lines of these second-generation GTOs makethem the best-
looking of all. Engines were energetic performers, with a standard 335 bhp 389cid V8
that could be specified in 360 bhp high-output tune. But by 67 GTO sales had tailed
off by 15 percent, depressed by a burgeoning social conscience and federal meddling.
The performance era was about to be legislated into the history books.
ORIGINAL MUSCLE
John DeLoreans idea of placing a high- BIG BLOCK
spec engine in the standard Tempest body Pontiac was the first mainstream
paved the way for a whole new genre and manufacturer to combine big-block
gave Pontiac immediate success in 64. power with a light body. In tests,
Had Ford not chosen to release the a 66 Convertible hit 60 mph
Mustang in the same year, the GTO (96 km/h) in 6.8 seconds.
would have been the star of 64, and even
more sales would have been secured.
WHEELS
Five-spoke Rally
II sport wheels
were a $72 option.
Pontiac GTO 409
SPECIFICATIONS
GTO IMAGE
The GTO had a mischievous LENGTH
image and was described as a It might look long, but the
methodist minister leaving GTO was actually
a massage parlor. 15 in (38 cm) shorter than
Pontiacs largest models.
PERFORMANCE REAR
The GTO came with heavy-duty
shocks and springs as standard,
along with a stabilizer bar.
410 Pontiac GTO
INTERIOR
GTOs were equipped to the
same high standard as the Pontiac
Tempest Le Mans. Items included
ashtray lights, cigarette lighter,
carpeting, and a power top
for convertibles. Air-
conditioning and power
steering could be
ordered at $343 and
$95 respectively.
HEADLIGHTS
The stacked headlights
were new for Pontiacs in
65 and were retained
on GTOs until the
end of the decade.
NICKNAME
Muscle-car buffs
dubbed the GTO
The Goat.
Pontiac GTO 411
ENGINE
The base 335 bhp 389cid block had a
high-output Tri-Power big brother
that pushed out 360 bhp for an extra
$116. The line was expanded in 67 to
include an economy 255 bhp 400cid
V8 and a Ram-Air 400cid mill that
also developed 360 bhp, but at
higher revs per minute.
INDICATORS
Turn signals in grille
were meant to mimic
European-style
driving lights.
66 FACELIFT
First-generation GTOs
were facelifted in 66 with a
more aggressive split grille
and stacked headlight
treatment and gently kicked-
up rear fenders. 1966 GTOs
such as the example here
were Pontiacs most popular,
with sales nudging close
to 100,000 units.
412 Pontiac Trans Am
P ONTIAC Trans Am
IN THE SEVENTIES, FOR THE FIRST TIME in American history, the government
intervened in the auto industry. With the 1973 oil crisis, the Big Three were ordered
to tighten their belts. Automotive design came to a halt, and the big-block Trans Am
became the last of the really fast cars. The muscular Firebird had been around since
1969 and, with its rounded bulges, looked as if its skin had been forced out by the
strength underneath. Gas shortage or not, the public liked the 73 Trans Am, and
sales quadrupled. The 455 Super Duty V8 put out 310 horsepower and, while Pontiac
bravely tried to ignore the killjoy legislation, someone remarked that the High Output
455 was the largest engine ever offered in a pony car. The game was up, and within
months modifications to comply with emission regulations had brought power down
to 290 bhp. The hell-raising 455 soldiered on until 1976, and that athletic fastback
body until 82. But the frenetic muscle years of 196773 had irretrievably passed,
and those wonderful big-block banshees would never be seen again.
ESTABLISHED MUSCLE
Detroits oldest warrior, the Firebird is the only HOOD SCOOP
muscle car thats been in the brochures for 30 The rear-facing shaker hood
years. Based on the Camaros F-body, the Firebird scoop was an indication of the
debuted in 1967, but the wild Trans Am didnt Trans Ams immense power.
appear until 69. Surprisingly, there was little
fanfare until the hot 1970 restyle.
Pontiac Trans Am 413
SPECIFICATIONS
DECORATIVE DECAL
The screaming chicken
graphics gracing the hood were
new for 1973. Created by stylist
John Schinella, they were a
modern rendition of the
Native American phoenix
symbol. The Trans Am now
looked as distinctive as it drove.
BODY BY FISHER
Pontiac wanted to portray
that bodies were hand-built
byan old-time carriage-maker.
73 REVIVAL
Steep insurance rates and a national
shift away from performance iron
didnt help Trans Am sales, but
in 1973, the year of the
screaming chicken hood
decal and Super Duty V8,
Trans Ams left showrooms
like heat-seeking missiles.
Nearly killed off by
GM, it soldiered on
into the emasculated
80s and 90s.
FRONT VALANCE
New front valance
panel with small air
dam appeared in 1973.
Pontiac Trans Am 415
ENGINE
The big-block Trans Ams were
Detroits final salute to performance.
The 455 Super Duty could reach 60
(96 km/h) in under six seconds, and
run to 135 mph (217 km/h).
NAME IN DISPUTE
The Trans Am name was borrowed
from the Sports Car Club of
America, and the SCCA threatened
to sue unless Pontiac paid a
royalty of $5 per car. The
Trans Am was a seriously
macho machine, with
Car & Driver magazine
calling it a hard-
muscled, lightning-
reflexed commando
of a car.
EXHAUSTS
Dual exhausts with
chrome extensions
were standard.
416 Porsche 356B
P ORSCHE 356B
VW BEETLE DESIGNER Ferdinand Porsche may have given the world the peoples
car, but it was his son Ferry who, with Karl Rabe, created the 356. These days a
Porsche stands for precision, performance, purity, and perfection, and the 356 is the
first chapter in that story. Well not quite. The 356 was so named because it was the
356th project from the Porsche design office. It was also the first car to bear the
Porsche name. Postwar expediency forced a reliance on Beetle underpinnings, but
the 356 is much more than a Bug in butterflys clothes. Its rear-engined layout and
design descends from the father car, but in the athletic son the genes are mutated
into a true sports machine. A pert, nimble, tail-happy treat, the pretty 356 is the
foundation stone of a proud sports tradition.
INSPIRED ENGINEERING ACCESS COVER CABIN
The first Porsche 356 was a triumph Not a covered jacking point but Seats were wide and flat,
of creative expediency and inspired an access cover to allow you to and the large, almost
engineering, taking basic VW Beetle retrieve the torsion bar. vertical, steering wheel had
elements to create a new breed of a light feel. Passengers got
sports car. Aficionados adore the a grab handle.
earliest cars, often affectionately
dubbed jelly molds.
EXTRA LUGGAGE
With limited luggage accommodation
in the front, the rear rack provided
useful extra luggage space.
Porsche 356B 417
GEARING
The patented Porsche baulk-
ring synchromesh gave smooth
gear changes with quick and
positive engagement.
WHEELBASE
The 356s
wheelbase measured
82 in (210 cm).
418 Porsche 356B
SPLIT-SHIELD DECEIT
On convertibles, the rear-
62 BLOCK view mirror was attached to
This is the a slim chrome bar that gave
1582cc engine of a deceptive split-windshield
the 1962 356B. appearance from the front.
ENGINE
The rear-engined layout was determined by reliance on
VW Beetle mechanicals and running gear. The flat-four
engine, with its so-called boxer layout of horizontally
opposed cylinders, is not pure Beetle, but a progressive
development. Engines grew from 1086cc to 1996cc.
REDESIGN
On the 356B, headlights
and bumpers moved
higher up the fender.
INTERIOR
The interior is delightfully
functional, simple, timeless,
and, because of that, enduringly
fashionable. Below the
padded dash are the
classic green-on-
black instruments.
Porsche 356B 419
911 PRECURSOR
The original incarnation of the 356 had lower
wheels and a more bulbous shape. The featured
car here is a 1962 356B Super 90, produced just
two years before the birth of the 911 (see pages
42021) which, although a very different beast,
is still an evolution of the original shape.
REAR VIEW
On the 356B twin exhausts exit on each side
through bumper overriders. The busy air-cooled
thrum is an unmistakeable trademark sound that
was appreciated by thousands of buyers.
SPECIFICATIONS
LIGHTS
Classic slanted
headlights betrayed the
911s VW Beetle origins.
Porsche Carrera 911 RS 421
SPECIFICATIONS
WHEEL ARCHES
Rear wheel arches were
flared to accommodate
7-in (18-cm) rims.
REAR SPOILER
The RS had a fiberglass Burzel
rear spoiler, employed to reduce
tail-end lift at high speeds.
422 Range Rover
R ANGE R OVER
DESCRIBING THE RANGE ROVER AS THE BEST CAR in the world is no exaggeration.
The sheer breadth of the capabilities of the third-generation Rangie (as it is
affectionately known) was truly awesome. Developed by BMW in the late 90s,
it set new SUV standards with air suspension, voice-activated satellite navigation,
the heave of a hot hatch, and the mountain-climbing tenacity of Sherpa Tenzing.
The most expensive and popular Range Rover ever, the L322 was a 4x4 that
felt like a Bentley and was the car that helped make
Jaguar Land Rover one of the most admired and THE FRUGAL 4X4
innovative car companies on the planet. 4.4 TDV8 versions could
better 30 mpg (12.7 km/l).
MAGIC CARPET
On-road ride was
serenely smooth.
Range Rover 423
INTERIOR
SPECIFICATIONS
Lush leather, cooled
seats, a heated steering MODEL Range Rover (200212)
wheel, touch-screen TV, PRODUCTION More than 200,000
virtual instruments, and BODY STYLE Five-door SUV.
an eight-speed automatic CONSTRUCTION Monocoque.
gearbox all came as ENGINE 3.05.0-liter, straight-six V8.
standard. The interior POWER OUTPUT 286503 bhp.
on top Autobiography TRANSMISSION Five- to eight-speed
models was as palatial automatic.
as a Rolls Royce. SUSPENSION Independent/air.
BRAKES Four-wheel discs.
MAXIMUM SPEED 130 mph (209 km/h)
BIG SCREEN (supercharged)
Massive heated 060 MPH (096 KM/H) 6.5 sec
(supercharged)
screen had automatic
0100 MPH (0161 KM/H) 14.2 sec
rain-sensitive wipers. (supercharged)
A.F.C. 1930 mpg (8.012.7 km/l)
STYLING FLOURISH
Decorative side grilles
broke up the huge
slab-sided flanks. A SUPERCHARGED SUV
Supercharged versions gave fierce performance and
the title of The Fastest 4x4 by Far. Jaguar-sourced
alloy V8s were 4.2 liter at first, giving 395 bhp, and
later enlarged to 5.0 liter, pushing out over 500
horsepower. Different grille
and side vents told
everyone you had
a supercharger
up front.
BIG BRAKES
Brakes were Brembo
four-wheel discs.
424 Renault-Alpine A110 Berlinette
SPECIFICATIONS
TRUNK AJAR
Competition versions had engine
covers fixed slightly open
to aid cooling.
426 Renault-Alpine A110 Berlinette
LEFTIES
Sadly for British
enthusiasts, the
Alpine A110 was
only available in
left-hand drive.
ENGINE
Myriad engine options mirrored Renaults offerings, but
in Alpine tuneby Gordini or Mignotetit really flew.
First models used Dauphine engines, progressing
through R8 and R16 to R12. This 1967 car sports the
1442cc unit. Engines were slung behind the rear axle,
with drive taken to the gearbox in front of the axle.
RALLY SUCCESSES
Among the many rally successes
for Alpine were two Monte
Carlo victories and the 1973
World Championship.
EXTERNAL CUTOUT
External cutout switches are a
competition requirement, allowing
outsiders to switch off the engine to
prevent fire in an accident. The
Alpines are on the rear fender.
Renault-Alpine A110 Berlinette 427
INSIDE THE CAR
Instrument layout is typical of sports cars
of the period, and the stubby gearshift
is handily placed for ease of operation.
Examples built for road rather than race
use lacked the racing seats but were better
trimmed and were still fun cars to drive.
Getting in and out was not easy though,
because of the low roofline
and high sills.
NAME
Cars were known at first
as Alpine-Renaults, then
became Renault-Alpines
as Renault influence grew.
ASSEMBLY
Even though only
a little over 8,000
A110s were built,
they were assembled
in Spain, Mexico,
Brazil, and Bulgaria,
as well as France.
DEALER OPTION
Alpines were sold
through Renault
dealerswith
Renault warranty
from 1969 onward.
428 Rolls-Royce Silver Cloud III
HEAVY CHROME
Rolls claimed their chrome
plating was thicker than on
any other car in the world.
Rolls-Royce Silver Cloud III 429
SPECIFICATIONS
MAX HEADROOM
The roof line was high in the best
limousine traditionpassengers
hadenough room to wear top hats.
The wide rear three-quarter panel
was designed so rear occupants
could be obscured from prying eyes.
TOP SECURITY
Doors were secured
by the highest quality
Yale locks.
TOOLKIT
Every Cloud had
a complete toolkit
in the trunk.
SCRIPT
Roman numerals were
chosen for the Cloud
III script to lend an
air of dignity.
Rolls-Royce Silver Cloud III 431
ANTIQUE STYLING
Everything about the Clouds styling
wasantique, looking more like a piece of
architecture than a car. Standard steel
bodies were made by the Pressed Steel
Co. of Oxford, England, with the doors,
hood, and trunk lid hand-finished in
aluminum to save weight.
LEATHER COMFORT
The rear compartment might have
looked accommodating, but Austins
little 1100 actually had more legroom.
Standard walnut picnic tables were ideal
for Champagne and caviar picnics. Rear
leaf springs and hydraulic shock
absorbers kept the ride smooth.
FRONT ASPECT
The 150-watt 5-in (14-cm) Lucas
double headlights were necessitated
by onerous North American safety
requirements. Turn signals were
moved from the fog light to the
front fender on the Cloud III.
ORNAMENT
The Spirit of Ecstasy
graced a silver radiator
shell that took several
men five hours to polish.
432 Rolls Royce Phantom Drophead
DETAIL PERFECTION
REAR DECK Cabin is full of leather,
The rear tonneau cover is made from wood and chrome, alloy, wood,
echoes the nautical wood colors used in Italian and crystal.
Riva car launches of the 50s and 60s. The
interior also has acres of timber, available in
hundreds of different colors and finishes.
ALWAYS LEVEL
Center badges on wheels
are self-leveling and
always stay upright.
Rolls Royce Phantom Drophead 433
SPECIFICATIONS
MOVING MASCOT MODEL Rolls Royce Phantom
Spirit of Ecstasy falls Drophead (2007)
and rises automatically PRODUCTION N/A
when the car is locked BODY STYLE Two-door, four-seater
or unlocked. convertible.
CONSTRUCTION All-alloy.
ENGINE 6,749cc V12.
POWER OUTPUT 435 bhp.
TRANSMISSION Six-speed automatic.
SUSPENSION Self-leveling air suspension.
BRAKES Four-wheel discs.
ROLLS REINVENTED MAXIMUM SPEED 145 mph (233 km/h)
When BMW bought Rolls Royce, many (limited)
experts believed the brand was beyond 060 MPH (096 KM/H) 5.7 sec
saving. The German firms reinvention of 0100 MPH (0161 KM/H) 14 sec
RR has made it the most powerful and A.F.C. 15 mpg (6.4 km/l)
desirable it has ever been, attracting a much
more fashionable and younger customer.
UNIQUE BODY
No exterior panels are shared
with Phantom hardtop.
434 Saab 99 Turbo
S AAB 99 Turbo
EVERY DECADE OR SO, one car comes along that overhauls accepted wisdom. In 1978,
the British automotive magazine Autocar wrote, this car was so unpredictably thrilling
that the adrenalin started to courseagain, even in our hardened arteries. They had
just road tested a Saab 99 Turbo. Saab took all other car manufacturers by surprise
when they announced the worlds first turbocharged family car, which promptly went
on to be the first blown car to win a World Championship rally. Developed from
the fuel-injected EMS model, the Turbo had Bosch K-Jetronic fuel injection, a
strengthened gearbox, and a Garrett turbocharger. A hundred prototypes were built,
and between them they covered 2.9 million miles (4.8 million km) before Saab was
happy with its prodigy. Although it was expensive, there was nothing to equal its
urge. Rare, esoteric, and historically significant, the mold-breaking 99 Turbo is
an undisputed card-carrying classic.
INTERIOR
OFFICIAL PRESENCE Seventies interior looks
The body has a certain a little tacky now,
businesslike presence, with red velour seats
helped by specially made and imitation wood.
Inca alloys designed to
mimic the shape of
turbocharger blades, front
and rear spoilers, and a
sliding steel sunroof.
SUSPENSION
Dead beam-axle at the rear
and the usual wishbone and
coil spring setup at the front.
Saab 99 Turbo 435
SPECIFICATIONS
TURBOCHARGER HANDLING
The turbo was reliable, but its 99 Turbos were poised.
Achilles heel was a couple of Crisp turn-in came from
seconds lag on hard acceleration. front-wheel drive, with
prodigious adhesion courtesy
of 195/60 Pirelli P6s.
436 Studebaker Avanti
S TUDEBAKER Avanti
THE AVANTI WAS A BIG DEAL for Studebaker and the first all-new body style since
1953. The last car design of the legendary Raymond Loewy, it rode on a shortened
Lark chassis with a stock Studey 289cid V8. The Avantis striking simplicity of shape
was just one of Loewys celebrated confections. From his voguish Coca-Cola
dispenser to the chaste Lucky Strike cigarette pack, Loewys creations were
instant classics, and the brilliant Avanti was a humdinger. Studebakers prodigy
was fairly audacious too, with a fiberglass body, antisway bars, and wind-evading
aerodynamics. Dealers, however, could not meet the huge wave of orders and
this, combined with other niggles like flexing of the fiberglass shell, resulted in
impatient buyers defecting to the Corvette camp instead. Fewer than 4,650 Avantis
were made, and production ceased in December 1963, the Avanti concept being
sold to a couple of Studebaker dealers. They went on to form the Avanti Motor
Corporation, which successfully churned out Avantis well into the Eighties.
EUROPEAN LINES ENGINE
More European than American, the Avanti had a The 289cid was the best Studebaker
long neck, razor-edged front fenders, and no grille. V8 ever made, developing 240 bhp
Early sketches show Loewys inspiration, with tell- in standard R1 tune. Supercharged
tale annotations scribbled on the paper that read R2 and R3 boasted 290 and
like Jaguar, Ferrari, Aston Martin, Mercedes. 335 bhp respectively.
Lead time for the show Avanti was a hair-raising
13 months, with a full-scale clay model
fashioned in only 40 days.
BODY STYLING
The slippery shape was not
wind-tunnel tested, but a
piece of guesswork by Loewy.
Studebaker Avanti 437
SPECIFICATIONS
INTERIOR
Standard equipment
included internal trunk
and hood releases and
vinyl bucket seats.
REAR LIGHTS
The clean, uncluttered
rear included ageless
light treatment.
438 Sunbeam Tiger
S UNBEAM Tiger
THERE WAS NOTHING NEW ABOUT popping an American V8 into a pert English
chassis. After all, that is exactly what Carroll Shelby did with the AC Ace to
create the awesome Cobra (see pages 1619). When Rootes in Britain decided
to do the same with their Sunbeam Alpine, they also commissioned Shelby
to produce a prototype; and although Rootes already had close links
with Chrysler, the American once again opted for a Ford V8.
To cope with the 4.2-liter V8, the Alpines chassis and
suspension were beefed up to create the fearsome
Tiger late in 1964. In 1967, the Tiger II arrived
with an even bigger 4.7-liter Ford V8, but this
was a brief swansong as Chrysler took control
of Rootes and was not going to sanction a
car powered by rivals Ford. Once dubbed
the poor mans Cobra, these days Tiger
prices are only for the rich.
ENGINE
The first Tigers used 4.2-liter Ford V8
engines, replaced lateras shown here
by a 4727cc version, the famous
289, but not in the same state of tune
as those used in the Shelby Cobras.
Sunbeam Tiger 439
DISTINGUISHING FEATURES
The MkII Tiger had an eggcrate
grille to distinguish it from the
Alpine. Earlier cars were less easy
to tell apart: a chrome strip along
the side of the Tiger was the
giveaway, together with discreet
badging on the body.
SPECIFICATIONS
T ESLA Roadster
THE TESLA WAS THE WORLDS FIRST sexy electric car. Fast enough to worry a
Porsche 911 Turbo or Ferrari 599, the neck-jerking torque and devastating, silent
acceleration felt uncanny. Brainchild of PayPal founder Elon Musk, it used a Lotus
Elise chassis, stored power in 6,800 laptop batteries, and was the first electric
vehicle (EV) to have a range of more than 200 miles (322 km) on a three-and-a-
half hour charge. With zero tailpipe emissions and a theoretical fuel consumption
of 120 mpg (51 km/l), its green credentials were unimpeachable, but it also gave
the struggling EV market glamour and desirability. Without the ferociously fast
Tesla, electric cars wouldnt have come as far as they have. This sparky little
roadster remains one of the great technological landmark cars of the 21st century.
SMOOTH FEATHERWEIGHT
Slippery aerodynamics and
ENVIABLE RANGE lightweight construction
The biggest barrier to volume make it as fast as a
electric car sales has always been LOTUS BACKBONE Lamborghini Gallardo.
range anxiety, or the fear of The Lotus Elise chassis
running out of battery power. and suspension gives
But in 2010 Tesla cleverly and scalpel-sharp handling.
successfully drove a roadster
round the world, and owners
often achieved over 300 miles
(482 km) to one charge.
Tesla Roadster 441
QUICK POWER
Fast charging system SPECIFICATIONS
is twice as quick as
most other EVs. MODEL Tesla Roadster (2007)
PRODUCTION 2,450
BODY STYLE Two-door, two-seater.
CONSTRUCTION Steel chassis, carbon-
fiber panels.
ENGINE 185-kw electric motor.
POWER OUTPUT 248 hp.
TRANSMISSION Single-speed Borg Warner.
COOL RIDE SUSPENSION Independent.
Wing ducts help cool BRAKES Four-wheel discs.
batteries and brakes. MAXIMUM SPEED 125 mph (53 km/h)
(limited)
EASY ELECTRICITY 060 MPH (096 KM/H) 3.9 sec
Owners have a home charging unit 0100 MPH (0161 KM/H) 12 sec
that simply plugs in, and can also A.F.C. Theoretical 120 mpg (51 km/l)
top up at the office or at a street
charger, if they can find one. ROOFLESS
Removable roof
panel makes a STOPPING POWER
quick convertible. Drilled, ventilated
four-wheel discs are
extremely powerful.
442 Toyota 2000GT
T OYOTA 2000GT
TOYOTAS 2000GT IS MORE than a might have beenits a should have been.
A pretty coupe with performance and equipment to match its good looks, it
predated the rival Datsun 240Z (see pages 19699), which was a worldwide sales
success. The Toyota failed to reach much more than 300 sales partly because
of low capacity, but even more because the car was launched before Japan was
geared to export. That left only a domestic market, largely uneducated in the
finer qualities of sports cars, to make what they could of the
offering. As a design exercise, the 2000GT proved that
the Japanese auto industry had reached the stage where
its products rivaled the best in the world. It is just
a pity not more people were able to appreciate
this fine car first hand.
BEEMER LINKS
The design of the Toyota 2000GT is based on
an earlier prototype penned by Albrecht Goertz,
creator of the BMW 507 (see pages 6467) and
the Datsun 240Z. When Nissan rejected the
design, it was offered to Toyota and evolved
into the 2000GT.
GEAR LEVER
Short-throw wooden-
top gear lever.
INTERIOR
The 2000GTs snug cockpit featured a
walnut-veneer instrument panel, sporty
wheel, stubby gear-lever, form-fitting
seats, and deep footwells. The eight-
track stereo is a nice period touch.
Toyota 2000GT 443
BRAKES
Discs on all
four wheels.
HOOD PROFILE
LIGHTING The panel on the right concealed the
Unusual combination GTs battery; the one on the lefthand
of high-tech pop-up and side of the body was the air cleaner.
fixed headlights gave the This arrangement enabled the hood to
front a cluttered look. be kept low. The engine was a triple-
carb six-cylinder Yamaha, which
provided 150 bhp. A competition
version boosted output to 200 bhp.
SPECIFICATIONS
T RIUMPH TR2
IF EVER THERE WAS A SPORTS CAR that epitomized the British bulldog spirit it must
be the Triumph TR2. It is as true Brit as a car can be, born in the golden age of
British sports cars, but aimed at the lucrative American market. At the 1952 Earls
Court Motor Show in London, the new Austin-Healey stole the show, but the
Triumph Sports prototypes debut at the same show was less auspicious. It
was a brave attempt to create an inexpensive sports car from a company with no
recent track record in this market sector. With its dumpy derriere, the prototype
was no oil painting; as for handling, chief tester Ken Richardson described it
as a bloody deathtrap. No conventional beauty certainly, but a bluff-fronted
car that was a worthy best-of-breed contender in the budget sports car arena,
and the cornerstone of a stout sports tradition.
UNCONVENTIONAL STYLING TOP
The design, by Walter Belgrove, was a The TR2 had a foldaway RACING HOLES
far cry from the razor-edged Triumph top; the later TR3 had the The TR2 came with
Renown and Mayflower sedans that he option of a lift-off hardtop. small holes drilled in
had previously styled. If not beautiful, the scuttle to attach
the TR2 has chunky good looks with a aero-screens for racing.
bluff, honest demeanor.
WHEEL CHOICE
The first TR2s came with
pressed-steel disc wheels, but
most customers preferred the
option of wire wheels.
Triumph TR2 445
OVERHEAD VIEW
The low-cut doors meant that you could FUEL FILLER
reach out over them and touch the road. At over 30 mpg
External door handles only arrived CHASSIS (10.6 km/l), the
with the TR3A of 1957. The TR2 chassis was TR2s fuel figures
praised for its tautness were impressive.
and fine road manners.
446 Triumph TR2
NEW REAR
A revised rear, all-new chassis, and other
modifications saw Standard-Triumphs new
TR2 become a winner at the Geneva Motor
Show in March 1953. While the prototype
hada stubby tail, the production model
had areal opening trunk.
SPECIFICATIONS
STOCK DESIGN
There is nothing revolutionary in the design
of the pressed-steel chassis; a simple ladder
with X-shaped bracing. It was a
transformation, though, from the
prototypes original chassis.
INTERIOR
Stubby gear lever and full
instrumentation gave TR a true sports
car feel; the steering wheel was large,
but the low door accommodated
elbows out driving style.
448 Triumph TR6
T RIUMPH TR6
TO MOST TR TRADITIONALISTS this is where the TR tale ended, the final
flourishing of the theme before the TR7 betrayed an outstanding tradition.
In the mid-Sixties, the TR line was on a rolland the TR6 continued the upward
momentum, outselling all earlier models. It was a natural progression from the
original TR2; the body evolved from the TR4/5, the power unit from the TR5.
Crisply styled, with chisel-chin good looks and carrying over the 2.5-liter
six-cylinder engine of the TR5, the TR6 in early fuel-injected form heaved you
along with 152 galloping horses. This was as hairy chested as the TR got, and
a handful too, with some critics carping that, like the big Healeys,its power
outstripped its poise. But that just made it more fun to drive.
FAT WHEELS
Wider wheels were a
TR6 feature, as was the
antiroll bar at the front.
Triumph TR6 449
ROOMY COCKPIT
SMOOTH TR6 The cockpit was more spacious than POWER DROP
Virtually all bulges, like the earlier TRs, providing excellent driving Revised injection metering
TR5s hood power bulge position from comfortable seats. Big, and reprofiled camshaft
and cowled headlights, wide-opening doors gave easy access reduced power from
have been ironed out. to the TR6, a long cry from the tiny 1973; US carburetor
doors of the TR2 and 3. versions were more
sluggish and thirstier.
450 Triumph TR6
BEST SELLER
The TR6s good looks, and a long production run,
made this model the biggest selling of all TR
models. British sales stopped in February 1975, but
continued in the US until July 1976. The US model
may have been slower than the UK model by
12 mph (19 km/h), but 10 times
as many TR6s
were exported
as remained
in Britain.
ENGINE
The first engines, as on this 1972 car, produced
152bhp, but public pressure for something more well
mannered resulted in a 125 bhp version in 1973.
Americans had to make do with just over 100 bhp
andno fuel injection.
STEERING WHEEL
Steering wheel size was
reduced at the time of other
mid-model changes in 1973.
INTERIOR
The interior is still traditional but more
refined than earlier TRs. Yet with its big
dials, wooden dash, and short-throw gear
knob, its character is still truly sporty.
Triumph TR6 451
MERGER
The TR6 was launched just after
the 1968 merger of Leyland and
BMC, which produced Triumph
motors. Hence the badge on the
side of the TR6s bodywork.
ENGINE NOISE
Deep-throated
burble is still a
TR6 come-on.
LONG-TAILED
The TR6s squared-off tail was longer
than earlier TRs. Even so, there was only
space in the trunk for a set of golf clubs
and an overnight bag.
SPECIFICATIONS
T UCKER Torpedo
THERES NO OTHER POSTWAR CAR thats as dramatic or advanced as Preston Tuckers
futuristic 48 Torpedo. With four-wheel independent suspension, rear-mounted
Bell helicopter engine, pop-out safety windshield, and uncrushable passenger
compartment, it was 20 years ahead of its time. Youll step into a new automotive
age when you drive your Tucker 48, bragged the ads. It was a promise that
convinced an astonishing 300,000 people to place orders, but their dreams were
never to be realized. Problems with the engine and Tuckermatic transmission,
plus a serious cash-flow crisis, meant that only 51 Torpedos left the Chicago
plant. Worse still, Tucker and five of his associates were indicted for fraud by
the Securities Exchange Commission. Their acquittal came too late to save
Americas most eccentric car from an undignified end.
LOW PROFILE CUSHIONING
One of the fastest cars on American Front and rear seat cushions
roads, the Tucker had a low floor that could be interchanged to
gave it a huge aerodynamic advantage. spread wear and tear.
The roof tapered in two directions to
reduce lift forces, and the drag coefficient
was as low as 0.30. The Torpedos top
speed was 120 mph (193 km/h), and
an astonishing 30 mpg (10.6 km/l)
was possible.
CAREFUL POSITIONING
Novel engine was
positioned lower than the rear
passenger seat to diminish
noise, heat, and fumes.
Tucker Torpedo 453
ENGINE
The first of the Tucker SPECIFICATIONS
engines was a monster
589cid aluminum flat- MODEL Tucker Torpedo (1948)
six that proved difficult PRODUCTION 51 (total)
to start and ran too BODY STYLE Four-door sedan.
hot. It was replaced CONSTRUCTION Steel body and chassis.
by a 6ALV 335cid ENGINE 335cid flat-six.
POWER OUTPUT 166 bhp.
flat-six block,
TRANSMISSION Three-speed Tuckermatic
developed by Air-Cooled automatic, four-speed manual.
Motors of Syracuse. Perversely, SUSPENSION Four-wheel independent.
Tucker later converted this unit to BRAKES Front and rear drums.
a water-cooled system. MAXIMUM SPEED 120 mph
(193 km/h)
INTERIOR DESIGN 060 MPH (096 KM/H) 10.1 sec
Interior was designed by Audrey A.F.C. 30 mpg (10.6 km/l)
Moore, who had worked with
Raymond Loewy on Studebakers.
LUGGAGE SPACE
With no engine
upfront, luggage space NOSE DESIGN
was roomy. Slippery front
was designed to
cleave the air.
454 Tucker Torpedo
AN INSTANT HIT
The public loved the Tucker not only
for its comfort, power, and safety, but
also because the styling was completely
free from the usual prewar clichs. The
prototype was ready in 60 days
andmore than 5,000 people
attended the launch.
VENTS
Vents were to reduce
the considerable
heat generated by
theengine.
WIDE TRACK
The Torpedo was so different from
anything else on four wheels that it was
a complete sensation. It had the widest
track of any car and had all-around
independent suspension
sprung by rubber-in-
torsion units similar
to those of
Issigoniss Mini
(see pages 4447).
REAR LIGHT
Rear light, like much
of the Tucker, was
bought in, and was a
prewar Dodge design.
ENGINE
Engine was placed
crosswise on the
overhang between
the two
independently
sprung rear wheels.
Tucker Torpedo 455
INTERIOR
Some say that Detroit conspired to destroy
Tucker, but steering wheels on Torpedos
were from the Lincoln Zephyr, given freely
by Ford as a gesture of assistance.
Although the interior was groaning with
safety features, the Tucker sales team
figured it was too austere.
BUMPER
Steerhorn bumper gave
the car a dramatic
frontal aspect.
ROADSTER PLANS
Before Karmann chopped the lid SURFMOBILE
off the Bug, there had been plans Cabriolets like this
for a Beetle-based roadster. The California-registered
prototypes inspired coachbuilders car are a mainstay of
Joseph Hebmller & Sons to build surfing culture.
a short-lived roadster, but just 696
were built before a factory
fire scuppered
the project.
BRAKES
Front discs were
introduced in 1966.
Volkswagen Beetle Karmann 457
SPECIFICATIONS
UNIT GROWTH
The Beetles capacity grew
from 1131cc to 1584cc;
the engines have a
deserved reputation as
robust, rev-happy units.
458 Volkswagen Beetle Karmann
KARMANN COACHBUILDER
In addition to the Beetle convertible,
Karmann also built the Type 1
VWKarmann-Ghia, a
two-seater based on
Beetle running gear.
REAR LIGHTS
Many later design
changes like these
elephant footprint
rear light clusters
were driven by US
regulations.
FRESH AIR
With the top raised, the Karmann
cabriolet is a bit claustrophobic, but it
comes into its own as a timeless
top-down cruiser that is still a full
four-seater. Rear vision with the
topup is not much better than
onearly split-windowed and oval-
windowed models.
ONE-MODEL POLICY
The one-model policy that VW
adopted in its early years was successful
ENGINE while Beetle sales soared, but by 1967
You can always tell that a Beetle is on its Fiat had overtaken VW as Europes
way before it comes into sight thanks to biggest car manufacturer. It was not
the distinctive buzzing of the air-cooled, until 1974 that the Golf and Polo
horizontally opposed four-cylinder engine. revived the companys fortunes.
Volkswagen Beetle Karmann 459
WINDSHIELD
Curved panoramic
windshield replaced the
flat window in 1972.
INDICATORS
First cars had
semaphores; then
indicators were
fender-mounted.
460 Volkswagen Golf GTi
GTI ENHANCEMENTS
GTi suspension was lower and
firmer than the standard Golf, with
wider tires and wheels. Front disc
brakes were ventilated, but
keepingstandard drums at
therear was a mistake
early Golfs were very
disinclined to stop.
HATCHBACK
The Mk I Golf
was the first of
theSeventies
hatchbacks.
ALLOYS
Much admired cross-spoke
BBS alloy wheels were
both a factory-equipped
and aftermarket option.
Volkswagen Golf GTi 461
SPECIFICATIONS
ENGINE
Capable of 150,000 miles
(240,000 km) in its stride, the 1588cc
four-cylinder power unit breathed
throughBosch K-Jetronic fuel injection.
462 Volvo P1800
V OLVO P1800
THERE HAS NEVER BEEN A VOLVO like the P1800, for this was a one-time flight of
fancy by the sober Swedes, who already had a reputation for building sensible sedans.
As a sports car the P1800 certainly looked stunning, every sensuous curve and lean
line suggesting athletic prowess. But under that sharp exterior was most of the
engineering of the Volvo Amazon, a worthy workhorse sedan. Consequently, the
P1800 was no road-burner; it just about had the edge on the MGB (see pages 37273),
but only in a straight line. Another competitor, the E-Type Jag (see pages 30609),
was launched in 1961, the same year as the P1800 and at almost the same price,
but there the comparison ends. The P1800 did have style, though, and its other
virtues were pure Volvostrength, durability, and reliability. These combined
to create something quite singular in automotive idioma practical sports car.
LUGGAGE SPACE
As you would expect, the
sensible sports car had a
decent-sized trunk.
Volvo P1800 463
SPECIFICATIONS
WHEELS
Stylized fake
spokes identify this
as an early P1800.
464 Willys Jeep MB
W ILLYS Jeep MB
AS ONE WAR CORRESPONDENT SAID, Its as faithful as a dog, as strong as a mule,
and as agile as a mountain goat. The flat-fendered Willys Jeep is one of the most
instantly recognizable vehicles ever made. Any American TV or movie action hero
who wasnt on a horse was in a Jeep. Even General Eisenhower was impressed, saying
the three tools that won us the war in Europe were the Dakota, the landing craft,
and the Jeep. In 1940, the Defense Department sent out a tough spec for a military
workhorse. Many companies took one look at the seemingly impossible specification
and 49-day deadline and turned it down flat. The design that won the bid and made
it into production and the history books was a mixture of the ideas and abilities
of Ford, Bantam, and Willys-Overland. A stunning triumph of function over form,
the Jeep not only won the war, but went on to become a cult off-roader thats still
with us now. The Willys Jeep is surely the most original 4x4 by far.
TRICKY DRIVE
POWER SAFETY STRAPS High clutch, narrow footwell, and
The hardy Doors would have added weight, unmovable seat forced a knees-
L-head motor so side straps were a token splayed driving position.
developed 60 bhp. gesture toward driver safety.
CHASSIS
Box-section chassis was tough, yet
flexible enough to allow the frame to
twist for maximum wheel articulation.
Willys Jeep MB 465
LIFESPAN
SPECIFICATIONS
The Jeep was a brilliantly
simple solution to the MODEL Willys Jeep MB (1943)
problem of mobility at war, PRODUCTION 586,000 (during
but the life expectancy of an World War II)
average vehicle was expected BODY STYLE Open utility vehicle.
to be less than a week! CONSTRUCTION Steel body and chassis.
ENGINE 134cid straight-four.
POWER OUTPUT 60 bhp.
TRANSMISSION Three-speed manual,
JEEP NAME four-wheel drive.
Jeeps were first called General Purpose SUSPENSION Leaf springs front and rear.
cars, then MA, and finally MB, but BRAKES Front and rear drums.
nobodys sure of the origins of the MAXIMUM SPEED 65 mph (105 km/h)
Jeep name. Some say it is a corruption 060 MPH (096 KM/H) 22 sec
of GP, or General Purpose, others that A.F.C. 16 mpg (5.7 km/l)
it was named after Eugene the Jeep, a
character in a 1936 Popeye cartoon.
466 Willys Jeep MB
RAD CHANGES
Earlier Jeeps had a slatted radiator
grille instead of the later pressed-
steel bars, as here. The silhouette
was low, but ground clearance high
to allow driving in streams as deep
as 21 in (53 cm). Weather
protection was vestigial.
CLUTCH
Quick-release clutch
disengaged engine fan
ENGINE for fording streams
Power was from a Ford straight-four, and rivers.
which took the Jeep to around 65 mph
(105 km/h), actually exceeding US Army
driving regulations.
GEARBOX
The Warner three-
speed manual box
was supplemented by
controls allowing the
driver to select two-
or four-wheel drive in
high or low ratios.
FRONT VIEW
The Jeeps hood was secured using quick-
release sprung latches. The upper latch held
the fold-down windshield. Those stark fenders
and large all-terrain tires may look humble and
functional, but the Jeeps claim to fame is that
it spawned utility vehicles from Nissans and
Isuzus to Discoverys and Range Rovers.
Willys Jeep MB 467
WIPERS
Hand-operated
windshield wipers.
GEAR LEVER
First production
Jeep model, the
MA, had a
column change.
SPARTAN INTERIOR
EXTRAS Only the generals fought the war in
Jeeps came with gas comfort, and Jeep accommodation
can, shovel, and was strictly no frills. Very early Jeeps
long-handled ax. have no glove compartment.
HEADLIGHT
The dual-purpose headlight
could be rotated back to
illuminate the engine bay,
which was very useful during
night-time maneuvers.
JOINT EFFORT
Willys and Ford Jeeps saw service in every theater
of war, and the two versions were almost identical.
By August 1945, when wartime production of the
Jeep ended, the two companies together had
manufactured over 600,000 Jeeps. The US Army
continued using Jeeps well into the Sixties.
468 Index
Girling 21
Hydro-Boost power C Weber
Aston Martin V8
Camaro RS
Convertible 13841
112 C-Type, Jaguar 30003 38 Camaro SS396
Lockheed Cadillac Ferrari 250 GT 15053
Austin Mini Calais 113 SWB 229 Corvair Monza
Cooper 46, 47 Convertible 10609 Ferrari 308 GTB 13437
Jaguar C-Type 301 DeVille 113 242 Corvette (1954)
MG TC Midget Eldorado (1976) Ferrari Dino 242 11417
369 11013 GT 235 Corvette Sting Ray
Max Trac antiskid Eldorado Zenith twin 66 (1966) 13033
96 Convertible Carrera 911 RS, Corvette Stingray
transistorized rear (1953) 10205 Porsche 42021 (1969) 14245
110 Series 62 98101 Carrozzeria Touring Hot One 11821
Bristol 100D2 Camaro, Chevrolet design 34 Impala 12629
engine 12, 13 RS Convertible Carter carburetor see Monte Carlo 14647
Brock, Pete 16 13841 carburetors, Carter Nova SS 14849
Brown, David 32 SS396 15053 Cat see Jaguar Panther 13841
Brown, Roy 222 Campagnolo wheels catalytic convertor plastic fantastic
Brownlie, Bill 212 73 and Cadillac Eldorado 13033
Bug (Volkswagen) Camus, Albert and 113 Chrysler
45659 Facel Vega II 224 Chapman, Colin 300F (1960) 16265
Bugatti Veyron Grand Captive-Aire tires 160 DeLorean DMC 12 300L (1965) 16669
Sport 7677 carburetors 200 DeSoto Custom
Buick Carter Lotus Elan Sprint 20407
Limited Riviera Chrysler Imperial 344 Imperial 15457
(1958) 8689 156 Lotus Elite 340 Letter Car 166
Riviera (1964) 9093 Holley Chapron, Henri 178 New Yorker
Riviera (1971) 9497 Chevrolet Corvette Charger R/T, Dodge 15861
Roadmaster (1949) Sting Ray 132 21215 Citron
7881 Rochester 120 Chevrolet 2CV 17477
Roadmaster (1957) Rochester 4GC 384 3100 Stepside 12425 Deux Chevaux
8285 Solex triple 13 Bel Air (1957) 17477
Bullitt and Dodge Stromberg 290 11821 DS21 Decapotable
Charger R/T 215 SU HD8 58 Bel Air Nomad 17881
buyers market 89 Triple SU 35 (1957) 12223 Shark 17881
470 Index
Edsel
Bermuda 21619
Giro-Poise roll
control 93 F Fisher bodywork 414
Flight-O-Matic
Corsair 22023 Gran Sport V8 94 Facel transmission 393
Eisenhower, Dwight Lincoln V8 188 Vega HK 500 22426 Flight-Pitch Dynaflow
and Cadillac McCulloch 393 Vega II 22427 transmission 89
Eldorado 102 Marek design 34, 35 Fairlady, Datsun Floating Power engine
Elan Sprint, Lotus Maserati V6 1600 19495 172
34445 182, 185 Z 199 Flying Spur, Bentley
Eldorado, Cadillac Police Interceptor Fairlane 500 Skyliner, 6061
1953 Covertible 285 Ford 26669 Fontaine, Joan and
102105 Sting Ray 287 Ferrari Facel Vega II 224
1976 11013 Street Hemi V8 250 GT SWB Ford
Elite, Lotus 34043 406 22831 Big Bird see Ford,
engines Super Duty 415 275 GTB/4 232 Thunderbird
aluminum V8 65 Super Turbo-Fire V8 308 GTB 242 Edsel Bermuda
big bore 58 118, 120 365 GT4 Berlinetta 21619
Blue Flame Six block Tadek Marek 34 Boxer 23841 Edsel Corsair
Chevrolet Corvette Thriftmaster six 125 365 GTB/4 233 22023
117 Trademaster V8 125 400 GT 243 Fairlane 500 Skyliner
Chevrolet Impala Triumph TR3A 377 456 GT 24849 26669
129 Wankel rotary 353 458 Italia 25253 Galaxie 500 XL
boxer layout Wildcat V8 92 Daytona 233 Club Victoria
Porsche 356B 418 XPAG 368 Dino 246 GT 23437 272
Porsche Carrera Engle, Elwood 166 Enzo 25051 Galaxie 500XL
911 RS 420 Enzo, Ferrari 25051 Redhead 24447 Sunliner 27073
Bristol 100D2 12 European Touring Testarossa 24447 GT40 25861
Cole, Ed, Car Championship Fiat Little Bird see Ford,
design 99, 118 70 500D 25457 Thunderbird
Coventry Climax Exner, Virgil Abarth 255 Mustang (1965)
342, 343 Chrysler see also Lancia 27881
Dauphine 426 300F 162 Fire Power engine Shelby Mustang
Fire Power 158, 161 Chrysler Imperial 158, 161 GT500 (1967)
Fireball 81 157 Fireball engine 81 28285
Firedome V8 204 Chrysler New Firedome V8 engine Sports Roadster
Floating Power 172 Yorker 158 204 27477
472 Index
G 40811
Goertz, Albrecht
cyclops 455
frogs eyes 50
Hudson
Hornet 29495
Gable, Clark and BMW 507 64 low lights, Morris Step-Down 29495
Jaguar XK120 296 Datsun 240Z 196 Minor 380 Super Six 29293
Galaxie 500XL Toyota 2000 GT retractable 387 Humpy Holden
Sunliner, Ford 27073 442 stacked 360 28891
Gandini, Marcello 322 Goldfinger and Aston Twilight Sentinel Hurst transmission see
Gardner, Ava and Facel Martin 38 111 transmission
Visa II 224 Golf GTi, Healey, Donald Hussein, King and
de Gaulle, General and Volkswagen 46061 Austin-Healey Aston Martin 37
Citron DS21 178, 181 Goodyear tires see 3000 52 Hydra-Matic
General Motors tires Austin-Healey Sprite transmission see
Holden FX 28891 Gordon, John F. 98 MkI 48, 50 transmission
see also Buick; Gordon Keeble GT Henry J. Corsair, Hydro-Boost power
Cadillac; Chevrolet 28687 Kaiser 31617 brakes 112
Index 473
I Jensen
Interceptor 31011
Le Mans
Austin-Healey
Minor 380
Lyons, William
Iacocca, Lee Volvo P1800 462 Sprite 50 Daimler SP250
Ford Galaxie Jolly, Ghia 257 Jaguar C-Type Dart 190
400XL 300, 302 Jaguar C-Type 300
Sunliner 270
Ford Mustang 278 K Lotus Elite 341
Lefvre, Andr 172
Jaguar E-Type 306
Jaguar XK120 298
Impala, Chevrolet Kaiser Letter Car, Chrysler
12629
Imperial, Chrysler
Darrin 31215
Henry J. Corsair
16669
Level-Flight Torsion M
15457 31617 Aire suspension see M1, BMW 7275
Indy 500 139 Karmann suspension McNamara, Robert
Interceptor, Jensen Triumph TR5 448 Lexus LFA 33435 Ford Fairlane 500
31011 Volkswagen Beetle LFA, Lexus 33435 Skyliner 266
Isle of Man Manx 45659 lighting see headlights Mako Shark,
Trophy Rally 46 Kaye, Danny 224 Limited Riviera Chevrolet 14245
Issigonis, Alec Kelsey-Hayes wheels (1958), Buick 8689 Mansfield, Jayne
Austin Mini Cooper 274, 283 Lincoln Continental
44 Kennedy, John F. and Continental Mark II 186
Morris Minor 378 Lincoln Continental (1964) 33639 Ford Thunderbird
ItalDesign 72 336 Lincoln V8 engine 265
Kyalami, Maserati 188 Marek, Tadek engine
Merak, Maserati
349
Chevrolet Corvette
Sting Ray 131, 144
Morris Minor 378
Moss transmission O
Merc-O-Matic Miura, Lamborghini 297 Oldsmobile
transmission see 31821 Motorsport see BMW 4-4-2 38891
transmission MM Convertible, Mulliner, H.J. & Co Cutlass 388, 390,
Mercedes Morris Minor Bentley Flying Spur 391
280SL 36063 37881 60, 61 Toronado 38487
300SL Gullwing Monroe, Marilyn Bentley R-Type W-30 391
35659 Cadillac Eldorado Continental 58
300SL Roadster 359
Mercedes Benz SLS
102
Ford Thunderbird
Mustang (1965),
Ford 27881 P
AMG 36465 265 Mustang GT500, Ford P1800, Volvo 46263
MG Monte Carlo Rally Shelby 28285 Pacer, AMC 2831
A 37071 Austin Mini Packard Hawk 39293
B 37273
Midget 51
Cooper 45
Chevrolet Monte N pagoda roof 363
Panhard Dyna 394
TC Midget 36669 Carlo 14647 Nader, Ralph Panhard PL17 Tigre
Miami Vice and Ferrari Panhard PL17 Chevrolet Corvair 39495
Testarossa 244 Tigre 394 Monza 134 Pantera GT5, De
Michelin tires Renault-Alpine Chrysler 300F 164 Tomaso 20811
TRX 245 426 Nardi steering wheel Panther, Chevrolet
XWX 239 Montreal, 328 138
Midget, MG 36669 Alfa Romeo 25 New Yorker, Chrysler personality of
Mile-O-Matic Monza, Chevrolet 15861 owners, and classic
transmission 221, 223 Corvair 13437 Nickles, Ned 78 cars 10
Mille Miglia 329 Moon, Sir Peter 46 Nissan 240Z 199 Persuaders, The and
Million Dollar Grin Moore, Audrey 453 Noddy car 257 Ferrari Dino 234
grille 78 MoPar compass 154 Nomad (1957), Petterson, Pelle
Mini Cooper, Austin Morgan Plus Four Chevrolet Bel Air 462
4447 37477 12223 Peugeot
Mistral, Maserati 21 Morris Minor Nova SS, Chevrolet 203 39699
Mitchell, Bill low lights 380 14849 Robert 398
Buick Riviera MM Convertible NSU Ro80 38283 Phantom Drophead,
90, 94, 97 37881 Nuova, Fiat 500D Rolls-Royce
Cadillac Series 62 99 Moss, Stirling and 25457 43233
Index 475
Tesla Roadster 44041 Trans Am, Pontiac Hurst Slap Stik T-handle
Testarossa, Ferrari 41215 Dodge Charger 406
24447 Trans Am Racing 141 R/T 213 Teletouch 219
Thriftmaster six transmission Plymouth Torque Command 31
engine 125 Borg-Warner Barracuda 400 TorqueFlite
Thunderbird, Ford Citron SM 183 Hydra-Matic AMC Pacer 31
(1955) 26265 Daimler SP250 Cadillac 99, 105, Chrysler New
(1962) 27477 Dart 191 109, 112 Yorker 158, 159
Tiger, Sunbeam Ford Galaxie Hudson Hornet Dodge 213
43839 500XL Sunliner 295 Facel Vega II
Tigre, Panhard PL17 270 Kaiser Henry J. 227
39495 Jaguar XK150 Corsair 317 Plymouth 401
Tire Chain spray 150 305 Pontiac 409 Tuckermatic 453
Tjaarda, Tom 209 Maserati Ghibli Mile-O-Matic 221, TurboHydra-Matic
Tojeiro, AC 12 348 223 Buick Riviera 95
Toronado, Maserati Kyalami Moss 297 Cadillac 112
Oldsmobile 351 Pont-A-Mousson Chevrolet
38487 Bristol 13 Chrysler 300F 162 Corvette Sting
Torpedo, Tucker Cruise-O-Matic Facel Vega II 225, Ray 144, 145
45255 Ford Fairlane 500 227 Ferrari 400 GT
TorqueFlite Skyliner 269, 275 Power-Shift 243
transmission see Ford Galaxie automatic 437 Oldsmobile 386,
transmission 500XL Sunliner Powerglide 389
Tour de France 271 automatic 117, 121, Pontiac Trans Am
Rally 261 Ford Thunderbird 123, 129, 131 413
Tourer 275 Powerglide, Turbo-Drive
MGB 37273 Dynaflow Chevrolet Continental
Morris Minor MM Buick Limited Bel Air 121, 123 MarkII 187
37881 Riviera 86, 89 Corvair Monza Lincoln 337
Toyota 2000GT Buick Roadmaster 137 Turboglide 121, 123,
44243 78, 79, 81, 84, 85 Corvette 117 129
Traction Avant, Flight-O-Matic 393 Corvette Sting ZF
Citron 17073 Flight-Pitch Ray 131 BMW M1 75
Trademaster V8 Dynaflow 89 Prestomatic 154, Maserati Ghibli
engine 125 Ford-O-Matic 263 155, 156 348
478 Index
Traveller, Morris
Minor MM 379
Berlinetta Boxer
239 W wipers, clap hand 397
World Rally
Tremulis, Alex 455 Pilote 171 W-30, Oldsmobile 391 Championship, 1973
Triumph Pirelli 7 Wales, Prince of and Lancia Stratos 330
TR2 44447 Lancia Stratos Aston Martin V8 37 Renault-Alpine 427
TR3A engine 377 330 Wankel, Felix
TR6 44851
Truffaut, Franois
Pirelli P7
De Tomaso
Mazda RX7 352
NSU Ro80 383 X
and Facel Vega II Pantera GT5 210 Weber carburetor see XK120, Jaguar
224 carburetors 296299
Tucker
Preston 452
U wheels
Alpina 69
XK150, Jaguar
30405
Torpedo 45255 Unsafe at Any Speed Borrani 229 XKE, Jaguar 30609
TurboHydra-Matic Chevrolet Corvair Campagnolo 73 XPAG engine 368
transmission see Monza 134 Dunlop 48-spoke
transmission
Turbo-Drive
Chrysler 300F 164 center-lock 341
Formula Five Y
transmission see
transmission V chrome-look steel 91
Halibrand pin-drive 16
Yamaha six-cylinder
engine 443
Turboglide Vanishing Point and honeycomb 412
transmission 121,
123, 129
Dodge Charger R/T
215
Kelsey-Hayes 274
Kelsey-Hayes Z
Turner, Edward 192 Vantage, Aston Magstars 283 Zenith carburetor 66
Twitty, Conway and Martin 36 Pilote 171 ZF transmission see
Buick Riviera 91 Ventiports 78, 79, Rudge knockoff 65 transmission
tires 81, 82 Safety-Rim 154
Captive-Aire 160 Vignale design 310 Sportmag 149
Dunlop SP 311 Volante Convertible, Starburst 16
Goodyear 18 Aston Martin 36 Wide Track
Eagle 245 Volkswagen Wildcat V8 engine 92
Michelin TRX 245 Beetle Karmann Willys, Jeep MB
Michelin XWX 45659 46467
BMW 3.0CSL Golf GTi 46061 windshields
68 Volvo P1800 Soft-Ray tinted glass
Ferrari 365 GT4 46263 96
Index/Acknowledgments 479
A CKNOWLEDGMENTS
DORLING KINDERSLEY WOULD LIKE TO THANK: DORLING KINDERSLEY WOULD LIKE TO THANK THE
Nicky Lampon for additional editorial assistance; FOLLOWING FOR ALLOWING THEIR CARS TO BE
Chhaya Sajwan, Supriya Mahajan, Namita, and Neha PHOTOGRAPHED:
Sharma for design assistance; Shanker Prasad for Page 12 courtesy of Anthony Morpeth; p. 16 A.J.
additional DTP design assistance; Georgina Lowin for Pozner (Hendon Way Motors); p. 20 Louis Davidson;
picture research; Myriam Megharbi in the picture library; p. 24 Richard Norris; p. 28 Valerie Pratt; p. 32 Brian
Acorn Studios PLC; Action Vehicles of Shepperton Smail; p. 36 Desmond J. Smail; p. 40 David and Jon
Film Studios; Sarah Ashun; Dave Babcock; Philip Blythe Maughan; p. 44 Tom Turkington (Hendon Way
for supplying number plates; Bob and Ricky from D.J. Motors); p. 48 restored and owned by Julian Aubanel;
Motors; Andy Brown; Geoff Browne at Classic Car p. 52 courtesy of Austin-Healey Associates Ltd, Beech
Weekly; Phillip Bush at Readers Digest, Australia for Cottage, North Looe, Reigate Road, Ewell, Surrey,
supervising the supply of the Holden; Paul Charlton; KT17 3DH; p. 56 courtesy of Mr. Willem van Aalst;
Terry Clarke; Classic American magazine; Cobra Studios, p. 60 A.J. Pozner (Hendon Way Motors); p. 68 Terence
Manchester; Coulsdon Mark; Cricket; Barry Cunlisse of P.J. Halliday; p. 72 L & C BMW Tunbridge Wells; p. 78
the AAC (NW); Al Deane; Michael Farrington; Derek The Rt. Hon. Greg Knight; p. 82 57th Heaven Steve
Fisher; Jenny Glanville and Kirstie Ashton Bell at Wests 1957 Buick Roadmaster; p. 86 Geoff Cook; p. 90
Plough Studios; Rosie Good of the TR Owners Club; Tony Powell of Powell Performance Cars; p. 94 Tony
Andy Greenfield of the Classic Corvette Club (UK); Powell; p. 98 Liam Kavanagh; p. 102 Stewart Homan,
Peter Grist of the Chrysler Corp. Club (UK); William Dream Cars; p. 106 Garry Darby, American 50s Car
(Bill) Greenwood of the Cadillac Owners Club of Great Hire; p. 110 Tim Buller; p. 114 Alfie Orkin; p. 118
Britain; Rockin Roy Hunt; Kilian and Alistair Konig Dream Cars; p. 122 Mike and Margaret Collins; p. 124
of Konig Car Transport for vehicle transportation Phil Townend; p. 126 Mark Surman; p. 130 Benjamin
and invaluable help in sourcing cars; Dave King; Bill Pollard of the Classic Corvette Club UK (vehicle
McGarth; Ken McMahon at Pelican Graphics; Bill preparation courtesy of Corvette specialists D.A.R.T
Medcalf; Ben, Dan, and Rob Milton; Geoff Mitchell; Mr Services, Kent, UK); p. 134 Colin Nolson; p. 138 car
DeVoe Moore, Jeff Moyes of AFN Ltd; Colin Murphy; owned and restored by Bill Leonard; p. 142 Rick and
Terry Newbury; Colin Nolson; Gary Ombler; John Rachel Bufton; p. 146 Alex Gunn; p. 148 Tallahassee
Orsler; Paul Osborn; Ben Pardon; Tony Paton; Derek Car Museum; p. 150 Mike Webb; p. 154 Colin Nolson;
Pearson; Pooks motor bookshop and Cars and Stripes p. 158 Geoff Mitchell; p. 162 Alex Greatwood; p. 166
for original advertising material and brochures; Tony Geoff Mitchell; p. 170 Classic Restorations; p. 174 on
Powell at Powell Performance Cars; Antony Pozner at loan from Le Tout Petit Muse/Nick Thompson,
Hendon Way Motors for helpful advice and supply of director Sussex 2CV Ltd; p. 178 Classic Restorations;
nine cars; Kevin O Rourke of Moto-technique; Dave p. 182 Derek E.J. Fisher; p. 186 Steve Rogers; p. 190
Rushby; Peter Rutt; Ian Shipp; David and Christine Daimler SP 250 owned by Claude Kearley; p. 194 Steve
Smith; Ian Smith; George Solomonides for help with Gamage; p. 196 Kevin Kay; p. 200 D. Howarth; p. 204
sourcing images; John Stark; Richard Stephenson; Steve Nando Rossi; p. 208 Lewis Strong; p. 212 Neil Crozier;
at Trident Recovery; Straight Eight Ltd; Ashley Straw; p. 216 Gavin and Robert Garrow; p. 220 Charles
Dave and Rita Sword of the AAC; Tallahasee Car Booth; p. 224 owned and supplied by Straight Eight Ltd
Museum, Tallahasee, Florida; Gary Townsend; Marc (London); p. 233 A.J. Pozner (Hendon Way Motors);
Tulpin (Belgian representative of the AAC); John Weeks p. 234 A.J. Pozner (Hendon Way Motors); p. 238 A.J.
of Europlate for number plate assistance; Rob Wells; Pozner (Hendon Way Motors); p. 243 Dr. Ismond
and Margaret McCormack for compiling the index. Rosen; p. 244 by kind permission of J.A.M. Meyer;
480 Acknowledgments
p. 254 Janet & Roger Westcott; p. 258 Bell & Colvill saved this car from the scrapyard in 1974; restored
PLC, Epsom Road, West Horsley, Surrey KT24 6DG, by the owner in 1990, maintaining all original panels
UK; p. 262 Dream Cars; p. 266 Rockin Roy Hunt and mechanics; winner of many concourse trophies;
50s aficionado; p. 270 M. Fenwick; p. 274 Teddy p. 382 NSU Ro80 1972 David Hall; p. 384 Barrie
Turner Collection; p. 278 Max & Beverly Floyd; Cunliffe; p. 388 Cared for and cruised in by Mark
p. 282 Roy Hamilton; p. 286 Gordon Keeble by kind Phillips; p. 392 Peter Morey; p. 394 Panhard PL17
permission of Charles Giles; p. 292 David Selby; owned by Anthony T.C. Bond, Oxfordshire, editor
p. 294 Mike and Margaret Collins; p. 296 Jeff Hine; of Panoramique (Panhard Club newsletter); p. 396
p. 304 c/o Hendon Way Motors; p. 306 owner Phil Nick OHara; p. 400 Maurice Harvey; p. 404 Alan
Hester; p. 310 John F. Edwins; p. 312 Tallahassee Car Tansley; p. 408 courtesy of Peter Rutt; p. 412 Roger
Museum; p. 316 John Skelton; p. 318 privately owned; Wait; p. 416 owner Mr P.G.K. Lloyd; p. 420 c/o
p. 322 A.R.J. Dyas; p. 326 courtesy of Ian Fraser, Hendon Way Motors; p. 424 Richard Tyzacks historic
restoration Omicron Engineering, Norwich; p. 330 rally Alpine; p. 428 owned by Ian Shanks of
courtesy of Martin Cliff; p. 336 Michael Farrington; Northamptonshire; p. 434 David C. Baughan; p. 436
p. 340 Geoff Tompkins; p. 344 owner Phillip Collier, Dream Cars; p. 438 Peter Matthews; p. 442 Lord
rebuild by Daytune; p. 346 Alexander Fyshe; p. 350 Raynham of Norfolk; p. 444 E.A.W. Holden; p. 448
Edwin J. Faulkner; p. 352 Irene Turner; p. 360 Mrs. Brian Burgess; p. 452 Mr. DeVoe Moore, Tallahassee
Joan Williams; p. 366 courtesy of Chris Alderson; Car Museum, Tallahassee, Florida; p. 456 Nick Hughes
p. 370 John Venables; p. 372 John Watson, Abingdon- & Tim Smith; p. 460 Roy E. Craig; p. 462 Kevin Price,
on-Thames; p. 374 Martin Garvey; p. 378 E.J. Warrilow Volvo Enthusiasts Club; p. 464 Peter Barber-Lomax.
P ICTURE C REDITS
THE PUBLISHER WOULD LIKE TO THANK THE AGENCY PHOTOGRAPHS
FOLLOWING FOR THEIR KIND PERMISSION TO Aerospace Publishing Ltd: 64tl, 6465bc, 65tl,
REPRODUCE THEIR PHOTOGRAPHS:
66cl, 66bl, 67br, 6766tcr, 208tl, 208bc, 209tl,
t= top b= bottom c= center 210tc, 210clb, 211tc, 21011b, 224bc, 225tc,
l= left r= right a= above 226tl, 226bl, 227tc, 227bc, 232tl, 232c, 232bc,
COMMISSIONED PHOTOGRAPHY 242tl, 242c, 242bc, 300tl, 300bc, 301tc, 302tl,
30203bl, 303tc, 303bcr, 32223b, 323tc, 324tl,
Most pictures in this book are by Matthew Ward,
with a significant contribution by Andy Crawford. 324cb, 325tr, 325b, 442bl, 44243bc, 443tc.
Additional pictures are by: Peter Newarks Pictures: 277tr.
Nick Goodall : pp. 19t, 358br, 447tr
Clive Kane : pp. 28891 Giles Chapman Library: 63t, 77t, 253t, 335t,
Dave King (US): pp. 14849, 31215, 45255 365t, 423t, 433t, 441t.
Magic Car Pics: 249t, 251t.
Poole Collection: 19tc.
Readers Digest: 288tl, 288bc, 289tc, 289bc,
290tl, 290c, 290bl, 291br.
All other images Dorling Kindersley
For further information see: www.dkimages.com