Sunday, July 31, 2016

BAC Mono


What? I hear you say. Mono? Who is BAC? and lots of other questions. Well, BAC or Briggs Automotive Company was formed by two brothers in Cheshire, Neill and Ian Briggs.
Why? To produce specialist sports cars targeted at enthusiasts.
The vision behind Mono was to create a pure driving experience. It was logical to choose a central-seat format due to the fact that as soon as seats are placed side-by-side, weight, balance, visibility and layout are compromised to accommodate that extra seat and any passenger who might sit there!
Mono is a single seater performance car. Engineers from Cosworth, Hewland, Sachs, AP and Kumho Tires partnered with designers at BAC with the intention of creating a driver-centric vehicle.
The Mono uses carbon fibre composite construction over a steel chassis (with FIA compliant rollover structure) inspired by the construction principles employed in DTM race cars. The nose of the vehicle provides a storage compartment and doubles as impact protection.
The Mono is powered by a 2.3-litre, 285 bhp four-cylinder engine provided by Cosworth. The engine is mounted longitudinally to maintain the centralised balance of the car. The car runs a F3-specification six-speed sequential gearbox developed by Hewland. This gearbox operates a semi-automatic transmission tuned to complete gear shifts in 35 milliseconds. These specifications result in a 0–62 mph (0–100 km/h) time of 2.8 seconds and a top speed of 170 mph (274 km/h)
Weight-distribution in the Mono is focused on maintaining a low centre of gravity. The system includes a fully adjustable pushrod suspension system with damping elements made by SACHS Racing. AP Racing developed the retardation and stopping ability of the car. The Mono runs on specifically designed Kumho V70A road tyres.
Every Mono vehicle is customised around the purchaser’s body shape. The size of the seat, pedal reach and steering wheel position are modified in order to suit the individual’s ergonomic requirements.
The Mono ran 1:14.3 at the Top Gear test track. This makes it the second fastest legal production car ever to go around the track.
The BAC was awarded GQ’s Track Day Car of the Year 2012. Motoring journalist Jason Barlow stated: “Out of nowhere we have a new British superhero sports car… it’s exquisitely put together”. Regarding the vehicle’s track performance, he said that “this is essentially a street-legal Formula Three car… but the Mono is supple, benign and confidence-inspiring”.
In February 2012, the BAC Mono was awarded the Top Gear ‘Stig’s Car of the Year 2011′. The statuette trophy was presented to company founder Neill Briggs and Mono test driver Oli Webb at BAC’s Holmes Chapel headquarters.
 Autocar’s Steve Sutcliffe made the BAC Mono his car of the year in his end-of-year editorial.

 BAC Mono.

www.in2motorsports.com





Friday, July 29, 2016

TVR M Series



The TVR M Series were built between 1972 and 1979. The series replaced the outgoing TVR Vixen and Tuscan models, and is characterized by a common chassis and shared body style. As with other TVR models before and since, the M Series cars used a front mid-engine, rear-wheel drive layout and body-on-frame construction. The bodies themselves were built from glass-reinforced plastic (GRP). The era of the M Series is commonly associated with Martin Lilley, who, together with his father, took ownership of the company in 1965.
The M Series was regarded by contemporary reviewers as being loud and fast, and having excellent road holding. This came at the expense of unusual ergonomics, and heating and ventilation systems that were sometimes problematic.
The series includes the 1600M, 2500M, 3000M, 3000S, and Taimar, as well as turbocharged versions of the 3000M, 3000S, and Taimar. A small number of 5.0L Ford V8-powered cars were finished or converted by the TVR North America importer. These were sold as the 5000M. A total of 2,465 M Series cars were built over the nine years of production. Because of the hand-built and low-volume nature of TVR production, there are many small and often-undocumented variations between cars of the same model that arise due to component availability and minor changes in the build process.
The backbone chassis for the M Series cars was designed by automotive engineer and dealer Mike Bigland in 1971. Bigland had been hired by Lilley after demonstrating a number of suspension and steering improvements he had made to a 1967 TVR Tuscan SE owned by one John Burton. The chassis Bigland designed was of a central-backbone layout with perimeter tubes. Both round- and square-section 14-gauge and 16-gauge steel tube was used in the construction, with the square sections used to allow easier joining of the frame to the body. To facilitate production of the new chassis, Lilley upgraded TVR’s workshop with fixtures that allowed two welders to produce five units per week.
Unusual at the time, TVR offered a five-year guarantee against corrosion on the M Series chassis. Corrosion was prevented by leaving a film of oil from the manufacturing process on the metal, capping the ends of the tubes, and fastening components without driving fasteners through the tube walls.
The radiator selected for the M Series was shallow enough to allow locating the spare wheel in front of the engine. This improved luggage space behind the seats and also offered some additional crash protection for occupants. An M Series car was sent to the Motor Industry Research Association in 1971 for crash testing, and it was the only vehicle that remained steerable after a 30 mph (48 km/h) front-end collision with a concrete wall.
The car’s suspension was via double wishbones and coil springs front and rear. Although the wishbones and aluminium hub carriers were an original TVR design, many components on the cars were sourced from other manufacturers. Steering on all cars was via rack-and-pinion.
Because of production overlap between the M Series cars and earlier models, some earlier models were built with the pre-M bodywork over an M Series chassis. This includes the last series of the TVR 2500 (comprising ninety-six cars; not to be confused with the 2500M), all twenty-three Vixen S4s, and the final six TVR 1300s (which used the 1,296 cc Triumph Spitfire engine).
The M Series body was an evolution of the outgoing Vixen/Tuscan body. The doors, roof, forward bulkhead, and front windscreen were kept the same, leaving the bonnet and rear end to be restyled. At the start of M Series production, the fibreglass sections were baked at 140 °F (60 °C) after being moulded, then given an etch coat, six coats of primer, and three coats of nitrocellulose lacquer paint. Partway through M Series production, the paint shop changed to a two-pack acrylic paint process.
Bigland styled the car’s bonnet while Lilley styled the rear with the help of Joe Mleczek, who had been with the company since 1959 and who had experience in working GRP. Lilley also designed the interior and trim. Initially, all three of the 1600M, 2500M, and 3000M featured vents on the bonnet and front wings. By 1975, the 1600M and 3000M were being built without the vents but they were retained on the 2500M due to its tendency to run hot.
Many components were sourced from Ford models, including the Consul windscreen that was used on all M Series variants apart from the 3000S. The rear lights were initially the Ford Cortina Mark II units as had been used on late Vixens and Tuscans, mounted upside down. These were later replaced by Triumph TR6 lights, which were then replaced with smaller square Lucas lamps in a 1976 facelift which also affected the front. Multiple styles of alloy wheels were offered on the cars over the course of production, including a design by Wolfrace and the “T-slot” design, which was manufactured by Telcast. Chrome-plated steel bumpers, adapted from those used on the Triumph 2000, were used until around 1976, at which point they were replaced with black foam rubber bumpers.
The corduroy-covered seats used in the M Series were finished by Callow & Maddox Ltd., a car trimming and upholstering company then located in Exhall, Coventry. The foam padding used in the seats has a tendency to crumble and disintegrate, which prompts some owners to find suitable replacement seats. Most after market seats will not fit in the fibreglass tub, only unusually low and narrow seats can accommodate the car’s body shell. During M Series production, TVR was dealing with more than two hundred external suppliers, and stored approximately three months’ worth of components to reduce sensitivity to outside production variation.
After production of the M Series ended, TVR sold the production rights and tooling for many M Series components (including GRP bodies) to David Gerald TVR Sportscars Ltd.
Now for the various models;
The 1600M, introduced in 1972, used the 1.6L Ford Kent engine as found in the Ford Capri GT. Power was transmitted via a four-speed Ford gearbox and a Triumph TR6 differential. The 1600M was discontinued in 1973, only to be revived for the 1975 model year to meet increased demand for fuel-efficient vehicles in the wake of the 1973 oil crisis. In October 1972, it cost £1980. A total of 148 were built by the time production finally ended in 1977.
Specifications; Engine; 1598cc. Gearbox; 4 speed manual. Power; 86 bhp. Top speed; 105 mph (169 km/h). 0-60 mph 10.4 seconds.
As the United States was always an important market for TVR, the 2500M used the 2.5L straight-six engine from the Triumph TR6 due to that engine being ready for US emissions certification. Also borrowed from the TR6 were its gearbox, differential, and front suspension uprights. As for the 3000M, the four-speed manual transmission was also available with a switchable Laycock de Normanville overdrive.
The 2500M was only offered in the UK home market until 1973, after which point it was no longer sold there due to the availability of the 3000M, which featured significantly better performance. Later, with the introduction of the TR7, Triumph stopped production of the 2.5 L TR6 engine, and TVR discontinued the 2500M completely when supplies of the engine were exhausted in 1977. In October 1972, the 2500M cost £2151. Between 1972 and 1977, 947 2500Ms were sold.
Specifications; Engine; 2498cc. Gearbox; 4 speed manual (optional overdrive). Power; 106 bhp. Top speed; 109 mph (175 km/h). 0-60 mph 9.3 seconds.
As a higher-performance alternative to the 1600M and 2500M, TVR debuted the 3000M at the 1972 Earl’s Court Motor Show. It uses the 3.0 L Ford Essex V6 and cost £2278 in October 1972. Produced for only one year between 1973 and 1974, the 3000ML was a special luxury version of the 3000M that included a wooden fascia, leather trim, Wilton carpets, sunroof, and high-backed seats of a style different than that found in the standard cars. A total of 654 naturally aspirated 3000Ms were built. The early coupés weighed in at around 950 kg (2,094 lb).
Rear of a Taimar, showing the separate hatch
The first major alteration to the M Series body was the hatchback Taimar, introduced at the October 1976 London Motor Show and using the same mechanicals as the 3000M. The name was supposedly created from “Tailgate Martin”. The opening hatchback alleviated the previous difficulty of manoeuvring luggage over the seats to stow it in the cargo area, and the hatch itself was opened electrically via a solenoid-actuated latch triggered by a button on the driver’s door jamb. Over its three-year production, a total of 395 normally aspirated Taimars were built.
The final body style for the M Series, an open roadster, arrived in 1978 as the TVR 3000S. Like the Taimar, the 3000S was mechanically identical to the 3000M. The body, however, had undergone significant changes. Only the nose of the car was the same as the previous coupés, as the windscreen, doors, and rear end had all been reworked. The windscreen and convertible top had been adapted from those used on the Jensen-Healey roadster, and the doors were cut down to better replicate a classic open-motoring experience. The redesign of the doors precluded the possibility of using wind-up windows, so sliding side curtains were instead fitted. These could be removed entirely and stowed in the boot, which, for the first time on a TVR, was a separate compartment with its own lid. The boot lid was operated electrically in a manner similar to the Taimar’s hatch. The styling of the 3000S was revived in a somewhat modernized form later, with the 1987 introduction of the TVR S Series (although the S Series shared almost no components with the M Series cars.)
When production of the 3000S ended, it cost £8,730. Reportedly, 67 of these cars were in a left-hand drive configuration, and 49 were exported to North America.
In 1977, aware that supplies of the US-emissions-certified Triumph 2.5 L engine would soon be exhausted, TVR had contracted Californian company Olson Engineering, Inc. to design modifications to the Essex V6 such that it could be EPA-certified. They were successful in this regard, and Essex-engined M Series cars were imported the following year. An owner’s handbook supplement for US Federal models indicates that the emissions control system used a catalytic converter, exhaust gas recirculation, and secondary air injection.
In 1980, twenty-five 3000Ss were impounded by the United States government because a new US importer had declared them emissions-compliant without the Olson Engineering emissions kit actually having been fitted. This was not discovered until the cars were moved to dealers, ready to be sold, and one customer reported the violation to the government. The cars were eventually re-exported to the UK, but the short-term financial impact of the twenty-five unsaleable cars (worth £287,500 in total) was damaging to the development of the M Series replacement, the Tasmin.
In total 654 3000M’s were sold, 395 Taimar’s and 258 3000s’s
Specifications; Engine; 2994cc. Gearbox; 4 speed manual Optional overdrive. Power; 138 bhp. Top speed; 121 mph (195 km/h). 0-60 mph 7.7 seconds.
To further increase the performance of the 3000M, TVR contracted Ralph Broad’s engine tuning company, Broadspeed, to develop a turbocharging system for the Essex engine. The resultant 3000M Turbo prototype was unveiled at the 1975 British International Motor Show at the Earls Court, and subsequently went into production. In lieu of fuel injection, a carburettor was run inside a pressurized box atop the engine, and the turbocharger itself was mounted low and forward in the engine compartment, requiring the exhaust manifolds to exit forward. The compression ratio was lowered to reduce the engine’s internal stresses. The turbocharged cars were fitted with Koni dampers and wider tyres than on the naturally aspirated model. Ultimately, TVR also produced small numbers of the Taimar Turbo and 3000S Turbo.
Among all the Turbo cars, four were built with the “Special Equipment” (SE) specification, which included a leather interior, flared wheel arches, large Compomotive split-rim alloy wheels, and a limited-slip differential. Of these four cars, three were Taimar Turbo SEs and one was a 3000S Turbo SE. The single 3000S Turbo SE was used by Martin Lilley as his personal transport until he sold it on.
The chassis numbers for the turbocharged cars were within the number ranges used by their normally aspirated counterparts. The numbers; 3000M Turbo: 20, Taimar Turbo: 30 and 3000S Turbo: 13
Specifications; Engine; 2994cc. Gearbox; 4 speed manual Optional overdrive. Power; 230 bhp. Top speed; 140 mph (230 km/h). 0-60 mph 5.7 seconds.
In 1974, John Wadman (the president of the Canada-based import company TVR North America) began a project to replace the Triumph 2.5 L engine in a silver 2500M with a Ford 302 cu in Windsor V8. Wadman handled the engineering of the conversion, which involved the use of different engine mounts, radiator, and springs. The Ford V8 was mated to a BorgWarner T-4 gearbox with a rear differential from the Chevrolet Corvette, and the resultant “5000M” was shown at the 1975 Toronto International Auto Show.
Following the 1975 fire that damaged the TVR factory in Blackpool, TVR NA ordered and pre-paid six cars from the manufacturer. This gesture helped to secure future support from TVR for Wadman’s V8 conversions. The factory eventually supplied five M Series coupés without engines or transmissions, specifically for the purpose of V8 installations. TVR NA also converted three cars that were originally equipped with the Ford Essex V6, but that arrived from the factory with cracks in the cylinder block. In 1978, the factory built a car (painted white with a brown stripe) that was designated “5000M”; this was also shipped to Canada for a V8 installation. Since 1980, six Taimars have been converted to the Ford V8 as well.

TVR Owners Club.

TVR Car Club.

TVR.

www.in2motorsports.com






Wednesday, July 27, 2016

Oldsmobile 88


The Oldsmobile 88 (a.k.a. Eighty-Eight) was sold by the Oldsmobile division of General Motors and produced from 1949 until 1999. Today we are featuring the first part of this blog which concentrates on 1949 to 1970 when the 88 was the division’s top-selling line, particularly the entry-level models such as the 88 and Dynamic 88.
The 88 series was also an image leader for Oldsmobile, particularly in the early years (1949–51) when it was one of the best performing automobiles thanks to its relatively small size, light weight and advanced overhead-valve high-compression V8 engine originally designed for the larger C-bodied and more luxurious 98 series but it also replaced the straight-8 on the smaller B-bodied 78, creating what was considered the predecessor of Muscle cars of the 1960s.
A large number of variations in nomenclature were seen over this long model run—Futuramic, Super, Golden Rocket, Dynamic, Jetstar, Delta, Delmont, Starfire, Holiday, L/S, LSS, Celebrity, and Royale were used at various times with the 88 badge, and Fiesta appeared on some station wagons in the 1950s and 1960s.
The Oldsmobile Eighty Eight was produced in Wentzville, Missouri; Flint, Michigan; and Lake Orion, Michigan.
Oldsmobile introduced the 88 badge in 1949. It was named to complement the already-existing 76 and 98, and took the place of the Oldsmobile Straight-8 engined 78 in the model line-up. The new car used the same new Futuramic B-body platform as the Oldsmobile Straight-6 engined 76 but paired it with the powerful new Rocket V8 engine. This combination of a relatively small light body and large, powerful engine made it a precursor to the muscle car. The Rocket 88 vaulted Oldsmobile from a somewhat staid, conservative car to a performer that became the one to beat on the NASCAR circuits. It won six of the nine NASCAR late-model division races in 1949, 10 of 19 in 1950, 20 of 41 in 1952, and was eventually eclipsed by the low-slung, powerful Hudson Hornet, but it was still the first real “King of NASCAR.” This led to increased sales to the public. There was a pent up demand for new cars in the fast-expanding post World War II economy, and the 88 appealed to many ex-military personnel who were young and had operated powerful military equipment.
The 88 enjoyed a great success, inspiring a popular 1950s slogan, “Make a Date with a Rocket 88″, and also a song, “Rocket 88″, often considered the first rock and roll record. Starting with the boot-lid emblem of the 1950 model, Oldsmobile would adopt the rocket as its logo, and the 88 name would remain in the Olds line-up until the late 1990s, almost until the end of Oldsmobile itself.
The 1949 model was equipped with an ignition key and a starter push-button to engage the starter. Pushing the starter button would engage the starter, but if the ignition key was not inserted, unlocking the ignition, the car would not start. The car was equipped with an oil bath air cleaner. At the bottom edge of the front fender directly behind the front wheel was a badge that said “Futuramic” which identified an Oldsmobile approach to simplified driving, and the presence of an automatic transmission. 1948 Oldsmobile Futuramic introduction Styling changes for the 1950 model include the replacement of a two-piece windscreen with a one-piece unit and the addition of the Holiday hardtop coupé to the line. Also a three-speed manual transmission with column chenge became available as a “delete for credit” option to the Hydra-Matic automatic transmission. The 88 now outsold the six-cylinder 76 line-up, which was dropped entirely after the 1950 model year. It had a 40 ft. turning circle. The 1950 model won the 1950 Carrera Panamericana.
For 1951, the 88 was now the entry-level Olds with the discontinuation of the six-cylinder 76 line, which meant that all Oldsmobiles were powered by Rocket V8s. New this year was the more upscale Super 88 line on the new GM B-body which included restyled rear body panels, a more luxurious interior, and a slightly longer 120-inch (3,000 mm) wheelbase as opposed to the 119.5-inch (3,040 mm) wheelbase which had been standard since the 88′s introduction. The station wagon was discontinued and would not reappear until the 1957 model year. New was an I-beam frame. Hydraulic power windows and seats were optional.
In 1952, the base 88 shared the Super 88s rear bodypanels and wheelbase, and got a 145 horsepower (108 kW) 303 cu in (5.0 L) Rocket V8 with two-barrel carburetor while Super 88s got a more powerful 160 hp (119 kW) 303 with a new four-barrel carburetor. Other mechanical features were unchanged with styling changes amounting to new grilles, rear lights, and interior revisions. New was the optional automatic headlight control.
For 1953, the base 88 was renamed the DeLuxe 88 for only this one year while the Super 88 continued as a more up-scale version. Engines and transmission offerings were the same as 1952. Late in the 1953 model year, a fire destroyed GM’s Hydra-Matic plant in Livonia, Michigan, which was then the only source for Hydra-Matic transmissions. The temporary loss of Hydra-Matic production led Oldsmobile to build thousands of its 1953 models with Buick’s two-speed Dynaflow automatic transmissions until GM pressed its Willow Run Transmission plant into service to resume Hydra-Matic production. New options this year included Frigidaire air conditioning, power steering, and power brakes.
The 1954 Oldsmobiles were completely restyled with new longer and lower body shells and wrap-around windscreens and rear windows. Wheelbases increased to 122 inches (3.1 m). Base models reverted to being simply called 88s after being designated as DeLuxe 88s for only one year and the Super 88 was once again the mid-line series. The Rocket V8 was enlarged from 303 to 324 cubic inches with 88s powered by a two-barrel, 170 horsepower (130 kW) unit while Super 88s came with a 185 horsepower (138 kW) version with four-barrel carburettor. Also, a safety padded dash became optional, at $17.
The 1955 models were heavily face-lifted with new grillework, rear lights and body-side chrome. Horsepower for the 324-cubic-inch Rocket V8 increased to 185 for 88s and 202 for Super 88s. At mid-year, Olds introduced the new pillarless four-door hardtop body, dubbed the Holiday sedan, in both the 88 and Super 88 series. The four-door Oldsmobile 88 Holiday, along with the four-door 98 Holiday, Buick Century Riviera, and Special Riviera, were the first four-door hardtops ever produced.
For 1956, styling highlights included a new split grille in front and revised rear lights and deck along with revised side chroming. Horsepower for the 324 Rocket V8 increased to 230 for 88s and 240 for Super 88s. A new four-speed Jetaway Hydra-Matic was introduced this year to replace the original Hydra-Matic transmission that Olds had used since 1940. The new Jetaway Hydra-Matic retained the four forward speeds and fluid coupling unit, but added a new “Park” position to the shift quadrant and no longer required band adjustment as a specified routine maintenance. Inside, an oval speedometer replaced the round unit and a new foot-operated parking brake replaced the previous T-handle unit.
For 1957 only, the basic 88 was officially named Golden Rocket 88, taken from Olds’ 1956 Motorama two-passenger show car. However, the only badging was an “88″ underneath each taillight. Also for 1957 the “J2″ option was offered, with three 2-barrel (0.32 m3) carburetors, similar to the Pontiac Tri-Power. The Super 88 continued as the upscale mid-line series. Under the hood, the Rocket V8 increased in displacement to 371 cubic inches and 277 horsepower (207 kW) for all models across the board. Although rare, three speed manual transmissions were still available. Styling highlights were more evolutional than radical overall with three-piece rear window styling utilized on some models. Oldsmobile revived station wagons for the first time since 1950 with the Super 88 Fiesta being a four-door hardtop design. In 1957, Oldsmobile added a safety deep-recessed steering wheel.
The 1958 model is best known in Oldsmobile as the year of the “ChromeMobile” thanks to tremendous amount of chrome trim on the body, particularly on the higher-priced Super 88 and Ninety-Eight models. The styling was advertised by Olds as the “Mobile Look.” The Dynamic 88 debuted in 1958 and lasted through 1966 positioned as the entry level model below the Super 88. A new option for 1958 was a “Trans-Portable” radio that could be removed from the instrument panel through the glove compartment and used as a portable radio for beaches, picnics, etc. thanks to portable batteries. A revised instrument panel was highlighted by a new deep-dish steering wheel with “horn bars” replacing the long-standing horn ring still common during that period.
Despite an economic recession that cut into new car sales industry wide, and especially affected the medium-priced car market that Olds competed in, Oldsmobile saw only a slight decline in sales for 1958 and even rose in industry standings to fourth-place behind the “Low-Priced Three” of Chevrolet, Ford and Plymouth, while surpassing a now-floundering sister division Buick on the sales charts for the first time in many years. Oldsmobile was also way ahead of other middle-priced competitors such as sister division Pontiac, Mercury, Dodge and Chrysler, along with Ford Motor Company’s all-new and ill-fated Edsel, and Chrysler Corporation’s DeSoto – the latter two nameplates of which would fade into oblivion within the next three years.
All Oldsmobiles were completely restyled for 1959 with a longer, lower and wider body on the basic GM B-body, which for the first time was used on all of General Motors’ standard-sized cars from the lowest-priced Chevrolet to the most-expensive Cadillac. Styling highlights for the new models, promoted as the “Linear Look,” included six-window styling on four-door pillared sedans, glassy semi-fastback rooflines on Holiday coupés and flat-blade rooflines with thin windscreen and C-pillars on Holiday sedans which created a “fishbowl”-like effect. While many 1959 model cars featured bigger and sharper fins, Olds featured more subdued “oval” fins and far less chrome than the ’58 model for a much cleaner look. Wheelbases on 88 models increased by one inch to 123 inches (3,124 mm).
A larger 394 cubic-inch Rocket V8 and rated at 315 hp (235 kW) was standard equipment on the Super 88. The lower-priced Dynamic 88 series was powered by 371 cubic-inch Rocket V8 carried over from 1957–58 rated at 265 hp (198 kW).
A major facelift with new grille and rear lights and revised rear design highlighted the 1960 Oldsmobiles. The larger 315 hp (235 kW) 394 cubic-inch Rocket V8 continued as standard power for Super 88 models. Dynamic 88s continued with the 371 cubic-inch Rocket V8 that was detuned to 240 hp (179 kW) thanks to a lower compression ratio that permitted the use of lower-priced regular gasoline. Other changes included a revised instrument panel and a slimmer transmission tunnel for improved interior space.
An all-new body and chassis with perimeter “Guard Beam” frame and all-coil suspension replacing the previous leaf springs highlighted the 1961 full-sized Oldsmobiles, which were joined by the new compact F-85. All full-sized Oldsmobiles were now powered by the 394-cubic-inch Rocket V8 with the Dynamic 88 getting a two-barrel, 250 hp (186 kW) version that used regular gas, while the Super 88 was powered by a four-barrel “Ultra High Compression” 394 Skyrocket V8 rated at 325 hp (242 kW). The Skyrocket engine was available as an extra-cost option on the Dynamic 88. A new three-speed “Roto” Hydra-matic transmission that was smaller and lighter than the previous four-speed unit was introduced as an option.
The 1961 Oldsmobile body design represented the after-effect of the 1958 recession. While wheelbases remained the same as in 1960, the overall length and width were reduced slightly – a trend seen throughout all of GM’s marques. Body design focused on a trimmer, fuselage design. At the bottom of the rear quarters, a “skeg” – a downward fin – jutted outboard to counterbalance the rearward point of the quarter panel. Round rear lights, one on each side, were set into the rear cove. For 1961, GM retired the compound curve windscreens that it introduced in 1954, and the much hated body dogleg necessitated by the shape of the windscreen. Instead of adopting the cleaner straight angled “A” pillar, Bill Mitchell pushed for a small curved switch back, used in 1961–62, at the outboard base of the windscreen.
At mid-year, a sporty and luxurious convertible called the Starfire was introduced. It was based on the Super 88 ragtop and featured leather bucket seats, centre console with floor change for the Hydra-matic transmission and many other standard items such as power steering, brakes, windows and driver’s seat. The Starfire was also powered by an even higher-performance version of the “Ultra High Compression” 394-cubic-inch Starfire V8 rated at 335 hp (250 kW).
For 1962, the Oldsmobile 88 received a “second-year” face-lift that included a revised grille and front bumper. Changes to the rear included the removal of the rear fender skegs , and oval rear lights replaced the 1961′s round units. Changes to the greenhouse included new roof lines for the four-door Celebrity sedan and Holiday hardtop sedans. Two-door sedans were dropped, while two-door hardtops received a new convertible-inspired roof-line. The “bubble-top” two-door hardtop was dropped as well. Length was increased somewhat to give the ’62 Olds a longer look. Engines were uprated to 280 hp (209 kW) for the standard engine in the Dynamic 88 thanks to a higher compression ratio that demanded the use of premium fuel, 330 horses for the “Skyrocket” V8 standard on Super 88 and Ninety-Eight and 345 horsepower for the top Starfire Rocket V8. Oldsmobile marketing continued to use the trade names of “Roto-matic Power Steering” and “Pedal-eeze Power Brakes”
1962 Oldsmobile Dynamic 88s and Oldsmobile Fiesta wagons (based on the 88 platform) each had their own upholstery patterns in single and dual-tone colours. Super 88s received tri-tone upholstery and trim. Heaters became standard equipment on all models, and the push-button controls were located to the right of the steering wheel column. Vehicles not equipped with air conditioning received push-button vacuum-operated fresh air vents, called “Summer Ventilation”, which replaced the pull level type vents. Cars equipped with factory air conditioning replaced the vent control panel with the air conditioning panel, which also contained its own blower switch. These cars also sported round dash vents for the A/C airflow deliver. Dynamic 88s received aqua dashboard panel inserts with “OLDSMOBILE” lettering, while Super 88s received panels with that model’s nomenclature on the insert.
New, squared-off styling highlighted the 1963 full-sized Oldsmobiles, and the 88/Starfire featured their own unique bodies, separate from the 98, which received its own styling cues and roof lines. 1963 also brought about GM’s across-the-board adoption of the straight angled windscreen “A” pillar on all full-size production vehicles. Models and drivetrains in both the Dynamic 88 and Super 88 series were unchanged from 1962. New options that year included a “tilt-away” steering wheel that could be adjusted to six positions, AM/FM radio and cruise control.
1964 Oldsmobile Dynamic 88 Celebrity Sedan
For 1964, Oldsmobile’s full-sized cars received a minor face-lift that included new sculpted bodies, grilles and rear lights. New that year was the introduction of price leader for the full-sized Olds series, the Jetstar 88, which used the same basic body shell as other 88 models, but shared many of the mid-size car components with the F-85. The Jetstar 88 used the smaller 330 V8 and Jetaway (Super Turbine 300) two-speed automatic transmission in place of the 394-cubic-inch V8 and Roto Hydramatic found in other Oldsmobiles.
Oldsmobile also introduced the Jetstar I for 1964. Not part of the Jetstar 88 line, the Jetstar I instead was a direct competitor to the Pontiac Grand Prix in the same $3,500 price range. Jetstar I’s shared the notchback body style with the Starfire along with its more powerful 345 hp (257 kW) 394-cubic-inch Rocket V8 engine, but with less standard equipment and a lower price tag. Jetstar I’s are distinguishable from the Starfire and Jetstar 88 in that the rear window on the Jetstar I is concave, rather than convex. Oddly, Oldsmobile teamed the 345 hp (257 kW) Rocket engine with a very unsuitable transmission in the Jetstar I…the Jetaway (Super Turbine 300) two-speed unit with “switch pitch” converter.
With the introduction of the Jetstar 88, the Dynamic 88 models were elevated up the rung for the 1964 model year. Dynamic 88s could be had in four door-sedan and hardtop bodies, two-door hardtop, convertible and station wagon models.
1964 was the last for the Super 88 series, which limited to two body styles: a four-door Holiday hardtop sedan and a four-door pillared sedan. Total production for both four-door Super 88 models reached 19,514 assemblies for the model year.
The Delta name appeared for the first time in 1965 as an upscale trim line of the Dynamic 88, the Dynamic 88 Delta, replacing the previous top-series B-body Olds, the Super 88. Early ’65s were referred to as Dynamic 88 Deltas, but within a few weeks after the start of the model year, Olds began marketing the line as a separate series known as the Delta 88.
All 1965 Olds models featured all new styling and engineering. The B-body cars featured more rounded styling than previous years with Coke-bottle profiles and semi-fastback rooflines on Holiday (two-door hardtop) coupés – Jetstar I and Starfire coupés got a more rounded variation of the squared-off 1963–64 roofline with concave rear window shared by Pontiac’s Grand Prix. Also introduced this year was a new 425 cubic-inch Super Rocket V8 with horsepower ratings ranging from 300 to 370. The new three-speed Turbo Hydra-Matic transmission with torque converter replaced the Roto HydraMatic used since 1961. Also new to the option list for 1965 on all B-body cars was a four-speed manual transmission with Hurst floor shifter, which was a seldom-ordered offering.
Few styling changes other than revised grilles and rear sections marked the 1966 full-sized Oldsmobiles. The sporty Jetstar I series was dropped with a lower-priced Starfire only offered as a hardtop coupé taking its place. All other series’ 88 models were carried over from 1965 with a new convertible added to the Delta 88 line and the same bodystyle dropped from the Jetstar 88 line.
A new option for all senior Oldsmobiles was GM’s automatic Comfortron Air Conditioning system first introduced by Cadillac in 1964. Comfortron permitted the driver to automatically set a year-round temperature at a constant level. The basic Frigidaire air conditioning unit offered in previous years continued as before and becoming an increasingly popular option on full-sized Oldsmobiles. Another new option for 1966 was a Tilt-and-Telescopic steering wheel that could be vertically adjusted to six different positions as well as telescoped outward from the instrument panel to improve driver comfort.
For 1967, all GM full-size cars received a mid cycle freshening that featured fuller body panels. More rounded styling cues marked all 1967 Olds 88 models which received longer hoods and shorter decks and more sweeping fastback rooflines on 88 Holiday coupés to emulate the styling of Olds’ front-wheel-drive flagship, the Toronado. Olds 88′s received a three part front grille made op of a centre prow flanked on either side by headlight pods. For the first time since 1959, the dual headlights were split apart by parking lights. Rear lights for 88′s featured a waterfall design. Interiors made extensive use of wood-tone panels, and bright metal finishes were kept to a minimum.
Model wise, there was more name juggling. The Delmont 88 was introduced for 1967 and produced for just two years, replacing both the Jetstar 88 and Dynamic 88 model lines. The Delmont featured the 330 V8 as standard and the 425 V8 as an option in 1967 and the new “Rocket 455″ version of the same engine with a longer bore-stroke in 1968. The 425 was standard on the Delta 88. The Delta 88 gained a new sub series called the Delta Custom which had a plusher interior than the standard Delta 88 featuring a Strato bench seat in the Holiday sedan or, in the Holiday coupé, a choice of either Strato bucket seats with console or Strato bench seat with armrest. The Delta Custom Holiday coupé was essentially a successor to the former 88-based Starfire series offered in previous years (1961–66) but with a standard 88 semi-fastback roofline rather than the Starfire’s squared off roof with concave rear window. Another styling cue for the Delta Custom was the addition of a second set of rear light reflectors set into the lower portion of the bumper.
New options for 1967 included front disc brakes, stereo 8-track tape player and a Climate Combustion Control system for Rocket V8s designed to regulate carburettor air temperature, boost fuel economy, speed choke warm up and eliminate winter icing to permit easier starting and more efficient operation in cold weather.
The same assortment of 330 and 425 cubic-inch V8 engines were carried over from 1966, as were most transmission offerings except the optional four-speed manual with Hurst shifter, which was discontinued due to low buyer interest.
For 1968, the overall design was a carry over. New front end with split grille design that would become an Olds trademark in coming years highlighted all 1968 full-sized Oldsmobiles with horizontal lines on 88′s and egg-crate patterns on Ninety-Eights, along with concealed windscreen wipers. The Delmont 88 got a larger 350 cubic-inch V8 as standard equipment and the optional V8 that was standard on Delta 88/Custom and Ninety-Eight was jacked up to 455 cubic inches with a 390 hp (291 kW) W-33 option primarily designed as part of the division’s police package available as an RPO on all 88′s. Horsepower ratings of other Olds engines included 250 for the 350 two-barrel standard in the Delmont 88, 310 for the four-barrel 350 optional in the Delmont 88. A 455 two-barrel rated at 310 horsepower (230 kW) was standard on the Delta 88/Custom and optional on the Delmont 88. Optional on all 88s was a four-barrel 455 rated at 365 horsepower (272 kW) from the larger C-body Ninety-Eight. Both the 350 and 455 two-barrel Rocket V8 engines were designed to use regular gasoline while the optional 350. “Ultra High Compression” Super Rocket V8s required premium fuel.
The 1969 88 series dropped the Delmont name, leaving the Delta 88 as the base model of the series. The Royale trim appeared on a top-line Holiday coupé and came standard with a more luxurious interior featuring a notchback vinyl upholstered bench seat with armrest or Strato bucket seats with optional centre console. For safety, a ceiling mounted shoulder belt was offered in the front seats for both the driver and right passenger. This arrangement provided five belt buckles in the front bench seat. The standard engine in the base Delta 88 was a 350 cubic-inch and was rated at 250 hp (186 kW) at 4,600 rpm and 355 lb·ft (481 N·m) of torque ran on leaded regular 94 RON gasoline. Standard on the Delta 88 Custom and Royale models and optional on the base series was a low compression two-barrel version of the 455 cubic-inch Rocket V8 rated at 310 hp (231 kW) designed to use regular fuel. Optional on all Delta 88s was the four-barrel Ultra High Compression 455 cubic-inch Super Rocket V8 rated at 365 hp (272 kW). Top option was the 390 hp (291 kW) version of the four-barrel 455 V8 designed to run on 98 RON octane fuel available in all Delta 88 models as the W-33 option.
The two-speed Jetaway automatic that was previously offered as an option on the smaller engine 88 models was dropped completely in favour of the GM three-speed Turbo Hydra-Matic 400 transmission previously only offered with the larger engines. Also a new GM-designed Variable-Ratio Power Steering system was introduced as an option.
All full-sized Oldsmobiles were completely restyled for 1969 with more squared off bodylines and rooflines for the Holiday coupés and sedans replacing the semi-fastback look of 1967–68, and ventless front windows on all models. Though the 1969 models were extensively restyled, the basic 1965 chassis design and inner-body structure was retained along with the roofline on the pillared four-door Town sedans.
Inside, headrests were now standard equipment and a new instrument panel included square instruments replacing the round instruments of previous years along with a push-button operated ashtray and rotary glove compartment knob, as well as heating/air conditioning controls relocated from the centre of the dash to the left of the steering wheel near the lights and wiper switches. The high-beam lights indicator was a red rocket located on the dash. Also new was a steering column-mounted ignition switch that also locked the steering wheel when not in use – a feature found on all 1969-model General Motors passenger cars, a year before locking steering columns were required by federal mandate starting in 1970.
Only detail changes were made for the 1970 full-sized Oldsmobiles including a new split grille that no longer extended to surround the headlights and a slightly revised rear section. Powertrain selections were carried over from 1969 with both 350 and 455 cubic-inch Rocket V8s now featuring “Positive Valve Rotators” for longer engine life and more efficient operation. A new antenna impregnated into the windscreen was introduced this year that replaced the previous wing mounted unit and was included as standard equipment on all cars equipped with a factory radio. New option this year was a wiper/washer switch mounted in the shift lever knob. Optional radio was a stereo AM-FM radio and a lower dash mounted eight track tape player.
The 1965-70 GM B platform is the fourth best selling automobile platform in history after the Volkswagen Beetle, Ford Model T and the Lada Riva.

Video of a 1953 88 Rocket here.

Oldsmobile Club.

www.in2motorsports.com





Monday, July 25, 2016

Mercedes Benz 540K roadster


Produced by Mercedes-Benz from 1935 to 1940 the 540 K Roadster was a rather a large masterpiece. Introduced at the 1936 Paris Motor Show, the Friedrich Geiger designed car was a development to the 500K, itself a development of the SSK. Available as a two seater cabriolet, four seater coupé or seven seater limousine with armoured sides and armoured glass, it was one of the largest cars of the time.
The straight-8 cylinder engine of the 500K was increased to 5,401 cubic centimetres (329.6 cu in), which aspirated by twin pressurized updraft carburettors, developed a natural 115 hp (86 kW). However, there was an attached Roots supercharger which could either be engaged manually for short periods, or automatically when the accelerator was pushed fully to the floor. This increased power to 180 hp (130 kW), creating a top speed of 170 kilometres per hour (110 mph).
Power was sent to the rear wheels through a four-speed or optional five speed manual gearbox that featured synchromesh on the top three gears. Vacuum-assisted hydraulic brakes kept the car under the driver’s control.
The 540K had the same chassis layout at the 500K, but was significantly lightened by replacing the girder-like frame of the 500K with oval-section tubes – an influence of the Silver Arrows racing campaign.
To meet individual wishes of customers, three chassis variants were available as for the 500K: two long versions with a 3,290 mm (130 in) wheelbase, differing in terms of power-train and bodywork layout as well as a short version with 2,980 mm (117 in). The long variant, termed the normal chassis with the radiator directly above the front axle, served as the backbone for the four-seater cabriolets ‘B’ (with four side windows) and ‘C’ (with two side windows), and for touring cars and sedans. The shorter chassis was for the two-seater cabriolet ‘A,’ set up on a chassis on which radiator, engine, cockpit and all rearward modules were moved 185 mm (7.3 in) back from the front axle.
The Sindelfingen factory employed 1,500 people to create the 540K, and allowed a great deal of owner customisation, meaning only 70 chassis were ever bodied by independent builders. Owners included Jack Warner of Warner Brothers film studios.
With the outbreak of World War II in 1939, the proposed further boring-out of the engine to 5,800 cubic centimetres (5.8 l) for a 580K was aborted, probably after only one such car was made. Chassis production ceased in 1940, with the final 2 being completed that year, and earlier chassis were still being bodied at a steady rate during 1940, with smaller numbers being completed in the 1941–1943 period. Regular replacement bodies were ordered in 1944 for a few cars.
On top of the normal and roadster cars, 12 special cars were developed on an extended chassis length with a 3,880 mm (153 in) wheelbase. All of these cars were developed for the Nazi hierarchy, as six seater convertible saloons. To allow for armour plate, these cars had developed De Dion rear suspension. Due to their higher weight, their maximum speed was 140 km/h (87 mph).
After the assassination attempt on Reinhard Heydrich in Prague at the end of May 1942, the Reich Chancellery would only use armoured cars for ministers and leaders of friendly powers. Beside 20 large Mercedes-Benz 770s, in 1942 they ordered an additional 20 540Ks developed as two door armoured saloons. These were delivered during 1942 and 1943. A further order for 17 armored saloons was placed in late 1943, and these were delivered in April 1944. One of these cars was given as a gift from Adolf Hitler to Ante Pavelić, leader of the Independent State of Croatia. After the war this car was captured and used first by Ivan Krajacic, and then by Josip Broz Tito.
In 1936, Mercedes-Benz launched the 540K special, designated 540Ks. Based on the shorter 2,980 mm (117 in) wheelbase chassis, its body was carefully crafted. Its price tag of 28,000 Reichsmarks, some RM6,000 above the price of standard models, meant only 32 were ever built.
In 1937, Reichsmarschall Hermann Göring ordered a 540Ks, in his favourite colour of blue with his family crest on both doors. It included armour plated sides and bulletproof glass. Nicknamed the Blue Goose, Goering was often photographed in the car.
On May 4, 1945, the US Army, C Company, 326th Engineers, 101st Airborne Division ‘Screaming Eagles’ entered Berchtesgaden, and on finding the car took possession. Major General Maxwell Taylor used the car as his command vehicle in West Germany until it was commissioned by the US Treasury. Shipped to Washington, D.C., it successfully toured the United States in a victory bond tour. In 1956 the car was auctioned off by the US Army at the Aberdeen Proving Grounds in Maryland, sold to Jacques Tunick of Greenwich, Connecticut, with a high bid of $2167.
In 1958, he sold it to the private collection of veterinarian Dr George Bitgood, Jr, who had it repainted into black and the chrome re plated. Kept private, Bitgood only displayed it once at the 1973 county fair in Durham, Connecticut. After Dr Bitgood’s death, Blue Goose was shown by his family at the 101st Airborne Reunion at Fort Campbell, Kentucky in June, 2002. She was then sold to Carnlough International Limited of Guernsey, on the agreement that she be restored to her “as found” at Berchtesgaden condition.
Combined production of the 500K (342 cars) and 540K (419 cars) from Sindelfingen, deliveries were:
70 chassis without body, 28 open cars, 23 sedans with 4 doors (mainly 500K), 29 sedans with 2 doors (mainly 540K), 12 Coupés, 6 Autobahn cruisers, 58 Roadsters and over 500 Cabriolets in various models.
They are highly collectible and often turn up at some classic events.
Auction Video of selling one model at over 11.7 million US Dollars here.
Another close up of some of the 540K’s at auction here.
Mercedes Owners Club.

www.in2motorsports.com 








Saturday, July 23, 2016

Ferrari 212


The 212 was the replacement for Ferrari’s successful 166 and 195 Inter grand tourers in 1951. Unveiled at the Brussels Motor Show that year, the 212 was an evolution of the 166 — a sports car for the road that could also win international races.
The chassis was similar to the 125 with double wishbones in front and live axle in back. Coachbuilders included Carrozzeria Touring, Ghia, Vignale, and now Pinin Farina. The latter was an important move for the company, as Farina was already well-known and adding his styling skills would be a tremendous boost for Maranello. However, Pinin Farina was as proud as Enzo Ferrari, and neither would go to the other to request business up to this point. A mutual meeting halfway between Maranello and Turin was the negotiated solution
The British magazine Autocar got hold of what they described as the first production model of the Ferrari 212 in 1950 and recorded a top speed of over 116 mph (187 km/h) and an acceleration time to 60 mph (96 km/h) of just 10.5 seconds. 100 mph (161 km/h) came up in 22.5 seconds, but the magazine noted that they were limited to 6,500 rpm out of respect for the newness and low mileage of the car they were using, which suggested that even better performance would be available from a fully “run in” car: as tested the 212 nevertheless outperformed any car that they had previously tested. This appears also to have been the Autocar team’s first encounter with a five speed gear box.
A single 212 Inter, Chassis# 0223EL2, was fitted with the available “225″ or 2.7 L Colombo V12, creating a unique model that would be properly referred to as a 225 Inter. This one-off model was given a fetching Giovanni Michelotti penned berlinetta body by Vignale.
The 212 Export was a racing Sports car which had a shorter wheelbase than the road-oriented Ferrari 212 Inter model, which was a Grand tourer.
The Colombo engine used in the Export had a higher compression ratio than in the Inter. Customers who wanted the Export to be a faster GT than the Inter ordered the engine with one Weber 36 DCF carburetor, which would give a power output of 150 bhp (112 kW) at 6000 rpm. Most Exports were used in competition and were fitted with a more complicated setup with three Weber 32 DCF carburetors, yielding a power output of 175 bhp (130 kW; 177 PS) at 6500 rpm. Twenty-eight 212 Export models were built.
In 1951, 212 Exports took the first three places in the Tour de France automobile racing event and won the Giro di Sicilia and the Giro di Toscana motor races.
The Export competition versions carried even chassis numbers on a 2250 mm wheelbase chassis normally with an E or ED suffix to the number, whilst the Inter road models were constructed on a 2600 mm wheelbase chassis in the odd number road car sequence, initially with an EL suffix, and then with an EU suffix. At least that is the theory, but some examples that are obviously road cars from their design and equipment carry even chassis numbers, exemplifying the dual purpose nature of the Ferrari production of the time. Up to this point the standard steering layout had been right-hand drive, in the racing tradition, but approximately midway through 1952 the 212 Inter series started to become equipped with left-hand drive as standard, obviously to make them more practical, as this was the normal steering position in the majority of markets in which they were sold.
The last Stabilimenti Farina bodied car was built on a 212 Inter chassis. This model also saw the beginnings of a long-term liaison with Pininfarina, with their first coachwork renditions on a Ferrari chassis, which were somewhat conservative when compared to the more flamboyant offerings from Vignale, but were the start of establishing a homogeneous identity for the Ferrari marque as the company moved into greater road car production numbers.
The 212 models featured the traditional 60˚ V12 engine based on the original Colombo design, but now with a bore and stroke of 68 mm x 58.8 mm, to give a cubic capacity of 2562 cc. As with the preceding models, the competition designated cars were normally fitted with triple twin choke carburettors, although there are exceptions, and the road versions with a single twin choke unit, with the three carburettor arrangement available as an option, providing a power output ranging between 130 and 150 bhp. The chassis construction principles and suspension layout were virtually identical to the preceding 166 and 195 Inter models.
Alongside his successful competition cars, Enzo Ferrari sold detuned race cars for road-going clientele and the 212 Inter was a classic example. It replaced the very similar type 166 Inter, and its racecar brother, the 212 Export, wasn’t that far ahead. When there was a short supply of Ferraris, the road-going Inters served double-time and became race cars. One such outing included the 1950 Carrera Panamericana were two Inters placed 1-2 and put Ferrari on the map in America.
While the Inter and Export model frequently intermingled, there was one fundamental difference: The 212 Inter was a longer car, built to accept more accommodating and comfortable bodies. Its 2,600mm wheel base was unlike the Export model which had a wheelbase of only 2,250mm for racing on tight circuits. Both versions, however, had the same engineering characteristics, including a twin oval tube frame, independent front suspension, drum brakes and a potent V12 engine.
What makes the 212 Inter series so interesting are the individual differences between cars. Each was specially ordered by a customer, and every detail, from the body to the engine, had a large number of options. For instance, some cars featured well appointed interiors with finely decorated bodies, while others were frequently sent back to factory to receive competition-spec upgrades.
Like all of the early Ferraris, each 212 was unique, and, especially with regard to bodies, no two were the same. Many companies bodied the 212, and each in different ways, so it is hard to cover them all. Vignale was responsible for a bulk of the bodies, but the remaining 42 cars featured work from Touring, Abbot, Ghia and one very special Pinin Farina Cabriolet. This Cabrio, built on chassis 0147E or 0177E, was the first car to connect Pinin Farina with Ferrari and it helped establish the strong relationship that still exists between the companies today.
After the production ceased at around 110 cars, the fastest road car in its day was replaced with the 250 Europa introduced in 1953.
In 1951 Ferrari sent two 212 Inters with four-seat Berlinetta bodywork by Vignale to that year’s Carrera Panamericana. Run by Scuderia Guastalla, they competed against the American heavy metal. Piero Taruffi and Luigi Chinetti won the event outright in 0171EL. The other car was driven by Alberto Ascari who said the officials “were all convinced the Italian cars would be better on the mixed portions. but no-one believed our cars would also dominate on the endless, fast straights.” This victory cemented the performance potential of Ferrari in America.
Ferrari 212 Export Spider Fontana 1951 Video.
Ferrari Owners Club.
Ferrari life.

www.in2motorsports.com






Thursday, July 21, 2016

Ford V8 1932



Model B, 18 & Model 40 are some of the cars and light trucks produced between 1932 and 1934. The V8 (Model 18 in 1932, Model 40 in 1933 & 1934) was succeeded by the Model 48. In Europe, it was built slightly longer. The same bodies were available on both 4 cylinder Model Bs and V8 Model 18/40s.
Rather than just a much updated version of the Model A, Ford launched a completely new model for 1932. The V-8 was marketed as the Model 18 in its initial year, and commonly simply called the Ford V‑8. It had the new flathead V‑8 engine. The Model 18 was the first low-priced, mass-marketed car to have a V8 engine, an important milestone in American automotive history. The 221 cu in (3.6 l) V8 was rated at 65 hp (48 kW) when introduced, but power increased significantly with improvements to the carburettor and ignition in later years. This engine choice was more popular than the four-cylinder, which was essentially a variant of the Model A engine with improvements to balancing and lubrication.
Model B was derived with as few technical changes as possible to keep cost low. Other than the engine, and badging on headlamp support bar (later: grille) and hub caps, it was virtually indistinguishable from the V-8. Its intention was to be a price leader, and as it offered more than the popular Model A, this should have been a winning formula. In fact, the new and only slightly more expensive V-8 stole the show, and finally made it obsolete.
Although sharing a common platform, Model Bs and Model 18s came not only in Standard and Deluxe trim, they were available in a large variety of body styles. Some of them, like the commercial cars described below, were only available as Standards, and a few other came only in Deluxe trim. There were two-door roadster, two-door cabriolet, four-door phaeton, two-door and four-door sedans, four-door ‘woodie” station wagon, two-door Victoria, two-door convertible sedan, panel and sedan deliveries, five-window coupé, a sport coupé (stationary softtop), the three-window Deluxe Coupé, and pickup.
Prices ranged from US$495 for the roadster, $490 for the coupés, and $650 for the convertible sedan. Production totals numbered from 12,597 for the roadster to 124,101 for the two-door sedan. Ford sold 298,647 V8-powered 18s in 1932, and they could not keep up with demand. Note that the V8 cost just US$10 more than the 4 cylinder model B!
The B was discontinued because buyers disliked four cylinder models in general, and because of the huge success of the V-8, not for being an inferior car. In fact, it persisted a little longer in Europe, where in many countries the tax system heavily favoured smaller engines.
Today, the 1932 Model B, although always a little bit in the shadow of the V-8, is a highly collectible car and people will pay thousands of dollars to restore one to original specification.
All 1932 Fords—V8-8s and Model Bs—came with black wings, wire wheels, and a rear-mounted spare wheel. Options included single or twin side mounts, luggage rack, clock, in and outside mirrors, and choice of leather or Broadcloth interior material. Paints were Pyroxylin lacquer.
When the Model 40 and the new B were introduced February 9, 1933, revisions of the car were substantial, especially considering how important the 1932 change had been. For its second year, the wheelbase was stretched, from on a new cross member frame. The grille was revised, gaining a pointed forward slope at the bottom which resembled either a shovel or the 1932 Packard Light Eight. Both the grille and bonnet louvers curved down and forward. The overall design and grille were inspired by the English Ford Model Y. Streamlining was further accentuated by the new bonnet which now covered the cowl, giving an impression of more length. In addition, there were more rounded and skirted wings and new, elegantly bowed bumpers. Headlamp support bars were no longer in use, and there were new wire wheels. The cars got a new dashboard with instruments set in a oval insert in front of the driver. There was a glove box on the passenger side. Closed Deluxe models received heavy DiNoc wood graining on dash and window frames, and there were deeper seat cushions.
There were 10 body styles. Now, all were available for V-8s and the Model B, which thus got Deluxe models, too. Convertible Coupés and Victoria came in Deluxe trim only, and the most expensive car in the line, the “woody”, as a Standard only.
The cars gained about 3% in weight, compensated for with more powerful engines, as on the V-8 with its 15% increase in power.
Total sales for the model year were up to 311,113 and 334,969 for calender year.
Power from the V8 rose to 75 hp (56 kW) with a revised ignition system. The four-cylinder engine continued unchanged, but was referred to as the Model C, though Ford never referred to its “Improved Four-Cylinder engine” as a “Model C” engine. Model Bs start with prefix “AB”, V-8s with “18-1″. (Model A part number suffix was ‑A, Police Special High Compression head part number suffix was ‑b, and there was a fairly large letter “B” casting mark about the centre of the head.)
The 1934 Ford (the Model 40B) was not as substantial a model year change as the previous two years had been. Noticeable changes included a flatter grille with a wider surround and fewer bars, straight hood louvers, two handles on each side of the hood, smaller head lights and cowl lamps, and a reworked logo. The bare metal dash insert was replaced by painted steel.
V‑8 output was again increased, this time to 85 hp (63 kW), and the four-cylinder Model B engine was in its last year, as was the Victoria body style; nevertheless, there were fourteen body options, the Tudor being top-seller. The standard three window coupé was deleted.
Deluxes had pinstriping, again twin (chromed) horns, and twin back lights. Inside, they got more elaborate wood graining.
Fords of 1932–1934 are extremely popular with hot rodders. During the period after WWII, Model Bs and 18s were frequently turned into Hot Rods. This continued into the 1960s on a large scale, as noted in the hit song. Today, the roadster and coupé are the most sought after body styles, as these were popular for street rods and hotrods. Unmodified examples have become rare. Since the 1970s, 1932 bodies and frames have been reproduced either in fibreglass or lately in steel, which has helped resolve sheet metal shortages, and increased the number of rods being created or restored. These are often very expensive, and a typical show-quality car may sell for $60,000 or more.
Deuce coupé is a slang term used to refer to the 1932 Ford coupé, derived from the year of manufacture. In the 1940s, the ’32 Ford became an ideal hot rod. Rodders would strip weight off this readily available car and hop up the engine. They came in two body styles, the more common 5-window and rarer suicide door 3-window.
Most newly built hot rods use fibreglass or more expensive, newly minted, steel bodies. The classic 1932 Ford lines are closely reproduced with new bodies. Sometimes original bodies are used, but the cost of originals is quite high. 1933 Fords are also popular starting points for hot rod construction.
Because the 1932 Ford is extremely popular with hot rodders, unmodified versions are becoming exceptionally rare.

Early Ford V8 Owners.

www.in2motorsports.com





Monday, July 18, 2016

Rolls Royce Silver Ghost



In 1906, Rolls-Royce produced four chassis to be shown at the Olympia car show, two existing models, a four-cylinder 20 hp and a six-cylinder 30 hp, and two examples of a new car designated the 40/50 hp. The 40/50 hp was so new that the show cars were not fully finished, and examples were not provided to the press for testing until March 1907.
The car at first had a new side-valve, six-cylinder, 7036 cc engine (7428 cc from 1910) with the cylinders cast in two units of three cylinders each as opposed to the triple two-cylinder units on the earlier six. A three-speed transmission was fitted at first with four-speed units used from 1913. The seven-bearing crankshaft had full pressure lubrication, and the centre main bearing was made especially large to remove vibration, essentially splitting the engine into two three-cylinder units. Two spark plugs were fitted to each cylinder with, from 1921, a choice of magneto or coil ignition. The earliest cars had used a trembler coil to produce the spark with a magneto as an optional extra which soon became standard – the instruction was to start the engine on the trembler/battery and then switch to magneto. Continuous development allowed power output to be increased from 48 bhp (36 kW) at 1,250 rpm to 80 bhp (60 kW) at 2,250 rpm. Electric lighting became an option in 1914 and was standardised in 1919. Electric starting was fitted from 1919 along with electric lights to replace the older ones that used acetylene or oil.
Development of the Silver Ghost was suspended during World War I, although the chassis and engine were supplied for use in Rolls-Royce Armoured Cars.
The chassis had rigid front and rear axles and leaf springs all round. Early cars only had brakes on the rear wheels operated by a hand lever, with a pedal-operated transmission brake acting on the propeller shaft. The footbrake system moved to drums on the rear axle in 1913. Four-wheel servo-assisted brakes became optional in 1923.
Despite these improvements the performance of the Silver Ghost’s competitors had improved to the extent that its previous superiority had been eroded by the early 1920s. Sales declined from 742 in 1913 to 430 in 1922. The company decided to launch its replacement which was introduced in 1925 as the New Phantom. After this, older 40/50 models were called Silver Ghosts to avoid confusion.
A total of 7874 Silver Ghost cars were produced from 1907 to 1926, including 1701 from the American Springfield factory. Many of them still run today. A fine example is on display at the National Motor Museum, Beaulieu.
A 40/50 was privately entered in the prestigious 1912 Austrian Alpine Trial by James Radley, but its 3-speed gearbox proved inadequate for the ascent of the Katschberg Pass. A factory team of four cars were prepared for the 1913 event with four-speed gearboxes, and engine power increased from 60 to 75 bhp (56 kW) by an increase in compression ratio and larger carburettor. The team gained six awards including the Archduke Leopold Cup. Replicas of the victorious cars were put into production and sold officially as Continental models, but they were called Alpine Eagles by chief test driver (and later Rolls-Royce Managing Director) Ernest Hives, and this is the name that they have kept.
In 1907. Claude Johnson, Commercial and Managing Director of Rolls-Royce, ordered a car to be used as a demonstrator by the company. With chassis no. 60551 and registered AX 201, it was the 12th 40/50 hp to be made, and was painted in aluminium paint with silver-plated fittings. The car was named the “Silver Ghost” to emphasise its ghost-like quietness, and a plaque bearing this name adorned the bulkhead. An open-top Roi-des-Belges body by coachbuilder Barker was fitted, and the car readied for the Scottish reliability trials of 1907 and, immediately afterwards, another 15,000-mile (24,000 km) test which included driving between London and Glasgow 27 times.
The aim was to raise public awareness of the new company and to show the reliability and quietness of their new car. This was a risky idea: cars of this time were notoriously unreliable, and roads of the day could be horrendous. Nevertheless, the car set off on trials, and with press aboard, broke record upon record. Even after 7,000 miles (11,000 km), the cost to service the car was a negligible £2 2s 7d (£2.13). The reputation of the 40/50, and Rolls-Royce, was established.
AX201 was sold in 1908 to a private customer who used it for his annual vacation to Italy and recovered by the company in 1948. Since then, it has been used as a publicity car and travelled worldwide. In 1989, the car was restored by SC Gordon Coachbuilders Luton, and P&A Wood, London, UK. It is now owned by Bentley Motors.
In 1984, the car was photographed in great detail whilst in storage in Luton by precision model makers Franklin Mint. This die-cast model went on to become one of their best-selling products.
The Silver Ghost is considered the most valuable car in the world; in 2005 its insured value was placed at US$35 million. Today it is valued at US$200 million.
In recent years, the luxury “Ghost” was introduced by Rolls Royce. Named in honour of the Silver Ghost, the new car was announced in April 2009 at the Auto Shanghai show. During development, the Ghost was known as the “RR04″. Designed as a smaller, “more measured, more realistic car” than the Phantom, aiming for a lower price category for Rolls-Royce models, the retail price is around £170,000 (US$255,000). The production model was officially unveiled at the 2009 Frankfurt Motor Show.

Rolls Royce at Beaulieu Video here.

Rolls Royce Owners Club.

Rolls Royce Enthusiast’s Club.

www.in2motorsports.com 






Tuesday, July 12, 2016

Porsche 918



Another supercar feature today and I mean a proper supercar. Mid engine, V8, and lots of horses, well 887 to be precise. This of-course is with help from the two electric motors which add another 279 bhp to the existing 608. A lot of power and torque, but at $885,000 we are not rushing out to buy one just yet.
Yes, you read it correctly the first time. Porsche 918 Spyder is a hybrid. The concept was shown at the 80th Geneva Motor Show in March 2010. The Spyder is powered by a 4.6 litre V8 engine, with two electric motors delivering an additional 279 horsepower (208 kW) for a combined output of 887 horsepower (661 kW). It is the second plug-in hybrid car from Porsche, after the 2014 Porsche Panamera SE-Hybrid. Porsche intends to manufacture 918 units as a 2014 model year starting production on September 18, 2013 (hence the name), with deliveries scheduled to begin in December 2013.
Porsche unveiled the RSR racing variant of the 918 at the 2011 North American International Auto Show, which combines hybrid technology first used in the 997 GT3 R Hybrid, with styling from the 918 Spyder.
The 918 Spyder is designed by Michael Mauer. The engine is built on the same architecture as the one used in the RS Spyder Le Mans Prototype racing car without any engine belts.
The engine weighs 140 kg according to Porsche and it delivers 608 horsepower (453 kW) at 8,500 rpm and 528 N·m (389 lbf·ft) of maximum torque. This is supplemented by two electric motors delivering an additional 279 hp (208 kW). One 154 hp (115 kW) electric motor drives the rear wheels in parallel with the engine and also serves as the main generator. This motor and engine deliver power to the rear axle via a 7-speed gearbox coupled to Porsche’s own PDK double-clutch system. The front 125 hp (93 kW) electric motor directly drives the front axle; an electric clutch decouples the motor when not in use. As of October 2012 the engineering design is not finalized, but Porsche has given performance figures of 0–100 km/h (62 mph) in 2.8 seconds, 0-200 km/h (120 mph) in 7.9 seconds and a top speed of more than 340 kilometres per hour (210 mph). The energy storage system is a 6.8 kW·h liquid-cooled lithium-ion battery positioned behind the passenger cell. In addition to plugging in to recharge, the batteries are also charged by regenerative braking and by excess output from the engine when the car is coasting. CO2 emissions are 79 g/km and fuel consumption is 3.3 L/100 km (94 imperial mpg/78 us mpg).
The 918 Spyder offers five different running modes: E-Drive allows the car to run under battery power alone, using the rear electric motor and front motor, giving a range of 20 miles (32 km); the car can reach 93 mph (150 km/h) in this mode. Three hybrid modes (Hybrid, Sport and Race) use both the engine and electric motors to provide the desired levels of economy and performance. In Race mode a push-to-pass button initiates the Hot Lap setting, which delivers additional electrical power. The chassis is a carbon-fibre-reinforced plastic monocoque. Magnesium and aluminium are extensively used in the construction of the car which helps keep the 918 Spyder’s weight down to 1,640 kilograms (3,600 lb).
On July 28, 2010, after 2000 declarations of interest, the Supervisory Board of Dr. Ing. h.c. F. Porsche AG, Stuttgart, gave the green light for series development of the Porsche 918 Spyder. The 918 will be produced in a limited series and it will be developed in Weissach and assembled in Zuffenhausen. Porsche intends to manufacture 918 units as a 2014 model year starting production on September 18, 2013, and deliveries are scheduled to begin in December 2013.
At the 2011 North American International Auto Show in Detroit, Porsche unveiled the RSR racing variant of the 918 Spyder. Instead of using plug-in hybrid technology, power for the two electric motors is provided by a flywheel accumulator KERS system that sits beside the driver in the passenger compartment. The V8 is a further development of the direct injection engine from the RS Spyder race car developing 563 horsepower (420 kW). The electric motors each provide an additional 102 horsepower (76 kW), giving a peak power output of 767 horsepower (572 kW). The six speed gearbox is a development of the unit from the RS Spyder.
The 918 Spyder is subject to numerous video games appearances, most notably in several games of the third generations of Need for Speed series. It was originally featured in the game Need for Speed: Hot Pursuit as a drivable vehicle. Unlike the other Porsche cars featured in the game, it is not available in a police livery. It was later featured in Shift 2: Unleashed, Need for Speed: The Run (The Run only featured the RSR variant), and Need for Speed: Most Wanted (2012), as well as in Real Racing 3. Most Wanted includes both the 918 Spyder’s concept build on the in-game car roster and the 918 Spyder production model if the Terminal Velocity downloadable content is purchased

First drive with EVO video here.

Porsche Club.

Porsche UK.

www.in2motorsports.com