Classic Automobile, Luxury Car, USA Old and New Automobiles.

Dodge Challenger TA, 1970

2012-02-08T17:14:00.000-08:00

Dodge Challenger TA, 1970

The first Challenger was the division's late entrant to the pony car market segment in the United States, launched for the 1970 model year.
It's strongly based on the similar Plymouth Barracuda's new E-body but with two inches (51 mm) of extra wheelbase and somewhat different outer sheetmetal. Exterior design was done by Carl "CAM'" Cameron, whom also did the exterior for the 1966 Dodge Charger. For the 1970 Challenger grille, CAM' based it off of an older sketch of his of a 1966 Charger prototype that was designed to have a turbine engine. The Charger never got the turbine, but the Challenger got that car's grille. Although the Challenger was well-received by the public (with 80,000 sales in 1970 alone), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Challenger production ceased after the 1974 model year, only having lasted five years; performance dropped off dramatically after the 1971 models. About 165,500 Challengers were sold over this model's lifespan.

The Challengers could either be hardtop coupes or convertibles (through 1971 only). The performance model was the R/T (Road/Track), available in both body styles; both standard and R/T hardtops could be ordered as the more luxurious SE specification, which included leather seats, a vinyl roof and a smaller 'formal' rear window. The convertible Challnger was only available as an R/T in 1970. In 1972, Dodge dropped the R/T badging and now called it the "Rallye". Other options, as well as engines and a manual transmission, included steeper rear axle ratios, a limited-slip differential, and a shaker hood scoop were gone for 1972.

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car, which used a specially tuned Six-Pack version of the 340 in³ (5.6 L) engine, topped with a giant hood scoop on a fiberglass hood. 'Megaphone' exhaust outlets were fitted in front of the rear wheels. These cars came standard with front and rear sway bars to enhance handling. Unusually, different-sized wheels were fitted front and back, with very fat rubber on the rear. The T/A also came with a rear ducktail spoiler and front ground effect spoilers as standard equipment.

By 1972, all big-block engines were gone, maximum power was down to 240 hp, and production ceased in mid-1974.
Although the body style remained the same throughout the 5 year run, there were two notable changes to the front grille. 1971 models had a more stylized "split" grille, and the final manipulation coming in 1972, with the incorporation of the "sad-mouth" design. With this change to the front end, 1972 through 1974 models had little to no variation.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual lamps similar to the mid-size Mercurys of the time.

The value
As the Chrysler E-body line reaches legendary proportions, so too do the prices to buy them. 1970 and 1971 models tend to generate more attention from potential (and usually deep pocketed) buyers, as the performance and style options had not yet been toned down. However, with the popularity of these vehicles on the increase, coupled with the number of useable and restorable Challengers being on the decrease, many collectors have begun looking towards the later models to create their own customizable dream machines. Indeed, many "clones" of the more visceral 1970 and 1971 Challengers have been created by using 1972 through 1974 donors; The front and rear grilles/bumpers on these vehicles are easily interchangeable. However, the tail panel is not so easy to change, since the 1970 and 1971 tail panels are quite different from the 1972 to 1974 models.

Dodge Charger, 1969

2012-02-08T17:13:00.000-08:00

Dodge Charger, 1969

The 1966 to 1974 Chargers were the high performance B-body models. The 1975 to 1978 Chargers were based on the Chrysler Cordoba.

1969
In 1969 not much was changed for the popular Charger. Exterior changes included a new grille with a center divider and new longitudual taillights. A new trim line called the Special Edition (SE) was added. This could be available by itself or packaged with the R/T, thus making an R/T-SE. The SE added leather inserts to the front seats only, chrome rocker mouldings, a wood grain steering wheel and wood grain inserts on the instrument panel. A sunroof was added to the option list as well, and it would prove to be a very rare option. The bumble bee stripes returned as well, but were changed slightly. Instead of four stripes it now featured one huge stripe framed by two smaller stripes. In the middle of the stripe an R/T cutout was placed. If the stripe was deleted, then a metal R/T emblem was placed where the R/T cutout was. Total production dropped slightly to around 85,680 units. But in 1969 Dodge had its eye on NASCAR and in order to compete it would have to create two of the most rare and desirable of all Chargers: Charger 500, and the Charger Daytona.

The television series The Dukes of Hazzard (1979-1985) featured a 1969 Dodge Charger R/T that was named The General Lee, often quoted as the most recognizable car in the world. "The General" sported the Confederate flag painted on the roof and the words "GENERAL LEE" over each door. The windows were always open, as the doors were (allegedly) welded shut. The number "01" is painted on both doors. When the horn button was pressed, it played the first 12 notes from the de facto Confederate States anthem "Dixie's Land". The muscle car performed spectacular jumps in almost every episode, and the show's popularity produced a surge of interest in the car. The show itself purchased hundreds of Chargers for stunts, as they generally destroyed at least one car per episode. (Real Chargers stopped being used for jumps at the end of the show's sixth season, and were grudgingly replaced with miniatures.)

Renault Floride, 1959

2012-01-29T17:10:00.000-08:00

Renault Floride, 1959

The Renault Caravelle was a roadster automobile produced by the French manufacturer Renault between 1958 and 1968. Outside of North America for its first four years of production it was known as the Renault Floride.

The Floride was unveiled at the 1958 Paris Motor Show. A small rear-engined convertible designed by Pietro Frua at Carrozzeria Ghia, it used the floorpan and engine of the Renault Dauphine sedan. The now infamously slow Dauphine running gear was something of a burden for the car however and it was dubbed "a sheep in wolf's clothing" by the media in its early years. A model tuned by Renault performance guru Amedee Gordini was sold, which produced 40 hp as opposed to the standard model's 35. The Floride was launched in the United States and Canada as the Renault Caravelle a year after its introduction in Europe.

The car's lack of power was aided somewhat by the replacement in 1962 of its Dauphine-derived running gear with a new 956cc engine from the recently launched Renault 8. The Caravelle name also replaced the Floride name in all markets from 1962 onwards. In 1964 another R8-derived engine of 1108cc was introduced to the Caravelle, producing 55 hp.

Renault Dauphine, 1957

2012-01-29T17:01:00.000-08:00

Renault Dauphine, 1957

The Renault Dauphine was an automobile produced by the French manufacturer Renault from 1956 to 1962. A luxury version, badged as the Renault Ondine was sold from 1960 to 1962.

The Dauphine was launched in 1956 to replace the highly successful Renault 4CV. Like the 4CV, the Dauphine used a single-shell monocoque body. It was a four-door sedan design as was the 4CV (but it lacked the rear-hinged "suicide doors" of the 4CV). It was also heavier and 12 inches longer than its predecessor, but used the same engine, albeit a version increased in size and power from 760 cc to 845 cc and 19 hp to 32 hp (14 to 24 kW) (the Dauphine was infamously slow: Road & Track magazine measured the Dauphine's 0-60 mph acceleration time as 32 seconds). The Dauphine was originally intended to be called the Corvette, but was changed to Dauphine (the female form of the French feudal title of Dauphin) to avoid confusion with the recently-launched Chevrolet Corvette.

The 2 limited editions of the Dauphine tuned to get more power from the engine were launched during its lifetime: firstly, Renault performance guru Amedee Gordini (who was to later produce high performance versions of the Renault 8, Renault 12 and Renault 15 among others) engineered a version of the Dauphine tuned to 37 hp (27.2 kW), which was sold as the Dauphine Gordini. Also, the final run of Dauphines, a limited edition of 1000 called the 1093, were similarly tuned to 55 hp (41 kW) and featured a twin barrel carburetor, rear track rods, five-speed manual transmission and tachometer, and had a top speed of 140 km/h. The 1093 was only available in white with two blue stripes down each side. A luxury version of the Dauphine called the Ondine was sold during the last two years of its prodution run.

A version of the Dauphine Gordini, called simply the Renault Gordini, was manufactured in Brazil under license by Willys-Overland.

Among the many aftermarket available for the Dauphine were a supercharger designed by American company Judson Research & Mfg. Co, sold in 1958 for US$165, and designed to be installed in about two hours without any chassis or body modifications.

The Dauphine's legacy is somewhat dominated by both its infamously poor performance as well as its poor reliability: in many markets (particularly the United States and the United Kingdom) the car became notorious for mechanical problems and rust issues. In 2002, the auto enthusiasts' website Car Talk voted the Dauphine the 9th Worst Car Of The Millennium, calling it "truly unencumbered by the engineering process". Nevertheless, it remains popular as an antique/classic car, particularly in Europe.

Porsche 930 Turbo, 1980

2012-01-29T17:00:00.000-08:00

Porsche 930 Turbo, 1980

The Porsche 930 (usually pronounced nine-thirty) was a sports car built by Porsche, 930 actually being the "type number" for the pre-964 generation Porsche 911 Turbo produced between 1975 and 1989. It was Porsche's top-of-the-range model for its entire production duration and at the time of its introduction the fastest production car available in Germany.

The history of model,
Porsche began experimenting with turbocharging technology on their race cars during the late 1950s, and in 1972 began development on a turbocharged version of the 911. Porsche originally needed to produce the car in order to comply with homologation regulations and had intended on marketing it as a street legal race vehicle like the 1973 Carrera 2.7 RS. When the homologation rules changed, Porsche continued to develop the car anyway, deciding to make it a fully-equipped variant of the 911 that would top the model range and give Porsche a more direct competitor to vehicles from Ferrari and Lamborghini, which were more expensive and more exclusive than the standard 911. Although Porsche no longer needed the car to meet homologation requirements, it proved a viable platform for racing vehicles, and became the basis for the 934 and 935 race cars. Ferdinand "Ferry" Porsche, who was running the company at the time, handed development of the vehicle over to Ernst Fuhrmann, who adapted the turbo-technology originally developed for the 917/30 CAN-AM car to the 3.0 litre flat-six from the Carrera RS 3.0, creating what Porsche internally dubbed as 930. Total output from the engine was 260 PS (191 kW; 256 hp), much more than the standard Carrera. In order to ensure that the platform could make the most of the higher power output, a revised suspension, larger brakes and stronger gearbox became part of the package, although some consumers were unhappy with Porsche's use of a 4-speed whilst a 5-speed manual was available in the "lesser" Carrera. A "Whale-Tail" rear spoiler was installed to help vent more air to the engine and help create more downforce at the rear of the vehicle, and wider rear wheels with upgraded tires combined with flared wheelarches were added to increase the 911's width and grip, making it more stable.

Porsche badged the vehicle simply as "Turbo" (although early U.S. units were badged as "Turbo Carrera") and debuted it at the Paris Auto Show in October 1974 before putting it on sale in the spring of 1975; export to the United States began in 1976.

The Porsche 930 proved very fast but also very demanding. The 911 was prone to oversteer because of its rear engine layout and short wheelbase; combining those traits with the power of the turbocharged motor, which exhibited significant turbo-lag, meant driving the car required more skill to drive at the edge of its (higher) level of performance. Even though the rear engine layout provided superior traction, sudden bursts of power to the rear wheels in mid-corner could break the tires loose, causing the car to literally spin out of control. This effect was amplified if an unexperienced driver would instinctively lift the throttle in reaction. The vehicle needed to be kept at high revs during spirited driving to minimise the turbo lag. Skilled drivers quickly learned how to drive the Porsche 930 properly, and with that knowledge came the ability to drive the car above and beyond the levels of most other sports cars. Nevertheless, some fatal accidents resulted in product liability law suits brought against Porsche in the US, where Ralph Nader had made his name criticizing the rear engine-rear wheel drive layout of the Chevrolet Corvair.

Porsche made its first and most significant upgrades to the Porsche 930 for 1978, enlarging the engine to 3.3 litres and adding an air-to-air intercooler. By cooling the pressurized air charge, the intercooler helped increase power output to 300 hp (DIN); the rear 'whale tail' spoiler was re-profiled and raised slightly to make room for the intercooler. Porsche also upgraded the brakes to units similar to those used on the 917 racecar.

Changing emissions regulations in Japan and the U.S. forced Porsche to withdraw the 930 from those markets in 1980. Believing the 928 would eventually replace the 911, Fuhrmann cut-back spending on the model, and it was not until Fuhrmann's resignation the company finally committed the financing to re-regulate the car.

The Porsche 930 remained available in Europe, and for 1983 a 330 PS (243 kW; 325 hp) performance option became available on a build-to-order basis from Porsche. With the add-on came a 4-pipe exhaust system and an additional oil-cooler requiring a remodelled front spoiler and units bearing the add-on often featured additional ventilation holes in the rear fenders and modified rockers.

Porsche offered a "Flachbau" ("slantnose") Porsche 930 under the "Sonderwunschprogramm" (special order) program beginning in 1981, an otherwise normal 930 with a 935-style slantnose instead of the normal 911 front end. Each Flachbau unit was handcrafted by remodeling the front fenders. So few were built that the slantnose units often commanded a high premium over sticker, adding to the fact that they required a premium of up to 60 per cent (highly indivdualized cars even more) over the standard price. Several sources claim the factory built 948 units. The Flachbau units delivered in Europe usually featured the 330 hp (246 kW) performance kit.

928 sales had risen slightly by the 1985 model year, but there was still some question as to if it were truly capable of superseding the 911 as the company's premier model, and for 1986 Porsche re-introduced the Porsche 930 to the Japanese and U.S. markets, now featuring an emission-controlled engine producing 282 PS (207 kW; 278 hp). At the same time Porsche introduced the Targa and Cabriolet variants, both of which proved popular.

Porsche discontinued the 930 after model year 1989 when its underlying "G-Series" platform was being replaced by the 964. '89 models were the only versions of the Porsche 930 to feature a 5-speed transmission. A turbo version of the 964 officially succeeded the Porsche 930 in 1991 with a modified version of the same 3.3 litre flat-6 engine and a 5-speed transmission.

Ford Model A Roadster, 1930

2011-12-27T04:21:00.000-08:00

Ford Model A Roadster, 1930

Year of Production: December 1930 (Overall Model A production period: 1928 - 1932) Overall Production: 1140710 units, all body types. Body Type: 2 seat roadster + rumble seat, 2155 pounds. Produced 122703 units, 435 US dollars.

Frame: 4x2 rear wheel drive front motor car.
Engine: 40hp/2200rpm, straight 4-cyl 4-stroke SV, 3285cc (200,5 cubic in.)
Bore/Stroke: 3,875/4,25 inches Compression ratio 4,5 : 1
Carburetor: Ford Gearbox: 3 speeds + 1 rear.
Brakes: All Mechanical
Weight: 2155 lbs Maximum speed: 70 mph
Tires: 5,50x19 inches
Fuel Tank Capacity: (10 gallons)

Ford Deluxe Model A, 1930

2011-12-27T04:09:00.000-08:00

Ford Deluxe Model A, 1930

Ford A, 1930

2011-12-27T04:07:00.000-08:00

1930 Ford A

Ford Model A, 1929

2011-12-27T04:06:00.000-08:00

Ford Model A, 1929

Chevrolet Camaro, 1969

2011-12-21T02:41:00.000-08:00

Chevrolet Camaro, 1969

The Chevrolet Camaro was introduced in North America by the Chevrolet Motor Division of General Motors at the start of the 1967 model year as competition for the Ford Mustang. Camaro advertising would first be found on AM top-40 stations of the day - stations which appealed to young adults.

Though it was technically a compact car (by the standards of the time), the Camaro, like the entire class of Mustang competitors, was soon known as a pony car. It may also be classified as an intermediate touring car, a sports car, or a muscle car. The car shared the same platform and major components with the Pontiac Firebird, also introduced in 1967. Production of both cars ceased in 2002 with only the Camaro going back into production in 2009.

Though the car's name was contrived with no meaning, GM researchers reportedly found the word in a French dictionary as a slang term for "friend" or "companion." In some automotive periodicals before official release, it was code-named "Panther." Historical examples exist of Chevrolet product managers being asked by the automotive press "what is a Camaro?", with the tongue-in-cheek answer being "a small, vicious animal that eats Mustangs," a sideways reference to the competing Ford Mustang.

The Camaro was the flagship for Chevrolet, and was for many years one of its most popular models. If its frequent inclusion in automotive enthusiast magazines is any indication, the Chevy Camaro is one of the most popular cars for modification in automotive history.

The 1969 Camaro carried over the previous year's drivetrain and major mechanical components, but all-new sheetmetal, except the hood and trunklid, gave a car a substantially sportier look. The grille was redesigned with a heavy "V" cant and deeply inset headlights. New door skins, rear quarter panels, and rear valence panel also gave the car a much lower, wider, more aggressive look. This styling would serve for the 1969 model year only. Collectors often debate the merits of smooth, rounded lines of 1967 and 1968 model versus the heavily creased and sportier looks of the 1969.

The real treat for the 1969 model year, however, was the vast array of new performance options. A GM corporate edict forbade Chevrolet from installing engines larger than 400 in³ (6.6 L) in the Camaro. Chevrolet also knew that there was a market for ultra-powerful Camaros armed with the Corvette's L72 427 in³ (7.0 L) engine, as evidenced by the success of dealerships like Yenko Chevrolet, Nickey Chevrolet, and Dana Chevrolet, who installed their own. So, Chevrolet quietly offered two Central Office Production Orders (COPO) options, numbers 9560 and 9561, for the 1969 model year. The COPO 9561 option brought the fire-breathing L72 big-block engine, making an underrated 425 hp (317 kW) gross. Don Yenko ordered several hundred of these cars, along with a variety of other high performance options, to create the now-legendary Yenko Camaro. Overall, Chevrolet produced just 1,015 L72-equipped Camaros.

Even rarer was the COPO 9560. The option installed an all-aluminum 427 in³ (7.0 L) big-block called the ZL-1. Just 69 ZL-1 Camaros were produced, probably because the engine alone cost over US$4,000 — nearly twice that of a base coupe with a V8. Though rated at 430 hp (321 kW) gross, the ZL-1 made closer to 550 hp (410 kW), making it both the fastest and rarest of all Camaros.

The 1969 model year was exceptionally long, extending into December 1969, due to production problems with the completely redesigned second generation model. Many of the late production cars were titled as 1970 models, and there are GM press photos showing cars sporting "1970" license plates; this is also the source of the "1970 1/2" moniker sometimes applied to the second generation 1970 model year cars. Equipped with the lighter weight "split bumper" in the fron and with all the refinements and enhancements up to that point, these "1970 1/2" model year vehicles are generally regarded as the most desirable of the early Camaros, since the performance of those immediately following was to be hampered by the addition of heavy federally mandated bumpers as well as the power-reducing automobile emissions control systems of the period.

Production numbers:
+ RS: 37,773
+ SS: 34,932
+ Z28: 20,302
+ Total: 243,085

Chevrolet Chevelle, 1969

2011-12-21T02:39:00.000-08:00

Chevrolet Chevelle, 1969

The Chevrolet Chevelle debuted in the 1964 model year as a mid-size automobile from Chevrolet. It was produced throughout the remainder of the 1960s and 1970s and was one of General Motors' most successful models. Chevelle models ranged from economical family cars (by the standards of the day) to powerful coupes and convertibles. The Malibu was at first an upmarket submodel of the Chevelle but later became a model in its own right. The Chevelle chassis (based on the reengineered GM A platform) provided the platform for the Chevrolet Monte Carlo, a very successful model itself. The Chevelle lineup was originally envisioned as a Chevy II replacement; however, Chevy II sales filled the niche for the Chevrolet Corvair, which could not outsell its competition.

A utility version of the Chevelle station wagon, the El Camino, was part of the lineup. The El Camino outlived its passenger car counterpart until its demise in 1987; some suggest that sales of the Chevrolet S-10 pickup truck led to the El Camino's demise.

Chevelle SS
The Chevelle SS represented Chevrolet's entry into the muscle car battle. Early 1964 and 1965 Chevelles had a Malibu SS badge on the front fenders (which includes the sought-after Z16 option where 201 Malibu SS were produced); after 1966, the Malibu badging disappeared except for those sold in Canada. The Chevelle SS was the high performance version and had its own line of engines and performance equipment. The performance engines available included 327 in³, 350 in³, and 396 in³ V8s - rated at 325, 350 and 375 hp respectively.

Previous to 1970, GM had a restriction stating that no mid-size car could have an engine with a displacement over 400 in³, though some inventive people figured out ways around this through the dealership; 1968 and 1969 were the times of the COPO (Centrol Office Production Order), in which a car was ordered by the dealer with a larger than allowed engine in it for racing purposes.

In 1970 the COPO dropped the displacement rule, and that was when the bigger engines came out. The first change was that the 396 engine was bored out to 402 in³ , but the car kept the 396 badging, as so much advertising had been put into the 396 namesake that they didn't want to change it. Most notable was the 454 in³ LS5 V8 rated at 390 hp and the LS6 at 450 hp. It was the 454 that made the Chevelle a legend. The LS6, with 450 hp and 500 ft·lbf of torque, would rocket the Chevelle through the 1/4 mile in low to mid-13 second times at 105 to 108 mph. After 1972, the engine ratings declined quickly. 1972 would be the last of the great Chevelle SS models. With the top engine rated at 245 net hp (183 kW), the car was a good performer, but not nearly as muscular as its previous iterations.

The customers, however, chose the Chevelle as an economical family car that, while not as expensive to operate as larger models (including the Chevrolet Impala), had enough room to seat a family of five in reasonable comfort. Popular convenience items ranged from power steering, power brakes, automatic transmission, air conditioning and stereo radio; plus appearance items including vinyl top, full wheel covers and whitewall tires.

On screen

Chevrolet Chevelles appear in the background of a number of Dirty Harry films including The Enforcer and Magnum Force.
A 1964 Chevrolet Chevelle Malibu appeared in Quentin Tarantino's cult movie Pulp Fiction. It is the car owned and driven by Vincent Vega.
A 1964 Malibu sedan was in the movie Repo Man, starring Emilio Estevez.
In the movie S.W.A.T., Sgt. Dan 'Hondo' Harrelson drives a 1972 Chevelle.
In Dazed and Confused a 1970 Chevelle with the 454 V8 appears, driven by Matthew McConaughey's character Wooderson.
In Talladega Nights: The Ballad of Ricky Bobby, Reese Bobby, Ricky's dad, drives a black and gold #13 1969 Chevelle, an apparent homage to Smokey Yunick who campaigned similar Chevelles with driver Curtis Turner in NASCAR in the mid 60's.

Chevrolet Corvette C3, 1968

2011-12-21T02:37:00.000-08:00

Chevrolet Corvette C3, 1968

The Chevrolet Corvette C3 is a sports car patterned after Chevrolet's "Mako Shark" (designed by Larry Shinoda), it produced between 1968 and 1982. It is the third generation of Chevrolet Corvettes built and marketed by Chevrolet.

The generation has the distinction of being introduced to the motoring public in an unorthodox — and unintended — fashion. 1968 marked the introduction of Mattel's now-famous Hot Wheels line of 1/64-scale die cast toy cars. General Motors had tried their best to keep the appearance of the upcoming car a secret, but the release of the Hot Wheels line several weeks before the Corvette's unveiling had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-authorized model of the 1968 Corvette.

GM enlarged their small-block again to 350 in³ (5.7 L) in 1969, and in 1970 the 427 big-block was enlarged to 454 in³ (7.4 L). Power peaked in the 1970 and 1971 models, with the 1970 LT-1 small-block putting out 370 hp (276 kW) and the 1971 454 big-block having its last year of big power with 425 hp (317 kW). In 1972, GM moved to the SAE Net measurement for power (away from the previous SAE Gross standard), which resulted in lower values expressed in hp. With the move to unleaded fuel, emission controls, and catalytic converters, power continued to decline and bottomed out in 1975 — the base ZQ3 engine put out 165 hp (123 kW), and the optional L82 engine put out 205 hp (153 kW). Power remained fairly steady for the rest of the C3 generation, ending in 1982 with the 200 hp (149 kW) L83 engine.

Styling changed subtly over the generation. In 1973, the Corvette dropped the front chrome bumpers for a urethane-compound "5 mph" bumper but kept the rear chrome bumpers. In 1974, The rear chrome bumpers became urethane, too, making 1973 the last Corvette model year with any chrome bumpers. 1975 was the last year for the convertible, and 1978 saw the introduction of a glass bubble rear window. In 1980, the Corvette got an integrated aerodynamic redesign that resulted in a significant reduction in drag.

Jeep CJ-3B, 1953

2011-12-21T02:25:00.001-08:00

Jeep CJ-3B, 1953

The CJ Model was updated in 1953, becoming the CJ-3B. It had a taller front grille and hood than its military predecessor in order to accommodate the new Hurricane F-Head four-cylinder engine.

The CJ-3B remained in production until 1968 and a total of 155,494 were manufactured in the U.S. In 1953, Willys-Overland was sold to Henry J. Kaiser for $60 million. The Kaiser Company began an extensive research and development program that would broaden the Jeep product range.

Jeep Jeepster, 1948

2011-12-21T02:25:00.000-08:00

Jeep Jeepster, 1948

The original Jeepster ("VJ" internally) was produced from 1948 through 1950, though some leftover models were sold under the 1951 model year.

After World War II, Jeep trademark owner, Willys, believed that the market for the military-type Jeep would be limited to farmers and foresters, therefore they began producing the "CJ" (or Civilian Jeep) to fill this growing segment as well as producing the new Jeep Wagon in 1946, and then the Jeep Truck in 1947. Realizing a gap in their product line up, Willys developed the Jeepster to crossover from their "utilitarian" type truck vehicles, to the passenger automobile market.

The car (from 1948 to 1950) was originally only offered with rear-wheel drive, limiting its appeal with traditional Jeep fans. While its distinctive boxy styling (created by industrial designer Brooks Stevens) was a hit with critics, it did not catch on with the intended market segment. Sales were also limited by sparse advertising. In the end, 19,132 original VJ Jeepsters were produced (1948 - 10,326; 1949 - 2,960; 1950 - 5,836).

The VJ Jeepster was powered by the 62 hp (53 kW) "Go Devil" engine, a 134 CID (2.2 L) straight-4 also used in the CJ. A 3-speed manual transmission with optional overdrive was used, as were drum brakes all around. The vehicle's front end and single transverse leaf spring suspension, was from the Willys Station Wagon, as was the rear driveline.

The flat-topped rear fenders were copied from the Jeep truck line, as were the pair of longitudinal rear leaf springs.

Cadillac Eldorado, 1962

2011-12-15T18:54:00.000-08:00

Cadillac Eldorado, 1962

The Eldorado model was part of the Cadillac line from 1953 to 2002. The Cadillac Eldorado was the longest running American personal luxury car as it was the only one sold after the 1998 model year. Its main competitors included the Mark Series and the lower-priced Buick Riviera. The name Eldorado was derived from the Spanish words "el dorado", the "gilded one"; the name was given originally to the legendary chief or "cacique" of a S. American Indian tribe. Legend has it that his followers would sprinkle his body with gold dust on ceremonial occasions and he would wash it off again by diving into a lake. The name more frequently refers to a legendary city of fabulous riches, somewhere in S. America, that inspired many European expeditions, including one to the Orinoco by England's Sir Walter Raleigh.

The History

The name was proposed for a special show car built in 1952 to mark Cadillac's Golden Anniversary; it was the result of an in-house competition won by Mary-Ann Zukosky (married name = Marini), a secretary in the company's merchandising department. Another source, Palm Springs Life magazine, attributes the name to a resort destination in California's Coachella Valley that was a favorite of General Motors executives, the Eldorado Country Club. In any case, the name was adopted by the company for a new, limited-edition convertible that was added to the line in 1953.

Although cars bearing the name varied considerably in bodystyle and mechanical layout during this long period, the Eldorado models were always near the top of the Cadillac line. Nevertheless, and except for the Eldorado Brougham models of 1957-1960, the most expensive models were always the opulent, long wheel-based "Series 75" sedans and limousines.

The 1960s
An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line were generally modest. In 1964, probably the most distinctive year during this period, the main visual cue indicating an Eldorado was simply the lack of fender skirts.

1967
The Eldorado was radically redesigned for 1967. Intended for the burgeoning personal luxury car market, it was a "personal" Cadillac sharing the E-body with the Buick Riviera and Oldsmobile Toronado that had been introduced the previous year. Cadillac adopted the Toronado's unique Unified Powerplant Package and front-wheel drive. Like the Toronado, the Eldorado used a standard Cadillac 429 V8 with a modified Turbo-Hydramatic (THM425, based on the Turbo-Hydramatic 400) with the torque converter mounted next to the planetary gearbox, driving it through a metal chain.

Despite sharing a body shell with the Toronado and Riviera, the Eldorado's crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, with hidden headlights and a long-hood, short-deck look. Performance was sprightly, with 0-60 mph (0-96 km/h) in less than nine seconds, although the standard drum brakes were inadequate (disc brakes were optional in 1967 and standard starting in 1968). Sales were excellent despite high list prices.

For 1968 the Eldorado gained slight exterior changes to comply with new federal safety and emissions legislation, and as with the rest of the Cadillac lineup, a new 472 in³ (7.7 L) V8 engine rated at 375 hp (sea gross). In 1969 it lost its hidden headlamps and picked up as options a halo vinyl roof and later in the model year a power sunroof option. For the 1970 model year, this body style Eldorado introduced the new 500 in³ 8.2 liter V8 engine (rated SAE gross 400 hp/550 ft·lbf in 1970) that would be an Eldorado exclusive until it became standard on all full size Caddies for model year 1975.

Buick Riviera, 1963

2011-12-15T18:49:00.000-08:00

Buick Riviera, 1963

The production Riviera (unusually for a GM product) shared its bodyshell with no other model. It rode a cruciform frame similar to the standard Buick frame, but shorter and narrower, with a 2.0 in (51 mm) narrower track. Its wheelbase of 117 in (2972 mm) and overall length of 208 in (5283 mm) were 6.0 inches (152 mm) and 7.7 in (196 mm) shorter, respectively, than a Buick LeSabre, but slightly longer than a contemporary Thunderbird. At 4190 lb (1900 kg), it was about 200 lb (90 kg) lighter than either. It shared the standard Buick V8 engines, with a displacement of either 401 in³ (6.5 L) or 425 in³ (6.9 L), and Twin Turbine automatic transmission. Brakes were Buick's standard "Al-Fin" (aluminum finned) drums of 12 in. (304.8 mm) diameter. Power steering was standard equipment, with an overall steering ratio of 20.5:1, giving 3.5 turns lock-to-lock.

The Riviera's suspension used the same basic design as standard Buicks, with double wishbones front and a live axle located by trailing arms and a lateral track bar, but the roll centers were raised to reduce body lean. Although its coil springs were actually slightly softer than other Buicks, with the lighter overall weight, the net effect was to make the Riviera somewhat firmer. Although still biased towards understeer, contemporary testers considered it one of the most roadable American cars, with an excellent balance of comfort and agility.

The Riviera was introduced on October 4, 1962 as a 1963 model, with a base price of $4,333, although typical delivered prices with options ran upwards of $5,000. Production was deliberately limited to 40,000 or less to increase demand.

The same power as the larger Buicks and less weight, the Riviera had sparkling all-around performance: Motor Trend magazine found it capable of running 0-60 mph (0-96 km/h) in 8 seconds or less, the standing quarter mile in about 16 seconds, and an observed top speed of 115 mph (184 km/h), although 125 mph (200 km/h) was feasible with a longer run. Fuel consumption was a meager 13.2 mpg (18.4 L/100 km).

The Riviera continued with minimal trim changes for 1964, differing mainly in substitution of the old Twin Turbine for the new Super Turbine 400. This was the first year that the Stylized "R" emblem was used on the Riviera, a trademark that would continue throughout the remainder of Riviera's 36-year production run. Under the hood, the 401 (6.5L) was dropped in favor of the 425 in³ (6.9 L) V8, with 220 SAE HP. A 'Super Wildcat' version was optionally available, with dual Carter AFB four-barrel carburetors, rated at 240 SAE HP.

Changes for 1965 included the introduction of the Gran Sport option, which included the dual-quad Super Wildcat 425 V8, a numerically higher 3.42 axle ratio, dual exhausts, and stiffer, heavy-duty suspension. The 401 (6.5 L)V8 returned as the standard Riviera engine and the Super Turbine 400 transmission now had a variable pitch torque converter like the old Twin Turbine Dynaflow had two years before. Externally, the headlamps were concealed behind clamshell doors in the leading edges of each fender, as in the original design. Further back, the non-functional side scoops between the doors and rear wheel arches were removed, and the taillights were moved from the body into the rear bumper. A vinyl roof became available as an option, initially offered only in black.

Total sales for the three model years was a respectable 112,244. All in all, the Riviera was extremely well-received and considered a great success, giving the Thunderbird its first real competition.

Buick Super Riviera Coupe, 1958

2011-12-15T18:48:00.000-08:00

Buick Super Riviera Coupe, 1958

Buick Super Riviera Sedan, 1956

2011-12-15T18:45:00.000-08:00

Buick Super Riviera Sedan, 1956

Buick Centurion Concept, 1956

2011-12-15T18:43:00.000-08:00

Buick Centurion Concept, 1956

Plymouth Hemi Barracuda, 1971

2011-10-18T07:16:00.000-07:00

Plymouth Hemi Barracuda, 1971

As 1970 rolled around, another redesign was in order for the Barracuda. The performance version was badged and advertised as the 'Cuda. This year's new design looked quite a bit different from the previous models. One of the reasons was that it was now built on a new, slightly shorter, wider, and sportier version of Chrysler's existing B platform, the E-body. This new generation eliminated the fastback, but kept the two-door coupe and convertible versions.

It also had a Dodge near-twin known as the Challenger; however, not one body panel interchanged between the two cars and the Challenger had a slightly longer wheelbase. Both were aggressively and cleanly styled, although they were clearly influenced by the first-generation Chevrolet Camaro. After the switch to the E platform, which featured a larger engine bay than the previous A-body, Chrysler's famous 426 in³ (7.0 L) Hemi would now be available from the factory in the Barracuda. The HemiCuda had about a factory rating of 6 MPG, and was sold without warranty.

Race car drivers Swede Savage and Dan Gurney drove identical factory-sponsored Barracudas in the 1970 Trans-Am Series, although with no success. With the 440-6 and 426 Hemi, the performance from these production Barracudas ended up being legendary. The 1/4 mile times for these were 13.7 s @ 103 mph and 13.4 s @ 108 mph - both among the fastest times of the day. These engines were very easy to slightly modify and drop into the 12s, but either way - stock or modified - one could virtually have a 5-passenger race car. Barracudas also came with decal sets, hood modifications, and some unusual colors ("Go Mango", "Plum Crazy", and "Panther Pink").

The Barracuda was changed slightly for 1971, with a new grille and taillights. This would be the only year that the Barracuda would have four headlights, and also the only year of the optional fender "gills". The 1971 Barracuda engine options would remain the same as that of the 1970 model, except for the fact that a 4-barrel carbureted 440 engine was not available; all 440-powered Barracudas had a six-barrel carburetor setup instead. The 426 Hemi option would remain, and the Hemi-powered 1971 Barracuda convertible is now considered one of the rarest and most desirable collectible automobiles.

In 1970 and 1971, 2 options were available that are now highly sought-after by collectors. They are the shaker hood and the Spicer Dana 60 rearend. The shaker hood was available on 340ci Six-Pack, 383ci, 440ci and Six-Pack, and 426ci Hemi-equipped 'Cudas. The heavy Dana 60, with a 9 3/4 inch ring gear and considered nearly indestructible, was standard on manual transmission 440 Six-Pack and 426 Hemi equipped 'Cudas, and was optional on those with the automatic transmission.

Another grille and taillight redesign in 1972, the Barracuda would keep its overall look the same through 1974, with dual headlights and four circular taillights. But like other pony cars of the time, these years showed a major decrease in the Barracuda's power due to stricter emission laws. The largest available engine in 1972 was the 340 4bbl; a 360 was available in 1974. New safety regulations would also force the vehicle to have large front and rear bumper guards in 1973 and 1974.

The Barracuda hung on through 1974, after which it was discontinued in the midst of the 1973 oil crisis. Production ended ten years (to the day) after it had begun. Although today they are sought-after collector cars, the third generation was a marketplace failure and never successfully competed with rival offerings from Ford and General Motors. The rarity of specific models and combinations today is primarily the result of low original-buyer interest and production.

Lamborghini 350 GTS Spider, 1966

2011-10-18T07:10:00.000-07:00

Lamborghini 350 GTS Spider, 19

The Lamborghini 350GT was the first production car by Lamborghini, first shown at the Turin Motor Show in 1963.

The car featured a 3.5 litre quad-cam V-12 engine (hence its designation), independent rear suspension (while Ferrari still used live rear axles) and a controversial 2+1 semi-fastback body by Carrozzeria Touring of Milan.

The 350GT generally drew high praises at the time for its flexible and high-revving engine, its stable cornering, even on rough surfaces, and its high level of finish. 120 copies were built from 1963 to 1966.

Lamborghini 350 GT, 1964

2011-10-18T07:09:00.000-07:00

Lamborghini 350 GT, 1964

Lamborghini 350 GTV, 1963

2011-10-18T07:08:00.000-07:00

Lamborghini 350 GTV, 1963

The Lamborghini 350 GTV was the prototype and forerunner of the later 350 GT (Lamborghini´s first production model).

It featured a controversial semi-fastback body design by Franco Scaglione, which was modified for series production by Carrozzeria Touring, and Lamborghini's own 3.5 liter V-12 engine. The car was presented to the public on the 1963 Turin Auto Show.

Links for 2011-10-04 [Digg]

2011-10-05T00:00:00-07:00

Infiniti FX Limited Edition, 2010
Automobiles Picture, Car Dealers, Autos Specification, Elegant Cars, Gambar Mobil, Sport Cars, New Automobiles, Auto News, USA Automobiles, Car Review
Infiniti Essence Concept, 2009
Automobiles Picture, Car Dealers, Autos Specification, Elegant Cars, Gambar Mobil, Sport Cars, New Automobiles, Auto News, USA Automobiles, Car Review
Infiniti G37 Coupe, 2009
Automobiles Picture, Car Dealers, Autos Specification, Elegant Cars, Gambar Mobil, Sport Cars, New Automobiles, Auto News, USA Automobiles, Car Review
Hyosung GT250 EFI, 2011
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Hyosung GT650 EFI, 2011
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Hyosung GT250R EFI, 2011
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Mazda 6, 2011
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Mazda 5, 2011
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Mazda 2, 2011
Automobiles Picture, Car Dealers, Autos Specification, Elegant Cars, Gambar Mobil, Sport Cars, New Automobiles, Auto News, USA Automobiles, Car Review
Pontiac G8 Sport Truck, 2010
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Pontiac Vibe, 2009
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Bugatti Veyron Super Sport, 2011
Super Automobiles, Super Expensive Car, Automotive Insurance, Automobile Accident Lawyer, Super Fast Automobile, Automotive Specification, Car Picture
Koenigsegg Agera R, 2012
Super Automobiles, Super Expensive Car, Automotive Insurance, Automobile Accident Lawyer, Super Fast Automobile, Automotive Specification, Car Picture
Lamborghini Reventon, 2008
Super Automobiles, Super Expensive Car, Automotive Insurance, Automobile Accident Lawyer, Super Fast Automobile, Automotive Specification, Car Picture
Pagani Zonda Cinque, 2009
Super Automobiles, Super Expensive Car, Automotive Insurance, Automobile Accident Lawyer, Super Fast Automobile, Automotive Specification, Car Picture

Links for 2011-10-03 [Digg]

2011-10-04T00:00:00-07:00

Audi A1, 2011
Automobiles Picture, Car Dealers, Autos Specification, Elegant Cars, Gambar Mobil, Sport Cars, New Automobiles, Auto News, USA Automobiles, Car Review
Vespa GTV300, 2011, Auto Accident Lawyers Information
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Acura TL, 2012
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Health Insurance, medical insurance, dental insurance
Car Insurance, Insurance Policy, Insurance Agent, Travel Insurance, Home and Personal Insurance, Automotive Insurance, Car Accident Lawyer Information
Home Insurance, insurance policy, fire insurance
Car Insurance, Insurance Policy, Insurance Agent, Travel Insurance, Home and Personal Insurance, Automotive Insurance, Car Accident Lawyer Information
Life Insurance, life insurance policies, life assurance
Car Insurance, Insurance Policy, Insurance Agent, Travel Insurance, Home and Personal Insurance, Automotive Insurance, Car Accident Lawyer Information
Aston Martin DBS Volante, 2010, car accident attorneys
Super Automobiles, Super Expensive Car, Automotive Insurance, Automobile Accident Lawyer, Super Fast Automobile, Automotive Specification, Car Picture
Hyosung Rally 100, 2011
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Hyosung Rally 50, 2011
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Hyosung SB50ZR / Sense / SB50 Super Cab, 2011
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
How to Find The Best Possible Golf Career For Your Needs
Golf for Education, Golf for Sports, Golf Swing, Golf for Teenager, Golf Tournaments, Golf Shoes, Golf Sticks, Golf Fitness, Golf Club, Golf Beginner.
Handicapping for Casual Golfers, Golf handicaps
Golf for Education, Golf for Sports, Golf Swing, Golf for Teenager, Golf Tournaments, Golf Shoes, Golf Sticks, Golf Fitness, Golf Club, Golf Beginner.
Indo Automobiles. New Cars Concepts. USA Cars: Chevrolet Aveo, 2011
indo automobiles,luxury automobiles,sport cars,USA cars,cars concept,automotives review,classic automobiles,acura,cadillac,bmw,audi,benz
Indo Automobiles. New Cars Concepts. USA Cars: Chevrolet Camaro Convertible Neiman Marcus, 2011
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Indo Automobiles. New Cars Concepts. USA Cars: Chevrolet Camaro Convertible, 2011
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Links for 2011-10-02 [Digg]

2011-10-03T00:00:00-07:00

Ferrari 599 GTB HY-KERS Concept, 2010
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Ferrari 599 GTB Fiorano HGTE, 2010
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Bimota Tesi 3D Review, 2011
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Bimota S, 2011, Bimota DB, Bimota Tesi
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Toyota Corolla, 2011, Corolla LE, Corolla S model
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Toyota Auris HSD, 2011, European Toyota Hybrid Car
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Citroen C3, 2010, France Car, Zenith windscreen
Super Automobiles, Super Expensive Car, Automotive Insurance, Automobile Accident Lawyer, Super Fast Automobile, Automotive Specification, Car Picture
Citroen DS High Rider Concept, 2010
Super Automobiles, Super Expensive Car, Automotive Insurance, Automobile Accident Lawyer, Super Fast Automobile, Automotive Specification, Car Picture
Benelli Macis 125, 2011, Scooters New Models, Insurance Info
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Rules and Regulations of Golf
Golf for Education, Golf for Sports, Golf Swing, Golf for Teenager, Golf Tournaments, Golf Shoes, Golf Sticks, Golf Fitness, Golf Club, Golf Beginner.
Teaching Children to play Golf, Golf Education for Children
Golf for Education, Golf for Sports, Golf Swing, Golf for Teenager, Golf Tournaments, Golf Shoes, Golf Sticks, Golf Fitness, Golf Club, Golf Beginner.
Golf Training Aids, Golf Education, Golf Game
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What Do Most Health Insurance Policies Cater For, Life Insurance
Anyone Insurances, Car Insurance, Insurance Policy, Insurance Agent, Travel Insurance, Home and Personal Insurances, Automotive Insurance, Dental Ins.
Tips For Obtaining Low Cost Home Insurance, Life Insurance
Anyone Insurances, Car Insurance, Insurance Policy, Insurance Agent, Travel Insurance, Home and Personal Insurances, Automotive Insurance, Dental Ins.
Private Health Insurance Is Still Popular, Life Insurance
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Links for 2011-10-01 [Digg]

2011-10-02T00:00:00-07:00

Hyosung GV250 Aquila EFI, 2011
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Yamaha V-Star 950 Tourer, 2011
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Yamaha Stratoliner Deluxe, 2011
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Yamaha V-Star 650 Silverado, 2011, Florida Motorcycle Accident Lawyer
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Can-Am Spyder RT Roadster, 2010, Scooter Models
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Can-Am Spyder RS Roadster, 2010, Scooter Pictures
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Can-Am RTS Roadster, 2010
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Aprilia SR50, 2011, Scooter
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Aprilia Sportcity 125, 2011, Scooter
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
Aprilia Sportcity 50, 2011, Sooter Models
Scooter Pictures, Motorcycle Accident Insurance and Lawyers, Automatic Scooter Wallpapers, Classic Automatic Scooter, Scooter News and Specifications.
BMW G650GS, 2011, Motorcycle Accident Lawyer
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BMW G450X, 2011, Motor Vehicle Insurance and Lawyer Info
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BMW F800GS, 2011, Motorcycle Accident Lawyer Information
Motorcycle Desktop Wallpaper, Motorcycle Accident Lawyers, Motorcycle Insurance. Motorcycle Dealers, Luxury Motorcycles, Classic Motorbike, New Motors
Dodge Caliber, 2010, Car Accident Insurance and Lawyer Info
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Dodge Ram 1500 Sport, 2009, Car Accident Lawyer Information
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Links for 2011-09-27 [Digg]

2011-09-28T00:00:00-07:00

Golf In South Africa
South Africa golfing has seen huge growth since the 1980s when our courses compared dismally with those of international standards in the rest of the world. Following negative feedback from local golfers who traveled abroad and reported back on the high quality of courses in other countries, local courses started major overhauling of the greens and facilities, and the effect snowballed as other courses followed suit.
Golf Education: Golf Brands.
Accelerator Golf. Accu-Net LLC. Adams. Adidas. Almost Golf. Ammex Corp. BagBoy. Bionic. Bobby Jones Golf Company. Booklegger. Bridgestone. Bushnell. Caddy Daddy Golf. Callaway. Champ. Charter. Cleveland. Clicgear. Club Glove. Cobra. Coleman. Crocs. Datrek. Don Martin & Co. Dunlop. Ecco. EP Pro. Etonic. Evergolf. Evolve. Eye Line. Face Forward Tech LLC. FizGolf. FootJoy. ForeFront. Forresters. Global Golf.
Golf Swing Tip And Instructions Guide
Every golfer on the planet yearns for a golf swing tip and instructions that will be the silver bullet to a better game. All the golf magazines do year in and year out is repurpose these tips to keep selling their magazines.
How You Use Your Arms In The Golf Swing
It seems the modern swing is a very connected, arms and torso together type of golf swing. Found this makes it much easier to be consistent, and be able to go at it as hard as you want, and not hit it "off the planet" like an arms-only swing would.
How to get out of the deep rough
The Trouble Shots DVD PurePoint GolfI believe there are three reasons why amateur golfers struggle out of deep rough. The number one reason is because professional golfers play golf from the golf ball to the green and amateur golfers play golf from the green back to the golf ball.

Links for 2011-09-24 [Digg]

2011-09-25T00:00:00-07:00

Fiat Brevetti, 1905
Classic Car, Luxury Automobile, Luxurious Automobiles, Car Pictures, Car Dealers, Automobile Insurances, Mobil Klasik, Old and New Cars, Elegant Cars.
Buick Model C 1905
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Classic Automobile, Luxury Car, Old and New Automobiles
Aston-Martin Coal Scuttle 1915
Alfa Romeo RL, 1922
The Alfa Romeo RL was produced between 1922-1927, it was Alfa's first sport model after World War I. Car was designed in 1921 by Giuseppe Merosi. Car had straight-6 engine with overhead valves. Three different versions was made: Normale, Turismo and Sport. RLTF (Targa Florio) was race version of Alfa Romeo RL and it weighted half of normal versions, engine had seven main bearings instead of four and double carburetos.
Alfa Romeo RM Sport, 1923
The Alfa Romeo RM was produced between 1923-1925, it was based of RL model. Car was introduced first time in 1923 Paris Motor Show and total production was around 500 cars. Alfa Romeo RM had 2.0 L straight-4 engine, which produced between 40 bhp to 48 bhp. As most of Alfa Romeo cars this was also used in racing purpose.
Alfa Romeo P2, 1925
The Alfa Romeo P2 won the inaugural Automobile World Championship in 1925, taking victory in two of the four championship rounds when Antonio Ascari drove it in the European Grand Prix at Spa and Gastone Brilli-Peri won the Italian Grand Prix at Monza after Ascari died while leading the intervening race at Montlhery.
Chevrolet Depot Hack, 1927
1927 Chevy. Beautiful, fully restored 1927 Chevy 1/2 ton soft side delivery truck. It was built in an Oakland, CA truck plant, and presently appears as it did originally, in every detail! The restoration includes wooden spoke wheels, new paint, new wide whitewall tires, new top and side covers. All chrome and all wood in the vehicle have been restored to their pristine condition.
Mercedes-Benz Type S 1927
Classic Car, Luxury Automobile, Luxurious Automobiles, Car Pictures, Car Dealers, Automobile Insurances, Mobil Klasik, Old and New Cars, Elegant Cars.
Cadillac LaSalle 1927
Built by Cadillac to Cadillac standards, the LaSalle soon emerged as trend setting automobile within GM, and Earl was placed in charge of overseeing the design of all GM vehicles.
Ford Tudor, 1928
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Chevrolet 4DR, 1928
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Alfa Romeo 6C 1500 Sport, 1928
The Alfa Romeo 6C name was used on road, race and sports cars made between 1925-1954 by Alfa Romeo. 6C refers to a straight 6 engine. Bodies to these cars were made by coachbuilders such as James Young, Zagato, Touring, Castagna, and Pininfarina. Starting from 1933 there was also a 6C version with a factory Alfa body, built in Portello.
Ford Model A Station Wagon, 1929
Ford Model A Station Wagon. Only 5,000 were produced.
Audi Imperator, 1929
Classic Car, Luxury Automobile, Luxurious Automobiles, Car Pictures, Car Dealers, Automobile Insurances, Mobil Klasik, Old and New Cars, Elegant Cars.
BMW 315 PS DA 2
The BMW 3/15 was BMW's second car, first produced in July 1929.

Mazda MX-5 Miata Roadster, 1989

2011-09-07T03:05:00.000-07:00

Mazda MX-5 Miata Roadster, 1989

The Mazda MX-5 is a popular sports car built by Mazda in Hiroshima, Japan, since 1989. It is known as MX-5 Miata (or popularly just Miata) in North America, MX-5 in Oceania and Europe, and Roadster (under the Eunos marque until 1996) in Japan. The MX-5 is one of the world's best-selling sports cars, with 748,904 cars sold until the end of 2005. Beginning with the third-generation 2006 model, Mazda consolidated worldwide (excluding Japan) marketing using the MX-5 name, though enthusiasts in the USA (and the company itself) still refer to it as Miata, a name that means "reward" in Old High German.

The return of the sports roadster
The MX-5 was envisioned by its designers as a small roadster with a minimum of unnecessary weight and complexity, a direct descendant of the small British roadsters of the 1960s such as the Triumph Spitfire, MG Midget, Lotus Elan, and Porsche 550 Spider. By the early 1980s, roadsters had all but vanished from the market, sacrificed to the increasing safety and anti-pollution regulations everywhere. The MX-5 would thus mark the return of the roadster, using modern technology allied to the tradition of the roadster type.

As a result, the MX-5 has a traditional FR (front-engine, rear-wheel-drive) layout and 4-wheel independent double wishbone suspension. It comes with a longitudinally mounted four cylinder engine coupled to a manual transmission (an automatic transmission is available as an option).
The body is a conventional, but very light, unibody shell. The MX-5 also incorporates a unique trusswork called the Powerplant Frame (PPF) which connects the engine to the differential, minimizing flex and creating a tight, responsive feel. Many MX-5s feature limited slip differentials and antilock brakes. Traction control is an option available on some models.

With an approximate 50:50 front/rear weight balance, the car has very neutral handling, which makes it easy to drive for the beginner, and fun for the advanced driver. Inducing oversteer is easy and very controllable. The MX-5 is thus popular in amateur and stock racing events, including, in the USA, the Sports Car Club of America's Solo2 autocross and Spec Miata race series.

As a measure for success, the Guinness Book of Records declared the MX-5 Miata the world's best-selling sports car on February 13, 2002, with more than 700,000 sold until that date.
The MX-5 has won over 150 awards in its history, including making Car and Driver magazine's annual Ten Best list seven times; Wheels Magazine 's Car of the Year for 1989 and 2005; Sports Car International's "best sports car of the 1990s" and "ten best sports cars of all time"; 2005-2006 Car of the Year Japan; and 2005 Australian Car of the Year.

There have been three generations of the MX-5, each introducing overall changes to the exterior, interior and mechanical components of the car: the first generation, with production code NA, was produced from 1990 to 1997 in model years; the second generation, NB, from 1999 to 2005; and the current third generation, NC, from 2006.

The competition to design the MX-5
The design of the first MX-5 was the result of an internal Mazda competition between the two Design Studios in California, USA and Tokyo, Japan. The role of designing an FR (front-engine, rear-wheel drive) light-weight sports car was assigned to the California Design Studio whilst at Tokyo two different models were entered the competition: an FF layout (front-engined, front-wheel drive) and an MR layout (mid-engined, rear-wheel drive).

The first round of judging the competing designs for the MX-5 was held in April 1984. Designs were presented on paper. The mid-engined car appeared the most impressive, although it was known at the time that such a layout would struggle to meet the noise, vibration and harshness (NVH) requirements of the project. It was only at the second round of the competition in August 1984, when full-scale clay models were presented, that the California FR design, codenamed "Duo 101", won the competition and was selected as the basis for Mazda's new light-weight sports car.

The Duo 101 design, so named as either a soft-top or hard-top could be used, incorporated many key stylistic cues inspired by the Lotus Elan, a 1960s roadster widely considered as one of the best-handling sports cars of its day. International Automotive Design (IAD) in Worthing, England was commissioned to develop a running prototype. It was built with a fiberglass body, a 1.4-liter engine from a Mazda Familia and components from a variety of early Mazda models. The prototype was completed in August 1985.

After some minor changes in the design, the project received final approval on January 18, 1986 and the car was now codenamed P729. The task of constructing five engineering mules (more developed prototypes) was again allocated to IAD, which also conducted the first front and rear crash tests on the P729. The project was moved to Japan for final engineering details and production issues to be decided. The MX-5 was almost ready to be introduced to the world as a a true light-weight sports car, weighing just 940 kg (2070 lb).

First Generation (NA)
The MX-5 was unveiled at the Chicago Auto Show on February 10, 1989, with a price tag of US $13,800 (US $22,650 in 2006 adjusted for inflation). The MX-5, with production code NA, would be available for delivery to buyers on July 1989 as a 1990 model. An optional hardtop was made available at the same time, in reinforced engineering plastic.

In Japan, the car was not badged as a Mazda, as the company was experimenting with the creation of different marques for deluxe models, similar to Nissan's Infiniti and Toyota's Lexus. Instead, the Mazda MX-5 was sold as the Eunos Roadster in that market.

The body shell of the NA was all-steel with a light-weight aluminium hood. Overall dimensions were 3970 mm (156.3 in) in length, 1675 mm (65.9 in) in width, and 1235 mm (48.6 in) in height. Drag coefficient was indicated as 0.38, reasonably aerodynamic. Suspension was an independent double wishbone on all four wheels, with an anti-roll bar at the front. Four wheel-disc brakes, ventilated at the front, were behind alloy wheels with 185/60HR14 radial tires.

The original MX-5 came with a 1.6-liter double overhead cam inline four-cylinder engine, producing 90 kW (120 hp) and 100 ft·lbf (136 N·m) of torque. The engine employs an L-Jetronic fuel injection system and a camshaft angle sensor instead of a distributor. This engine, codename B6, had been previously used in the 323 series, including the 323 GTX, a turbocharged, all-wheel drive vehicle, and retained the reinforcements and under-piston oil sprays required for aftermarket turbocharging.

Standard transmission was 5-speed manual. Japan and the USA got an optional automatic transmission which proved unpopular; these markets also received an optional viscous limited slip rear differential.

The NA could reach 96 km/h (60 mph) in 9.4 s and had a top speed of 190 km/h (119 mph).
For the 1994 model year, the first-generation MX-5 was freshened with the introduction of the more powerful 1.8-liter BP engine, dual airbags and a geared, torque-sensing limited slip differential in some markets. The chassis was substantially braced to meet new side-impact standards, most obviously by adding a bar between the seatbelt towers inside the car, but also to the front and rear subframes. No exterior changes were made, though. This is called the NA Generation 1.5.

The new engine produced 98 kW (130 hp), increased to 133 hp (99 kW) from 1995. The base weight increased to 990 kg (2180 lb). Performance was improved slightly, the additional power being partly offset by the extra weight. In some markets such as Europe, the 1.6 engine continued to be available as a lower-cost option, but was detuned to 88 hp (66 kW). This lower-powered model did not receive all the additional chassis bracing of the new 1.8. Japanese and US cars were fitted with an optional Torsen LSD, which was far more durable than the previous viscous differential.

There were a number of trim levels and special editions available, determined by local Mazda marketing departments. In the US, the base model was called the "A Package". A "B Package" added some options, while the "C Package" included a tan interior and top and leather seats. The "R Package" was for racing, and the annual special editions were formalized as "M Editions" from Generation 1.5. These included all of the luxury options from the "C Package" as well as special paint and, sometimes, special wheels.

The first generation MX-5 was phased out with the 1997 model year (there was no 1998 model year), with the final 1500 NAs produced for the US market being the "STO" ("Special Touring Option") versions.

Second Generation (NB)
In 1998, Mazda released the second-generation MX-5, production code NB, for the 1999 model year. The NB featured a more powerful engine and, on the exterior, more modern styling cues borrowed from the 1992 Mazda RX-7 model. Prices in the United States, the main market for the MX-5, started at US $19,770 (US $24,680 in 2006).

Although many parts of the interior and body were different, the most notable changes were the headlights: the first generation's retractable headlights had been exchanged for fixed ones. The new car had grown slightly in width compared to the earlier model with dimensions: length 3955 mm (155.7 in); width 1680 mm (66.1 in); height 1235 mm (48.6 in) and wheelbase 2265 mm (89.2 in). Without options, the NB weighed exactly 1000 kg (2205 lb). The new generation was slightly more aerodynamic than the original, with a Cd figure of 0.36.

The NB continued to employ four-wheel independent suspension, with enlarged anti-roll bars at the front and rear, but the wheels, tires and brakes were significantly upgraded: ABS was offered as an option; alloy wheels were now 14 in or 15 in in diameter and 6 in in width, depending on the trim package; sports models were equipped with the larger wheels and 195/50VR15 tires.

The BP-4W engine remained at 1.8 L but received several minor updates. The engine compression ratio was raised from 9.0:1 to 9.5:1 by adding slightly domed pistons. The intake cam was changed to a solid lifter design with a stronger cam. The intake runners in the head were straightened and the intake manifold was mounted higher up. Mazda's Variable Intake Control System system was introduced, which effectively gave a long narrow intake mainfold at low rpm for better swirl, changing to a short, free-flowing manifold at high rpm for maximum breathing. Power output of the new engine was quoted at 105 kW (140 hp) with 119 ft·lbf (161 N·m) of torque.

The 1.6 B6 engine remained available in some markets, including Europe and Japan.
The 1.8 NB could reach 96 km/h (60 mph) in 7.9 s and had a top speed of 197 km/h (123 mph).

In 1999, Mazda celebrated the 10th anniversary of the MX-5 with the 10th Anniversary Model, a limited edition featuring some until-then exclusive features, namely a six-speed transmission and Bilstein shock absorbers,; performance figures were slightly different, with faster acceleration but lower top speed than the standard 1.8 NB.

For the 2001 model year, a facelift to the Second-Generation MX-5 was released. There were some minor exterior changes, with a press-release of July 18, 2000 announcing the changes as "resulting in an even sportier and more forceful look". Thus Generation 2.5 was born. Some cockpit elements were also changed, with instrument panel gauges having a white face and red numbers. The seats were also upgraded, incorporating more support in the side bolsters, and taller headrests. Added for top models were 16-inch wheels with 205/45VR16 low-profile tires and larger brakes at the front and rear. The upgraded tires and suspension allowed the new model to pull 0.88 g in lateral grip in tests by Car and Driver magazine. The body was strengthened, gaining 16% in bending rigidity and 22% in torsional rigidity. With the minimum of options, the 2001 model weighed 1065 kg (2350 lb).

The 1.8 BP-Z3 engine was slightly modified and now featured variable valve timing on the intake camshaft. The intake and exhaust system also received a minor upgrade. These modifications resulted in a power output of 117 kW (155 hp) (Japan and Australia) or 110 kW (146 hp) (US and Europe). In the United States, Mazda erroneously quoted the power figure for the Japanese and Australian model in early catalogues. Car and Driver magazine and numerous owners confirmed the missing power, and Mazda was forced to offer to buy back the 2001 cars due to those misleading power claims. Owners who did not take up the buy back offer were offered an apology and free servicing for the warranty period.

In 2001, Mazda Australia produced locally a limited run of 100 turbocharged MX-5s labelled the SP. Over 215 parts went into upgrading the performance of the SP creating a powerful sportscar that looked identical to a standard MX-5. The driveline, braking, suspension and engine internals remained standard. The upgraded engine was rated at 157 kW (201 hp).

The 2004 model year saw the introduction of the official turbocharged Mazdaspeed MX-5, Roadster Turbo in Japan. It featured a light-pressure turbo BPT engine for 178 hp (133 kW). Other features included a special suspension, upgraded transmission and clutch assemblies, upgraded drivetrain components, Racing Hart 17-inch wheels, special interior trim, and special exterior paint. 5,428 Mazdaspeed MX-5s were produced during model years 2004 and 2005.

Still in the 2004 model year, a division of Mazda in Japan produced a limited run of 350 Roadster Coupés with an integral hardtop roof, effectively making this a coupé instead of a roadster. The body structure was reworked to incorporate the roof for a substantial increase in chassis rigidity and a weight increase of 10 kg (22 lb). No Roadster Coupes were exported outside Japan.

Mazda MX-5, 1989

2011-09-07T03:03:00.000-07:00

Mazda MX-5, 1989

The Mazda MX-5 is a popular sports car built by Mazda in Hiroshima, Japan, since 1989. It is known as MX-5 Miata (or popularly just Miata) in North America, MX-5 in Oceania and Europe, and Roadster (under the Eunos marque until 1996) in Japan. The MX-5 is one of the world's best-selling sports cars, with 748,904 cars sold until the end of 2005. Beginning with the third-generation 2006 model, Mazda consolidated worldwide (excluding Japan) marketing using the MX-5 name, though enthusiasts in the USA (and the company itself) still refer to it as Miata, a name that means "reward" in Old High German.

The return of the sports roadster
The MX-5 was envisioned by its designers as a small roadster with a minimum of unnecessary weight and complexity, a direct descendant of the small British roadsters of the 1960s such as the Triumph Spitfire, MG Midget, Lotus Elan, and Porsche 550 Spider. By the early 1980s, roadsters had all but vanished from the market, sacrificed to the increasing safety and anti-pollution regulations everywhere. The MX-5 would thus mark the return of the roadster, using modern technology allied to the tradition of the roadster type.

As a result, the MX-5 has a traditional FR (front-engine, rear-wheel-drive) layout and 4-wheel independent double wishbone suspension. It comes with a longitudinally mounted four cylinder engine coupled to a manual transmission (an automatic transmission is available as an option).

The body is a conventional, but very light, unibody shell. The MX-5 also incorporates a unique trusswork called the Powerplant Frame (PPF) which connects the engine to the differential, minimizing flex and creating a tight, responsive feel. Many MX-5s feature limited slip differentials and antilock brakes. Traction control is an option available on some models.

With an approximate 50:50 front/rear weight balance, the car has very neutral handling, which makes it easy to drive for the beginner, and fun for the advanced driver. Inducing oversteer is easy and very controllable. The MX-5 is thus popular in amateur and stock racing events, including, in the USA, the Sports Car Club of America's Solo2 autocross and Spec Miata race series.

As a measure for success, the Guinness Book of Records declared the MX-5 Miata the world's best-selling sports car on February 13, 2002, with more than 700,000 sold until that date.

The MX-5 has won over 150 awards in its history, including making Car and Driver magazine's annual Ten Best list seven times; Wheels Magazine 's Car of the Year for 1989 and 2005; Sports Car International's "best sports car of the 1990s" and "ten best sports cars of all time"; 2005-2006 Car of the Year Japan; and 2005 Australian Car of the Year.

There have been three generations of the MX-5, each introducing overall changes to the exterior, interior and mechanical components of the car: the first generation, with production code NA, was produced from 1990 to 1997 in model years; the second generation, NB, from 1999 to 2005; and the current third generation, NC, from 2006.

The competition to design the MX-5
The design of the first MX-5 was the result of an internal Mazda competition between the two Design Studios in California, USA and Tokyo, Japan. The role of designing an FR (front-engine, rear-wheel drive) light-weight sports car was assigned to the California Design Studio whilst at Tokyo two different models were entered the competition: an FF layout (front-engined, front-wheel drive) and an MR layout (mid-engined, rear-wheel drive).

The first round of judging the competing designs for the MX-5 was held in April 1984. Designs were presented on paper. The mid-engined car appeared the most impressive, although it was known at the time that such a layout would struggle to meet the noise, vibration and harshness (NVH) requirements of the project. It was only at the second round of the competition in August 1984, when full-scale clay models were presented, that the California FR design, codenamed "Duo 101", won the competition and was selected as the basis for Mazda's new light-weight sports car.

The Duo 101 design, so named as either a soft-top or hard-top could be used, incorporated many key stylistic cues inspired by the Lotus Elan, a 1960s roadster widely considered as one of the best-handling sports cars of its day. International Automotive Design (IAD) in Worthing, England was commissioned to develop a running prototype. It was built with a fiberglass body, a 1.4-liter engine from a Mazda Familia and components from a variety of early Mazda models. The prototype was completed in August 1985.

After some minor changes in the design, the project received final approval on January 18, 1986 and the car was now codenamed P729. The task of constructing five engineering mules (more developed prototypes) was again allocated to IAD, which also conducted the first front and rear crash tests on the P729. The project was moved to Japan for final engineering details and production issues to be decided. The MX-5 was almost ready to be introduced to the world as a a true light-weight sports car, weighing just 940 kg (2070 lb).

First Generation (NA)
The MX-5 was unveiled at the Chicago Auto Show on February 10, 1989, with a price tag of US $13,800 (US $22,650 in 2006 adjusted for inflation). The MX-5, with production code NA, would be available for delivery to buyers on July 1989 as a 1990 model. An optional hardtop was made available at the same time, in reinforced engineering plastic.

In Japan, the car was not badged as a Mazda, as the company was experimenting with the creation of different marques for deluxe models, similar to Nissan's Infiniti and Toyota's Lexus. Instead, the Mazda MX-5 was sold as the Eunos Roadster in that market.

The body shell of the NA was all-steel with a light-weight aluminium hood. Overall dimensions were 3970 mm (156.3 in) in length, 1675 mm (65.9 in) in width, and 1235 mm (48.6 in) in height. Drag coefficient was indicated as 0.38, reasonably aerodynamic. Suspension was an independent double wishbone on all four wheels, with an anti-roll bar at the front. Four wheel-disc brakes, ventilated at the front, were behind alloy wheels with 185/60HR14 radial tires.

The original MX-5 came with a 1.6-liter double overhead cam inline four-cylinder engine, producing 90 kW (120 hp) and 100 ft·lbf (136 N·m) of torque. The engine employs an L-Jetronic fuel injection system and a camshaft angle sensor instead of a distributor. This engine, codename B6, had been previously used in the 323 series, including the 323 GTX, a turbocharged, all-wheel drive vehicle, and retained the reinforcements and under-piston oil sprays required for aftermarket turbocharging.

Standard transmission was 5-speed manual. Japan and the USA got an optional automatic transmission which proved unpopular; these markets also received an optional viscous limited slip rear differential.

The NA could reach 96 km/h (60 mph) in 9.4 s and had a top speed of 190 km/h (119 mph).
For the 1994 model year, the first-generation MX-5 was freshened with the introduction of the more powerful 1.8-liter BP engine, dual airbags and a geared, torque-sensing limited slip differential in some markets. The chassis was substantially braced to meet new side-impact standards, most obviously by adding a bar between the seatbelt towers inside the car, but also to the front and rear subframes. No exterior changes were made, though. This is called the NA Generation 1.5.

The new engine produced 98 kW (130 hp), increased to 133 hp (99 kW) from 1995. The base weight increased to 990 kg (2180 lb). Performance was improved slightly, the additional power being partly offset by the extra weight. In some markets such as Europe, the 1.6 engine continued to be available as a lower-cost option, but was detuned to 88 hp (66 kW). This lower-powered model did not receive all the additional chassis bracing of the new 1.8. Japanese and US cars were fitted with an optional Torsen LSD, which was far more durable than the previous viscous differential.

There were a number of trim levels and special editions available, determined by local Mazda marketing departments. In the US, the base model was called the "A Package". A "B Package" added some options, while the "C Package" included a tan interior and top and leather seats. The "R Package" was for racing, and the annual special editions were formalized as "M Editions" from Generation 1.5. These included all of the luxury options from the "C Package" as well as special paint and, sometimes, special wheels.

The first generation MX-5 was phased out with the 1997 model year (there was no 1998 model year), with the final 1500 NAs produced for the US market being the "STO" ("Special Touring Option") versions.

Second Generation (NB)
In 1998, Mazda released the second-generation MX-5, production code NB, for the 1999 model year. The NB featured a more powerful engine and, on the exterior, more modern styling cues borrowed from the 1992 Mazda RX-7 model. Prices in the United States, the main market for the MX-5, started at US $19,770 (US $24,680 in 2006).

Although many parts of the interior and body were different, the most notable changes were the headlights: the first generation's retractable headlights had been exchanged for fixed ones. The new car had grown slightly in width compared to the earlier model with dimensions: length 3955 mm (155.7 in); width 1680 mm (66.1 in); height 1235 mm (48.6 in) and wheelbase 2265 mm (89.2 in). Without options, the NB weighed exactly 1000 kg (2205 lb). The new generation was slightly more aerodynamic than the original, with a Cd figure of 0.36.

The NB continued to employ four-wheel independent suspension, with enlarged anti-roll bars at the front and rear, but the wheels, tires and brakes were significantly upgraded: ABS was offered as an option; alloy wheels were now 14 in or 15 in in diameter and 6 in in width, depending on the trim package; sports models were equipped with the larger wheels and 195/50VR15 tires.

The BP-4W engine remained at 1.8 L but received several minor updates. The engine compression ratio was raised from 9.0:1 to 9.5:1 by adding slightly domed pistons. The intake cam was changed to a solid lifter design with a stronger cam. The intake runners in the head were straightened and the intake manifold was mounted higher up. Mazda's Variable Intake Control System system was introduced, which effectively gave a long narrow intake mainfold at low rpm for better swirl, changing to a short, free-flowing manifold at high rpm for maximum breathing. Power output of the new engine was quoted at 105 kW (140 hp) with 119 ft·lbf (161 N·m) of torque.

In 1999, Mazda celebrated the 10th anniversary of the MX-5 with the 10th Anniversary Model, a limited edition featuring some until-then exclusive features, namely a six-speed transmission and Bilstein shock absorbers,; performance figures were slightly different, with faster acceleration but lower top speed than the standard 1.8 NB.

For the 2001 model year, a facelift to the Second-Generation MX-5 was released. There were some minor exterior changes, with a press-release of July 18, 2000 announcing the changes as "resulting in an even sportier and more forceful look". Thus Generation 2.5 was born. Some cockpit elements were also changed, with instrument panel gauges having a white face and red numbers. The seats were also upgraded, incorporating more support in the side bolsters, and taller headrests. Added for top models were 16-inch wheels with 205/45VR16 low-profile tires and larger brakes at the front and rear. The upgraded tires and suspension allowed the new model to pull 0.88 g in lateral grip in tests by Car and Driver magazine. The body was strengthened, gaining 16% in bending rigidity and 22% in torsional rigidity. With the minimum of options, the 2001 model weighed 1065 kg (2350 lb).

The 1.8 BP-Z3 engine was slightly modified and now featured variable valve timing on the intake camshaft. The intake and exhaust system also received a minor upgrade. These modifications resulted in a power output of 117 kW (155 hp) (Japan and Australia) or 110 kW (146 hp) (US and Europe). In the United States, Mazda erroneously quoted the power figure for the Japanese and Australian model in early catalogues. Car and Driver magazine and numerous owners confirmed the missing power, and Mazda was forced to offer to buy back the 2001 cars due to those misleading power claims. Owners who did not take up the buy back offer were offered an apology and free servicing for the warranty period.

In 2001, Mazda Australia produced locally a limited run of 100 turbocharged MX-5s labelled the SP. Over 215 parts went into upgrading the performance of the SP creating a powerful sportscar that looked identical to a standard MX-5. The driveline, braking, suspension and engine internals remained standard. The upgraded engine was rated at 157 kW (201 hp).

The 2004 model year saw the introduction of the official turbocharged Mazdaspeed MX-5, Roadster Turbo in Japan. It featured a light-pressure turbo BPT engine for 178 hp (133 kW). Other features included a special suspension, upgraded transmission and clutch assemblies, upgraded drivetrain components, Racing Hart 17-inch wheels, special interior trim, and special exterior paint. 5,428 Mazdaspeed MX-5s were produced during model years 2004 and 2005.

Still in the 2004 model year, a division of Mazda in Japan produced a limited run of 350 Roadster Coupés with an integral hardtop roof, effectively making this a coupé instead of a roadster. The body structure was reworked to incorporate the roof for a substantial increase in chassis rigidity and a weight increase of 10 kg (22 lb). No Roadster Coupes were exported outside Japan.

Third Generation (NC)
Production of the third-generation MX-5, code NC, began May 17, 2005, for delivery in August, for the 2006 model year.

Despite the success in maintaining enough external similarities, the third generation shares no components with the second generation, except for the side-panel turning-lights on the European-spec models. It can thus be considered an all-new MX-5. The suspension was changed from a 4-wheel double wishbone setup to a front wishbone/rear multilink setup. Technologies like traction control and stability control were added to increase driveability.

The exterior styling harkens back to the original design while adopting a clean, more muscular profile. Some design elements were adopted to reinforce the family ties with the Mazda RX-8. Unlike the update from NA to NB, which was mostly a nose/tail/interior change, there are substantial differences in every body panel of the NC, so much that older-generation accessories will not work on the NC.

For Australia and the USA, the engine was the new 16-valve, 2.0-liter MZR I4, producing 170 hp (128 kW) and 140 ft·lbf (190 N·m), coupled to a 6-speed manual transmission. For Europe, two engines are offered: the same 2.0 MZR, but producing 160 hp (118 kW) and 188 N·m; and a new 1.8 MZR, producing 126 hp (93 kW) and 167 N·m, coupled to a 5-speed manual transmission.

A 6-speed automatic transmission, with steering wheel mounted paddle shifters, is optional. A test by Car and Driver magazine revealed a 0-97 km/h (0-60 mph) time of 6.5 s for the 2.0 NC.

The NC was launched with a special edition called "3rd Generation Limited" which featured added chrome accents and special wheels. 3500 were built worldwide (300 in the UK, 750 in the USA), delivered in advance of standard models.

On 18 July 2006, Mazda unveiled a coupé convertible version of the NC with a three-piece folding hardtop. The British International Motor Show was the venue chosen for the world premiere of the new model, named MX-5 Roadster Coupe in Europe, Roadster Power Retractable Hard Top in Japan, and MX-5 Miata Power Retractable Hard Top in the USA.

Adding 37 kg (82 lb) to the weight of a comparable model with soft top, the hard top takes 12 seconds to raise or lower; in a departure from the competition, it does not take any of the existing trunk space when folded down. The price premium is expected to be less than the cost of a separate hard top.

Production numbers
The 250,000th MX-5 rolled out of the factory on November 9, 1992; the 500,000th, on February 8, 1999; the 750,000th, on March 2004.