Tuesday, December 27, 2011

Ford Model A Roadster, 1930

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


Ford Deluxe Model A, 1930 


Ford A, 1930


1930 Ford A


Ford Model A, 1929




Ford Model A, 1929

Wednesday, December 21, 2011

Chevrolet Camaro, 1969

 
 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

 

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

 
 
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

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

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.

Thursday, December 15, 2011

Cadillac Eldorado, 1962

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

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

Buick Super Riviera Coupe, 1958


Buick Super Riviera Coupe, 1958


Buick Super Riviera Sedan, 1956

Buick Super Riviera Sedan, 1956


Buick Super Riviera Sedan, 1956

Buick Centurion Concept, 1956

Buick Centurion Concept, 1956



Buick Centurion Concept, 1956

Tuesday, October 18, 2011

Plymouth Hemi Barracuda, 1971

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


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





Lamborghini 350 GT, 1964

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 GTV, 1963









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.
 
 
 

Wednesday, September 7, 2011

Mazda MX-5 Miata Roadster, 1989

 
 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).

Mazda MX-5, 1989

 
 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.
Related Posts Plugin for WordPress, Blogger...
Acura, Alfa-Romeo, Alpina, Artega, Ascari, Aston-Martin, Audi, BMW, Bentley, Brabus, Bugatti, Buick, Cadillac, Caparo, Chevrolet, Chrysler, Citroen, Covini, Dacia, Daewoo, Daihatsu, Daimler, Devon, Dodge, Donkervoort, Farbio, Ferrari, Fiat, Fisker, Ford, GM, GMC, Gumpert, Holden, Honda, Hummer, Hyundai, Infiniti, Italdesign, Jaguar, Jeep, KTM, Kia, Koenigsegg, Lamborghini, Lancia, Land Rover, Leblanc, Lexus, Lincoln, Lobini, Lotus, MG, Mansory, Maserati, Maybach, Mazda, Mazel, McLaren, Mercedes-Benz, Mercury, Mindset, Mini, Mitsubishi, Morgan, Nismo, Nissan, Noble, ORCA, Oldsmobile, Opel, PGO, Pagani, Plymouth, Pontiac, Porsche, Renault, Rolls-Royce, Rover, Saab, Saturn, Scion, Skoda, Smart, Spyker, SsangYong, Startech, Stola, Strosek, Torino, Subaru, Think, Toyota, Tramontana, Valmet, Vauxhall, Venturi, Volvo, Wiesmann, Yes, Zagato, Zenvo.