Jeep CJ-5, 1955

 

Jeep CJ-5, 1955

In 1955, Kaiser introduced the CJ-5, based on the 1951 Korean War M-38A1, with its rounded front-fender design. It was slightly larger than the Jeep CJ-3B, as it featured an increased wheelbase and overall length. Improvements in engines, axles, transmissions and seating comfort made the CJ-5 an ideal vehicle for the public's growing interest in off-road vehicles.

The Jeep CJ-5 featured softer styling lines, including rounded body contours. A long-wheelbase model was introduced and was known as CJ-6. Apart from a longer wheelbase, the CJ-6 was almost identical to the CJ-5. Jeep also introduced a forward-control cab-over-engine variation to the CJ line in 1956.

The Jeep CJ-5 had the longest production run of any Jeep vehicle, from 1954 to 1984. In the 16 years of Kaiser ownership, manufacturing plants were established in 30 countries, and Jeep vehicles were marketed in more than 150 countries.

In 1965, a new "Dauntless" V-6 engine was introduced as an option on both the 81-inch wheelbase Jeep CJ-5 and 101-inch wheelbase CJ-6. The 155-horsepower engine almost doubled the horsepower of the standard four-cylinder engine. It was the first time a Jeep CJ could be equipped with a V-6.

Porsche 968 Sport, 1994

Porsche 968 Sport, 1994

UK-only version called Porsche 968 Sport, was offered in 1994 and 1995, and was essentially a Porsche 968 Club Sport model (and was produced on the same production line with similar chassis numbers) with electric windows, electric release boot, central locking, cloth 'comfort seats' (different to both the standard and the Club Sport). With the added electrics the larger wiring loom was used. The Sport Variant also got back the 2 rear seats, again in the cloth material specific to the Sport. At £29,975, the 968 Sport was priced £5,500 lower than the standard 968, but had most of the latter's desirable "luxuries" and consequently outsold it by a large margin (306 of the 968 Sport models compared to 40 standard 968 coupés).

From 1993 through 1995, Porsche offered a lighter-weight "Club Sport" version of the 968 designed for enthusiasts seeking increased track performance. Much of the 968's luxury-oriented equipment was removed or taken off the options list; less sound deadening material was used, electrical windows were replaced with crank-driven units, upgraded stereo systems, A/C and sunroof were still optional as on the standard Coupe and Convertible models. 

In addition, Porsche installed manually adjustable lightweight Recaro racing seats rather than the standard power-operated leather buckets (also manufactured by Recaro), a revised suspension system optimized and lowered by 20mm for possible track use, 17" wheels (also slightly wider to accommodate wider tyres) rather than the 16" as found on the Coupe and wider tires, 225 front and 255 rears rather than 205 and 245 respectively. The 4 spoke airbag steering wheel was replaced with a thicker rimmed 3 spoke steering wheel with no airbag, heated washer jets were replaced with non heated, vanity covers in the engine bay were deleted, as was the rear wiper. 

The Club Sport has no rear seats unlike the 2+2 Coupe. Club Sports were only available in white, black, Speed yellow, Guards red, Riviera blue or Maritime blue. Seat backs were colour coded to the body. Club Sport decals were standard in either black, red or white but there was a 'delete' option. All Club Sports had black interiors with the 944 S2 door cards. Due to the reduction in the number of electrical items the wiring loom was reduced in complexity which saved weight and also the battery was replaced with a smaller one, again reducing weight. With the no frills approach meaning less weight, as well as the optimising of the suspension, 

Porsche could focus media attention on the Club Sport variants fast road and track abilities. This helped to slightly bolster the flagging sales figures in the mid 1990s. The Club Sport variant achieved a 'Performance Car Of The Year' award in 1993 from Performance Car magazine in the UK. Club Sport models were only officially available in the UK, Europe & Australia, although "grey market" cars found their way elsewhere.

Mazda RX7, 1999

 

 

 

 Mazda RX7, 1999

• Series 6 (1992–1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its Efini brand as the Efini RX-7. Only the 1993–1995 model years were sold in the U.S. and Canada.
• Series 7 (1996–1998) included minor changes to the car. Updates included a simplified vacuum routing manifold and a 16-bit ECU allowing for increased boost which netted an extra 10 hp. In Japan, the Series 7 RX-7 was marketed under the Mazda brand name. The Series 7 was also sold in Australia, New Zealand and the U.K. Series 7 RX-7s were produced only in right-hand-drive configuration.
• Series 8 (January 1999–August 2002) was the final series, and was initially only available in the Australian and European markets. More efficient turbochargers were installed, while improved intercooling and radiator cooling was made possible by a revised frontal area. The seats, steering wheel, and front and rear lights were all changed. The rear wing was modified and gained adjustability. The top-of-the-line "Type RS" came equipped with a Bilstein suspension and 17" wheels as standard equipment. Power was officially claimed as 280 ps (276 hp, 208 kW) (with 330 N·m (243 ft·lbf) of torque) as per the maximum Japanese limit, though realistic power was more likely 220–230 kW (290–308 hp). The Type RZ version included all the features of the Type RS, but at a lighter weight. It also featured custom BBS wheels and a custom red racing themed interior. Further upgrades included a new 16-bit ECU and ABS system upgrades. The improved ABS system worked by braking differently on each wheel, allowing the car better turning during braking. The effective result made for safer driving for the average buyer. Easily the most collectible of all the RX-7s was the last 1,500 run-out specials. Dubbed the "Spirit R", they combined all the "extra" features Mazda had used on previous limited-run specials and all sold within days of being announced. They still command amazing prices on the Japanese used car scene years later.
• There are three kinds of "Spirit R"s: the "Spirit A", "Spirit B", and "Spirit C". The "Spirit A", which accounts for 1,000 of the 1,500 "Spirit" models produced, has a 5-speed manual transmission, and is said to have the best performance of the three models. The "Spirit B" is a four-seater, and sports a 5-speed manual transmission. "The Spirit C" is also a four-seater, but has a 4-speed automatic transmission.

The third and final generation of the RX-7, FD (with FD3S for the JDM and JM1FD for the USA VIN), was an outright, no-compromise sports car by Japanese standards. It featured an aerodynamic, futuristic-looking body design (a testament to its near 11-year lifespan). The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255 hp (190 kW) in 1993 and finally 280 ps (276 hp, 208 kW, the Japanese manufacturers' gentlemen's agreement on engine power) by the time production ended in Japan in 2002.

The FD RX-7 was Motor Trend's Import\Domestic Car of the Year and Playboy's Car of the Year for 1993. It also made Car and Driver magazine's Ten Best list for 1993 through 1995.

The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=90–95). The system was comprised of two small turbochargers, one to provide torque at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10 psi of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and also provided 10 psi (70 kPa). The changeover process was incredibly smooth, and provided linear acceleration and a very wide torque curve throughout the entire rev range.

Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an equal front-rear weight distribution and low center of gravity made the FD a very competent car at the limits.

In North America, 3 models were offered; the "base", the touring, and the R models. The touring FD had a sunroof, leather seats, and a complex Bose Acoustic Wave system. The R (R1 in 1993 and R2 in 1994–95) models featured stiffer suspensions, an aerodynamics package, suede seats, and Z-rated tires.

Australia had a special high performance version of the RX-7 in 1995, dubbed the RX-7 SP. This model was developed as a homologated road-going version of the race car used in the 12hr endurance race held at Bathurst, New South Wales, beginning in 1991. An initial run of 25 were made, and later an extra 10 were built by Mazda due to demand. 

The RX-7 SP produced 204 kW (274 hp) and 357 N·m (263 ft·lbf) of torque, compared to 176 kW (236 hp) and 294 N·m (217 ft·lbf) on the standard version. Other changes included a race-inspired nose cone, race-proven rear wing, a 120 L fuel tank (as opposed to the 76 L tank in the standard car), a 4.3:1-ratio rear differential, 17 in diameter wheels, larger brake rotors and calipers.

 An improved intercooler, exhaust, and modified ECU were also included. Weight was reduced significantly with the aid of carbon fibre; a lightweight bonnet and seats were used to reduce weight to just 1218 kg (from 1310 kg). It was a serious road going race car that matched their rival Porsche 968CSRS for the final year Mazda officially entered. The formula paid off when the RX-7SP won the title, giving Mazda the winning trophy for a fourth straight year. A later special version, the Bathurst R, was released in 2001.

Chevrolet Camaro, 1970

 

 Chevrolet Camaro, 1970

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.

1970
The larger second-generation Camaro featured an all-new sleek body and improved suspension. The 1970 1/2 Camaro debuted as a 2+2 coupe; no convertible was offered and would not appear again until well into the third generation. Most of the engine and drivetrain components were carried over from 1969 with the exception of the 230 in³ (3.8 L) six cylinder — the base engine was now the 250 in³ (4.1 L) six-cylinder rated at 155 hp (116 kW). 

The top performing motor was a L-78 396 in³ (6.5 L) V8 rated at 375 hp (280 kW). Starting in 1970, the 396 in³ (6.5 L) nominal big block V8's actually displaced 402 in³ (6.6 L), yet Chevrolet chose to retain the 396 badging. Two 454 in³ (7.4 L) engines (the LS6 and LS7) were listed on early specification sheets but never made it into production. Besides the base model, buyers could select the "Rally Sport" option with a distinctive front nose and bumper, a "Super Sport" package, and the "Z-28 Special Performance Package" featuring a new high-performance 360 hp (268 kW) 350 in³ (5.7 L) V8.

Cadillac Eldorado, 1964

Cadillac Eldorado, 1964

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.

Though 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 2-2 Bengal Roadster Concept, 2001

 

 

Buick 2-2 Bengal Roadster Concept, 2001

Buick Has Uncompromising Beauty and Unique Function
Sporty Bengal is poised to become a prized possession
Roadster with Surprise Seating for Four

The inside, Bengal's leather seating gives driver and passengers the feel of comfortable club chairs, said Lyon. Also, leather inserts grace the wood steering wheel.

Powerful V6 with Six-Speed Auto Transmission
Bengal owes some of its exceptional handling and sculptural exterior appearance to an innovative powertrain. Its supercharged, 3.4-liter V6 engine, which generates 250 horsepower, is transverse-mounted with the six-speed automatic transmission in front of it, rather than behind. This new drivetrain creates a shorter front overhang and a more rearward center of gravity that gives Bengal great handling on curves.

Voice Activated Controls, Head-Up Display
Quiet Servant, first shown on Buick's LaCrosse and Cielo concepts, is back -- featuring voice- activated controls from Visteon Corporation and a reconfigurable, color head-up display that shows gauges on demand. This enables the driver to control the car and its systems with voice commands or a four-position joystick on the steering wheel. As a result, the dashboard is simple and elegant and the driver operates the car with both hands on the wheel and eyes on the road.

Freed of the usual gauges and knobs, the entire dashboard is in fact one large flat-panel speaker from NXT Audio, anchoring Bengal's premium audio system. Altogether, there are five of these unobtrusive speakers which envelop the interior in audiophile-quality sound.

Oldsmobile Silhouette, 2000

 

 

 Oldsmobile Silhouette, 2000

The Oldsmobile Silhouette, along with its siblings the Pontiac Trans Sport (and later, the Pontiac Montana) and Chevrolet Lumina APV (and later, the Chevrolet Venture), were a trio of minivans that débuted in late 1989 as 1990 models. Upon the demise of the Oldsmobile division in 2004, it was replaced by the newly designed Buick Terraza the following year, in 2005.

The first generation Silhouette was prominently featured in the 1995 film Get Shorty where it was repeatedly referred to as "The Cadillac of minivans". GM's attempt of releasing their first FWD minivans in 1990 pursued the company to create one of the very-first luxury minivans, and at the same time, Chrysler released the Town & Country minivan.
 

Background
The General Motors first attempt at producing a minivan to compete with the Dodge Caravan and Plymouth Voyager, the rear wheel drive, truck-based Chevrolet Astro and its twin, the GMC Safari failed to make a noticeable dent in Chrysler's near monopoly of the minivan market in the 1980s, so this second attempt was made. The Oldsmobile Silhouette and its sibling models, while more successful than the Astro/Safari duo in terms of market share, had significant perceived flaws, primarily centered around its unconventional styling that ultimately limited its appeal and sales.

Second generation (1997-2004)
The redesigned 1997 Silhouette was built in Doraville, Georgia. The first 1997 Silhouette rolled off the assembly line on August 6, 1996.

Having failed twice to capture a significant portion of the domestic minivan market from Chrysler, General Motors brought out an entirely new U platform series of minivans, theoretically based on the lessons learned from its previous mis-steps. Still stinging from the criticism of the "dustbuster" minivans, the new Silhouette would be completely conventional an all respects. The vehicle would be of steel unibody construction, and styling would be as conservative as possible. The previous generation was a little too large for comfortably navigating European streets, so this new range of models would be narrower and slightly smaller than was the norm for the United States in order to produce a single range of minivans that GM hoped would fill the needs of both the North American and European markets.

During the development of this generation of the U-body minivan, General Motors extensively benchmarked the then current Dodge Caravan, Plymouth Voyager and in the case of the Silhouette in particular, the Chrysler Town and Country. The resultant vehicles bore an uncanny resemblance to the immensely successful trio of Chrysler minivans, which during this era accounted for over 50% of domestic minivan sales. Unfortunately for GM, the Chrysler vehicles they were using as their yardstick were replaced in 1996 by a completely new generation of minivans from Chrysler, which (somewhat ironically for GM) featured a significantly sleeker and more stylish design than their predecessors. The Chrysler minivans also included a host of innovative features and clever packaging ideas that were not available on any other minivan on the market. General Motors ended up with a nice enough vehicle in the end, but one that was positioned to compete against a vehicle that had already been antiquated by its successor models.

2 different wheelbase lengths were offered as well as dual sliding doors. Silhouettes, in keeping with their luxury positioning, offered many features as standard that were optional on competing makes and on its platform mates. In 1998, it became one of the first vehicles on the market to offer a VCR with overhead retractable LCD screen for back seat viewing, which has since become a "must-have" option for families with children.

The Engine

• 3.4 L LA1 3400 (207 in³) V6

Mixed sales success
The Silhouette and its platform mates achieved slightly better sales than their avant-garde predecessors, but also failed to capture a significant share of the market. The Silhouette was a close competitor in many of the categories deemed of importance, but was a winner in no categories, the minivan market had become significantly more crowded with competing products that proved to be more desirable and throughout its production it was widely considered a second-tier competitor, certainly competent but not a stand-out in any category.

The Silhouette remained in production until the 2004 model year with minimal changes. The Oldsmobile division of General Motors was shut down and no Oldsmobiles were produced after the 2004 model year. The final Oldsmobile Silhouette rolled off the assembly line on March 31, 2004.

The spiritual successor to the Oldsmobile Silhouette within the General Motors lineup is the Buick Terraza, which is built on an updated version of the U platform and occupies the luxury minivan slot previously occupied by the Silhouette. Had the Oldsmobile division not been discontinued it would be likely that the Silhouette would have been kept for the third generation of the GM minivans.

Oldsmobile Intrigue, 2000

 

 Oldsmobile Intrigue, 2000

The Oldsmobile Intrigue was a mid-size sedan manufactured from 1998 through 2002 by the Oldsmobile division of General Motors. The Intrigue's design cues were first seen in 1995 with the Oldsmobile Antares concept car. The Intrigue was the first casualty in the phase-out process of Oldsmobile.

The Intrigue was designed to compete more with Japanese automobiles, and replaced the Cutlass Supreme. It went into production on May 5, 1997. It was similar to a range of mid-sized sedans from other GM divisions, including the Buick Century, Buick Regal, Chevrolet Impala, Chevrolet Monte Carlo and the Pontiac Grand Prix. The Intrigue diverged from its siblings in its chassis tuning, equipment, and some dimensions. Wheelbase, for instance, was 1.5 inches shorter for the Intrigue than the Grand Prix.

All Intrigues were built at the GM Fairfax plant in Kansas City, Kansas, where the Grand Prix was also built (the Buick Century and Regal, and the Chevrolet Impala and Monte Carlo were all built in Oshawa, Ontario, Canada). For the 1999 model year, a new, sophisticated DOHC 3.5L "Shortstar" engine, a six-cylinder based on the GM Northstar V8, was introduced. On June 14, 2002, the final Intrigue rolled off the assembly line, as part of the Final 500 Collectors Edition.

Engines

• 1998-1999 OHV 3.8 L L36 (231 in³) V6
• 1999-2002 DOHC 3.5 L LX5 (214 in³) V6

Year-to-year changes

• 1999: For the beginning of this model year, the DOHC 3.5 L "Shortstar" engine was standard in the top-line GLS and optional on mid-level GL and base GX models. Later, it became standard on all models. Decklids now wore Oldsmobile badge (in the previous model year, there was a complaint that some people couldn't tell that Intrigues were Oldsmobiles). All models now got a thicker, leather-wrapped steering wheel. New to the option list was GM's OnStar emergency/communications system.
•     * 2000: New to the option list for 2000 was an antiskid system called the Precision Control System. Precision Control System was designed to help keep the car on its intended path by selective braking of one or more individual wheels. Though optional on all models, GX buyers had to order optional traction control to get the new antiskid system. Heated power front seats were now standard on GLS models. Retained accessory power was standard this year. "Oldsmobile" emblem on deck lid is larger than on 1999 models. A new gold-trim package was also available.
• 2001: On GX models, traction control became optional instead of standard. New standard automatic headlights were now standard on all models. Premium Leather and Precision Sport option packages were also available for this year.
• 2002: GLS models now featured a two-tone interior with sterling accents, as well as standard Homelink, sunroof, and driver lumbar. All models featured new family of radios with RDS and standard CD player (borrowed from the newly-redesigned Aurora). Tropic Teal and Indigo Blue were two new exterior colors. All models had new LATCH (Lower Anchor and Top tether for Children) in three rear seat positions. Sun & Sound package was available on GL models (includes Bose sound system and sunroof). New winchester headliner was inside. Production of the Intrigue ended in June 2002 as part of the phaseout of the Oldsmobile brand.

Subaru Alcyone SVX, 1991

Subaru Alcyone SVX, 1991

The Alcyone SVX, also known in the United States simply as the SVX was a mid-sized sports-touring coupe sold by Subaru from 1991 to 1997.

History and sales
Subaru introduced the SVX in the United States in July of 1991, following up the U.S. debut with a Japanese market introduction in September of that year. The model was designed and marketed as the replacement for their aging Alcyone XT and Alcyone XT6 coupes. US sales were good and topped 3,859 units in 1993, although it is reported that Subaru intended to sell 10,000 SVXs each year. Sales dropped significantly for the next few years before falling to just 640 units in 1997, at which point Subaru discontinued the vehicle.

Overall sales of the SVX were 14,257 in the United States and a total of approximately 25,000 worldwide. 2,478 SVXs were sold in Europe (with 854 headed directly to Germany). Roughly 7,000 of all SVXs sold were right-hand drive models.

The Body
In contrast to the boxy XT, the SVX had curvy, almost futuristic lines designed by Giorgetto Giugiaro of ItalDesign and an unusual all-glass canopy with 2-piece side windows. The windows are split about 2/3 of the way from the bottom, with the division being parallel to the upper curve of the door frame. These half-windows are generally seen on vehicles with "gull-wing" or "scissor" doors such as the Lamborghini Countach and the De Lorean DMC-12.

The Drivetrain
Unlike the previous model, which had been available with either a turbocharged 4-cylinder (as XT) or a naturally aspirated 6-cylinder (as XT6), the SVX debuted with and remained available with only one engine, the EG33 model 3.3 litre flat-six. The engine was an indirect development of the ER27 model, 2.7 litre unit that had powered the Alcyone XT6, although the new 3.3 litre variant was equipped with dual overhead camshafts and 4 valves per cylinder, and had an increased compression ratio of 10.0:1, bringing power up to 230 hp (172 kW) at 5,400 rpm and 228 ft·lbf (309 Nm) of torque at 4,400 rpm.

Unlike Subaru's newer models, which are all sold exclusively with all-wheel drive, the SVX was available in both all-wheel and front-wheel drive.

Though it was considered to be a very powerful vehicle at its debut, the SVX was heavy, weighing in at about 3600 pounds (1600 kg), and was only available with a 4-speed automatic transmission, both of which adversely affected performance.

Honda Accord Sedan, 1979

Honda Accord Sedan, 1979

The Honda Accord is an automobile manufactured by Honda. The Accord was introduced in 1976 as a compact hatchback, with styling similar to an upsized contemporary Honda Civic. A four-door sedan was debuted in 1977.

The first generation (1976–1981)
The first generation Honda Accord was launched in 1976 as a two-door hatchback with 68 horsepower, a 93.7-inch wheelbase, and a weight of about 2,000 pounds. It was larger than the tiny Civic at 162 inches long. The Accord sold well, due to its moderate size and great fuel economy. In 1978 an LX version of the coupe was added which came with air conditioning. In 1979 a four-door sedan was added to the lineup, and horsepower went to 72 horsepower. In 1980 the optional two-speed automatic of previous years became a three-speed automatic. In 1981 an SE model was added for the first time, with leather seats.

The second generation (1982–1985)
In 1982, the Accord was redesigned, and it became the best-selling Japanese nameplate in the US, holding that position for 15 years. Modernizing both the interior and exterior, the second generation Accord was mechanically very similar to the original, using the same 75hp, 1751cc EK1 CVCC engine. Fuel economy was increased by nearly 15%. Vastly improved quality control, however, made this one of the most reliable cars on the US market, a position it still holds today.

In 1983, Honda used a four speed automatic transmission in automatic models, a major improvement over the three speed Hondamatic.

By 1984 Accords sold in the eastern US were being produced at the new Marysville, Ohio plant with quality considered equal to those produced in Japan. The body was restyled with a slightly downward beveled nose, and the slightly more powerful ES2 1829cc CVCC powerplant was used, bringing 86hp. The LX offered most features typical of a mid-price Buick or Chrysler such as velour upholstery, cassette stereo, air conditioning, power brakes & steering, power windows, power locks, powered sunroof and roof pillar antenna, along with thick black belt moldings and integrated bumpers. Flush plastic mock-alloy wheels covers instead of caps on steel wheels that resembled the trend-setting Audi 5000. Supplies were tight, as in the Eastern states, the wait was months for a graphite gray sedan, a then-popular color. These models are still common on US roads today.

In 1985 the luxury SE-i was added, which had leather seating, bronze tinted glass, and 14" alloy wheels. A fuel injected, 110hp non-cvcc A2OA1 made its debut. This 12 valve, 1955cc engine was the first non-CVCC engine used in an Accord. The same basic engine was used by Honda until 1989.

Third generation (1986–1989)
The third generation Accord was introduced in Japan and Europe in 1985 and the rest of the world in 1986. The Accord had a very striking shape, and looked more akin to a sports car than a conventional 3-box sedan. It bore a resemblance to the second and third generation Prelude. One notable feature was the flip-up headlights, extremely unusual for a sedan. A fixed headlight version appeared in 1987 for European and Japanese markets. The fixed headlight version also had a different tailight cluster.

The 3rd Generation's suspension was a double wishbone setup, which was derived from Honda's work in Formula one. While this setup was more expensive than competitors' Macpherson Strut systems, it provided better stability and sharper handling. All 86-89 Accords Have front and rear stabilizer bars. The Accord's brakes were either Large 4-wheel discs with twin-piston calipers ( as in the JDM Si model), smaller 4-wheel discs with single piston calipers, or a Front Disc/Rear Drum system. ABS was also available as an option on the 4-wheel disc brake models, although this was never offered in North American versions of the car. Base model Accords rode on 13-inch steel wheels with hubcaps, with more expensive models having the option of 14-inch alloy wheels.

The most recent addition to Honda's museum of used cars, a 1989, third generation, Honda Accord SEI owned by U.S. resident Jason Wong has survived through numerous crashes caused by blatantly bad driving, and has over 400,000 miles on it.

Volvo S60 T5, 2000

Volvo S60 T5, 2000

The Volvo S60 is a entry-level luxury car / compact executive car built by Volvo that was first introduced in 2000. It uses the Volvo P2 platform, which is shared with the Volvo V70, Volvo S80 and Volvo XC90. It was one of the first "curvy Volvos" designed by Peter Horbury and appropriately used the tagline "Revolvolution" in its advertising campaign. The model was refreshed in 2004.

The Engines

• 2.0, 140hp/103kW, 220Nm, petrol
• 2.4i, 170hp/125kW, 225Nm, petrol
• 2.4T, 197hp/146kW, 285Nm, petrol, turbo (replaced by 2.5T)
• 2.5T 210hp/154kW, 320Nm, petrol, turbo
• T5, 260hp/191kW, 350Nm, petrol, turbo
• R, 300hp/220kW, 400Nm, petrol, turbo
• D, 126hp/93kW, 300Nm, diesel, turbo
• 2.4D, 163hp/120kW, 340Nm, diesel, turbo
• D5, 185hp/136kW, 400Nm, diesel, turbo
• Bi-Fuel, 140hp/103kW, 192Nm, CNG/petrol

BMW 1500, 1962

BMW 1500, 1962

The BMW New Class was a line of compact sedans launched with the 1962 1500. The four-cylinder BMW M10 engine used in these cars grew over the years from 1.5 to 1.6, 1.8, and 2.0 L with the names changing to reflect this.

The New Class models featured a fully independent suspension with MacPherson struts in front and front disc brakes.

The sedan models (with numbers ending in "0") were replaced by the larger BMW 5 Series in 1972. The '02 series is not part of the New Class. The upscale 2000C and 2000CS coupes were replaced by the six-cylinder BMW E9 coupes, introduced in 1969 with the 2800CS.

Though they shared mechanicals such as engines, gearboxes, and differentials, the four-door New Class models shared little else in terms of parts and design with the two-door models.

1500 (4 door)
Introduced in September 1961 at the Frankfurt Motor Show, the 1500 was produced from 1962 through 1966. In 1963, the nearly bankrupt BMW was able to pay its first dividend in 20 years due to increased sales thanks to the popularity of the 1500. It was replaced in 1964 by the 1600, but it was still made available in a few markets where higher capacity engines meant increased taxation. It was able to achieve 80 hp (59 kW). The 1961 1500 was the first car to feature the Hofmeister kink in the C-pillar.

The BMW New Class was a line of compact sedans launched with the 1962 1500. The four-cylinder BMW M10 engine used in these cars grew over the years from 1.5 to 1.6, 1.8, and 2.0 L with the names changing to reflect this.

The New Class models featured a fully independent suspension with MacPherson struts in front and front disc brakes.

The sedan models (with numbers ending in "0") were replaced by the larger BMW 5 Series in 1972. The '02 series is not part of the New Class. The upscale 2000C and 2000CS coupes were replaced by the six-cylinder BMW E9 coupes, introduced in 1969 with the 2800CS.

Though they shared mechanicals such as engines, gearboxes, and differentials, the four-door New Class models shared little else in terms of parts and design with the two-door models.

1500 (4 door)
Introduced in September 1961 at the Frankfurt Motor Show, the 1500 was produced from 1962 through 1966. In 1963, the nearly bankrupt BMW was able to pay its first dividend in 20 years due to increased sales thanks to the popularity of the 1500. It was replaced in 1964 by the 1600, but it was still made available in a few markets where higher capacity engines meant increased taxation. It was able to achieve 80 hp (59 kW). The 1961 1500 was the first car to feature the Hofmeister kink in the C-pillar.

Renault Floride, 1960

Renault Floride, 1960

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.