Aston Martin DBR1, 1959
Aston Martin DBR1, 1959
Monday, February 28, 2011
Aston Martin DB4 GT, 1959
Aston Martin DB4 GT, 1959
The Aston Martin DB4 GT made its premiere at the 1959 London Motor Show. The car was designed by Aston Martin and used the Superleggera body frame system - aluminium panels on tubular support frames - produced by Carrozzeria Touring of Milan. Although similar to the Aston Martin DB4, the differences added up to a very different motor car.
5 inches were chopped off the original Aston Martin DB4 wheelbase, making the GT easier to handle on a race track and reducing the overall weight; the engine was equipped with new twin-plug head and 45 DCO Webers, which increase power output to an impressive 302 bhp. The Aston Martin DB4 GT was the first of many Aston Martin's to use the cowled headlights.
5 inches were chopped off the original Aston Martin DB4 wheelbase, making the GT easier to handle on a race track and reducing the overall weight; the engine was equipped with new twin-plug head and 45 DCO Webers, which increase power output to an impressive 302 bhp. The Aston Martin DB4 GT was the first of many Aston Martin's to use the cowled headlights.
Technical Specifications
* Engine: dohc I-6, 3670 cc; 302 bhp (Aston Martin DB4 GT) 314bhp (Aston Martin DB4 GT Zagato) @ 6000 rpm, 240 lbs-ft @ 5000 rpm
* Transmission: 4-speed manual DB
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: front/rear discs
* Length: 14'4"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 7'9"
* Weight: 1269 kg (2798 Ibs)
* Top Speed: 153 mph
* 0-60 mph: 6.4 sec.
* Price New: £ 4534
* Production: 75
* Production Dates: 1959 - 1963
* Engine: dohc I-6, 3670 cc; 302 bhp (Aston Martin DB4 GT) 314bhp (Aston Martin DB4 GT Zagato) @ 6000 rpm, 240 lbs-ft @ 5000 rpm
* Transmission: 4-speed manual DB
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: front/rear discs
* Length: 14'4"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 7'9"
* Weight: 1269 kg (2798 Ibs)
* Top Speed: 153 mph
* 0-60 mph: 6.4 sec.
* Price New: £ 4534
* Production: 75
* Production Dates: 1959 - 1963
Aston Martin DB4, 1958
Aston Martin DB4, 1958
The Aston Martin DB4 started in 1956, at the same time as the Aston Martin DB Mark III. The key people involved in the development of the Aston Martin DB4 were general manager John Wyer, chassis designer Harold Beach, and engine designer Tadek Marek. Every major component in the Aston Martin DB4 was new. The four-seater body was design by Carrozzeria Touring of Milan, using their 'Superleggera' system by which alloy panels are fixed to a tubular frame built onto the very strong platform chassis.
The entirely new car was shown at the London Motor show in 1958, sharing a stand with the DB Mark III which was to continue in production for almost a year. The Aston Martin DB4 was the first production car to capable of 0-100-0 mph in under 30 sec. claiming to reach the 100 mph mark in 21 seconds. A very impressive car that put Aston Martin back in competition with other Mediterranean sports car manufacturers.
Tadek Marek's new 3.7 litre, six-cylinder twin overhead camshaft, all alloy engine first ran in 1956 and was raced in the Aston Martin DBR2 in 1957.
A four-seater convertible was announced at the London Motor Show in 1961.
By the time that the Aston Martin DB4 ended it's production run, there were five distinct series (i.e. Aston Martin DB4 GT and Aston Martin DB4 GT Zagato).
The entirely new car was shown at the London Motor show in 1958, sharing a stand with the DB Mark III which was to continue in production for almost a year. The Aston Martin DB4 was the first production car to capable of 0-100-0 mph in under 30 sec. claiming to reach the 100 mph mark in 21 seconds. A very impressive car that put Aston Martin back in competition with other Mediterranean sports car manufacturers.
Tadek Marek's new 3.7 litre, six-cylinder twin overhead camshaft, all alloy engine first ran in 1956 and was raced in the Aston Martin DBR2 in 1957.
A four-seater convertible was announced at the London Motor Show in 1961.
By the time that the Aston Martin DB4 ended it's production run, there were five distinct series (i.e. Aston Martin DB4 GT and Aston Martin DB4 GT Zagato).
Technical Specifications
* Engine: all dohc I-6, 3670 cc, 240 bhp @ 5500 rpm, 240 lbs-ft @4250 rpm; Vantage: 266 bhp @5750 rpm
* Transmission: 4-speed manual with optional overdrive or optional Borg-Warner 3-speed automatic
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Length: 14'9"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 8'4"
* Weight: 1308kg
* Top Speed: 140 mph
* 0-60 mph: 9 sec.
* Price New: £ 3,976 (Saloon), £ 4,194 (Convertible)
* Production Dates: October 1958 - June 1963
* Engine: all dohc I-6, 3670 cc, 240 bhp @ 5500 rpm, 240 lbs-ft @4250 rpm; Vantage: 266 bhp @5750 rpm
* Transmission: 4-speed manual with optional overdrive or optional Borg-Warner 3-speed automatic
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Length: 14'9"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 8'4"
* Weight: 1308kg
* Top Speed: 140 mph
* 0-60 mph: 9 sec.
* Price New: £ 3,976 (Saloon), £ 4,194 (Convertible)
* Production Dates: October 1958 - June 1963
Sunday, February 27, 2011
VW Passat Variant, 1980
VW Passat Variant, 1980
The second generation Volkswagen Passat was a large family car car launched in 1981. The platform, named B2, was slightly longer and the car's updated styling was instantly recognisable as Passat, with the most obvious difference being the rectangular headlights. The car was known as the Quantum in North America, where it was introduced in 1982, and Corsar in Mexico, where it was sold between 1985 and 1988.
As well as the Passat hatchback and estate there was also a sedan, which until the beginning of 1985 was sold as the Volkswagen Santana in Europe.
The range received a minor facelift in 1985, with the sedan, now known as the Passat, sharing the same front end as the hatchback and estate. The Passat sedan and estate were produced in South Africa until 1987.
The range of engines was more extensive than that of the first generation Passat, and included a 5 cylinder Audi 2.0 L petrol and a 1.9 L diesel as well as all the engines previously available in the B1 model. The 2.0 GT5S version had a power output of 115 PS (85 kW) and was available with VW's 4WD system, called Syncro.
In 1991, Volkswagen do Brasil was involved in its Autolatina partnership with Ford do Brasil. Rather than tool up for the third generation Passat (B3), retained the B2 shaped sedan and wagon & made structural changes to the grill, front and rear ends (including front & rear guards). These structural changes made it look like a modern B3 Passat, which some car enthusiasts commonly mistake it for.
Under terms with Autolatina , the car was also sold as the Ford Versailles in Brazil and as the Ford Galaxy in Argentina. This range included a unique station wagon version called the Ford Royale, which unlike the Volkswagen version, had only two doors. Although such models were relatively popular in Brazil, and had been sold by Ford before, it was also alleged that Volkswagen did not want the Royale to be available as a four-door model, as this would have posed a competitive threat.
The Brazilian Santana/Quantum proved very popular in their local market, even after VW finally introduced the more modern Passat. The Quantum was available in the VW line-up until 2002, and the Santana was finally retired in July 2006, more out of technological considerations than a drop in popularity, as the car was not a part of Volkswagen do Brasil's current flex fuel program.
The Chinese Santana, with the European Passat B2 design, has been built by the Shanghai-Volkswagen joint-venture since 1986.
In 1991, the Volkswagen Santana 2000 was put into development with Volkswagen do Brasil and started mass production in 1995, it has since been replaced in 2004 by the Volkswagen Santana 3000 which was the first VW to be designed by Shanghai-Volkswagen. Both the original Santana and the Santana 3000 are still sold in China.
The Brazilian Santana and Chinese version were co-developed between the two companies, although the Chinese versions have a longer wheelbase.
As well as the Passat hatchback and estate there was also a sedan, which until the beginning of 1985 was sold as the Volkswagen Santana in Europe.
The range received a minor facelift in 1985, with the sedan, now known as the Passat, sharing the same front end as the hatchback and estate. The Passat sedan and estate were produced in South Africa until 1987.
The range of engines was more extensive than that of the first generation Passat, and included a 5 cylinder Audi 2.0 L petrol and a 1.9 L diesel as well as all the engines previously available in the B1 model. The 2.0 GT5S version had a power output of 115 PS (85 kW) and was available with VW's 4WD system, called Syncro.
In 1991, Volkswagen do Brasil was involved in its Autolatina partnership with Ford do Brasil. Rather than tool up for the third generation Passat (B3), retained the B2 shaped sedan and wagon & made structural changes to the grill, front and rear ends (including front & rear guards). These structural changes made it look like a modern B3 Passat, which some car enthusiasts commonly mistake it for.
Under terms with Autolatina , the car was also sold as the Ford Versailles in Brazil and as the Ford Galaxy in Argentina. This range included a unique station wagon version called the Ford Royale, which unlike the Volkswagen version, had only two doors. Although such models were relatively popular in Brazil, and had been sold by Ford before, it was also alleged that Volkswagen did not want the Royale to be available as a four-door model, as this would have posed a competitive threat.
The Brazilian Santana/Quantum proved very popular in their local market, even after VW finally introduced the more modern Passat. The Quantum was available in the VW line-up until 2002, and the Santana was finally retired in July 2006, more out of technological considerations than a drop in popularity, as the car was not a part of Volkswagen do Brasil's current flex fuel program.
The Chinese Santana, with the European Passat B2 design, has been built by the Shanghai-Volkswagen joint-venture since 1986.
In 1991, the Volkswagen Santana 2000 was put into development with Volkswagen do Brasil and started mass production in 1995, it has since been replaced in 2004 by the Volkswagen Santana 3000 which was the first VW to be designed by Shanghai-Volkswagen. Both the original Santana and the Santana 3000 are still sold in China.
The Brazilian Santana and Chinese version were co-developed between the two companies, although the Chinese versions have a longer wheelbase.
VW Passat, 1980
VW Passat, 1980
The second generation Volkswagen Passat was a large family car car launched in 1981. The platform, named B2, was slightly longer and the car's updated styling was instantly recognisable as Passat, with the most obvious difference being the rectangular headlights. The car was known as the Quantum in North America, where it was introduced in 1982, and Corsar in Mexico, where it was sold between 1985 and 1988.
As well as the Passat hatchback and estate there was also a sedan, which until the beginning of 1985 was sold as the Volkswagen Santana in Europe.
The range received a minor facelift in 1985, with the sedan, now known as the Passat, sharing the same front end as the hatchback and estate. The Passat sedan and estate were produced in South Africa until 1987.
The range of engines was more extensive than that of the first generation Passat, and included a 5 cylinder Audi 2.0 L petrol and a 1.9 L diesel as well as all the engines previously available in the B1 model. The 2.0 GT5S version had a power output of 115 PS (85 kW) and was available with VW's 4WD system, called Syncro.
In 1991, Volkswagen do Brasil was involved in its Autolatina partnership with Ford do Brasil. Rather than tool up for the third generation Passat (B3), retained the B2 shaped sedan and wagon & made structural changes to the grill, front and rear ends (including front & rear guards). These structural changes made it look like a modern B3 Passat, which some car enthusiasts commonly mistake it for.
Under terms with Autolatina , the car was also sold as the Ford Versailles in Brazil and as the Ford Galaxy in Argentina. This range included a unique station wagon version called the Ford Royale, which unlike the Volkswagen version, had only two doors. Although such models were relatively popular in Brazil, and had been sold by Ford before, it was also alleged that Volkswagen did not want the Royale to be available as a four-door model, as this would have posed a competitive threat.
The Brazilian Santana/Quantum proved very popular in their local market, even after VW finally introduced the more modern Passat. The Quantum was available in the VW line-up until 2002, and the Santana was finally retired in July 2006, more out of technological considerations than a drop in popularity, as the car was not a part of Volkswagen do Brasil's current flex fuel program.
The Chinese Santana, with the European Passat B2 design, has been built by the Shanghai-Volkswagen joint-venture since 1986.
In 1991, the Volkswagen Santana 2000 was put into development with Volkswagen do Brasil and started mass production in 1995, it has since been replaced in 2004 by the Volkswagen Santana 3000 which was the first VW to be designed by Shanghai-Volkswagen. Both the original Santana and the Santana 3000 are still sold in China.
The Brazilian Santana and Chinese version were co-developed between the two companies, although the Chinese versions have a longer wheelbase.
VW Cabriolet, 1979
VW Cabriolet, 1979
The first Golf began production in 1974. Marketed in the United States and Canada from 1975 to 1984 as the Volkswagen Rabbit and in Latin America as the Volkswagen Caribe, it featured the water-cooled, front wheel drive design pioneered by the Citroën Traction Avant in 1934 with the addition of a hatchback pioneered by the Renault 4 in 1961. The Golf was Wheels magazine's Car of the Year for 1975. The name is short for Golf-Strom, German for Gulf Stream; it was named for that oceanic current to reflect its international character. It was originally named the Rabbit in North America and the Caribe in Latin America, ironically, because marketers decided that no one in the Western Hemisphere would understand the European name.
While the Golf was not the first design with this layout (earlier examples being the Austin and Morris Mini of 1959, the Austin Maxi in the late 1960s and the Fiat 128 3P of the early 1970s), it was very successful, especially since it married these features with Volkswagen's reputation for solid build-quality and reliable engineering.
The Golf was designed by Italian automobile architect / designer Giorgetto Giugiaro, of the ItalDesign design studio. A version of this original Golf model, known as the Volkswagen CitiGolf, is still produced in South Africa as an entry level car.
In 1978, Volkswagen commenced producing the Rabbit version of the Mk1 Golf in Westmoreland County, Pennsylvania, thus becoming the first European car manufacturer in modern times to produce a vehicle in the United States. Former Chevrolet executive James McLernon was chosen to run the factory, which was built to lower the cost of the Rabbit in North America by producing it locally. Unfortunately, McLernon tried to "Americanize" the Rabbit by softening the suspension and using cheaper materials for the interior. VW purists in America and company executives in Germany were displeased, and for the 1983 model year the Pennsylvania plant went back to using stiffer shocks and suspension with higher-quality interior trim. The plant also began producing the GTI for the North American market. (Rabbits were built in Pennsylvania through 1984.) The first VW Caddy pick-up, based on the Mk1 Golf, was also created at the Pennsylvania plant.
The GTI version, launched in Europe in 1976 and in the US in 1983, virtually created the hot hatch genre overnight, and many other manufacturers since have created special sports models of their regular volume selling small hatchbacks. It was one of the first small cars to adopt fuel injection for its sports version, which raised power output of the 1588 cc engine to 110 PS (81 kW/108 hp). In 2004, Sports Car International announced the GTI Mk I as the 3rd best car of the 1980s. In the United States, the Mk1 Golf GTI was known as the Rabbit GTI.
The convertible version, named the Cabriolet, was sold from 1980 to 1993 (a convertible version of the Golf II was not made, so the Mk1 cabrio with slight modification was produced until the introduction of the Mk III cabrio). It had a reinforced body, transverse roll bar, and a high level of trim. The A1 Volkswagen convertible is of unibody construction built entirely at the factory of Karmann, from stamping to final assembly; Volkswagen supplied the engine, suspension, interior, etc. for Karmann to install. The vinyl tops were insulated and manually operated, with a glass rear window.
Saturday, February 26, 2011
Morgan Roadster 3.0 V6, 2004
Morgan Roadster 3.0 V6, 2004
The Morgan Roadster is a car produced by the Morgan Motor Company. It was introduced in 2004.
Dimensions
* Length : 4010 mm
* Width : 1610 mm (standard wheels) / 1720 (optional wheels)
* Height : 1220 mm
Fuel
* Fuel Tank Volume : 55 litres (12 imperial gallons)
* Fuel Consumption :
o Urban: 20.3 mpg imperial (13.91 l/100 k
o Extra Urban: 38.17 mpg imperial (7.40 l/100 km)
o Combined: 28.9 mpg imperial (9.77 l/100 km)
* CO2: 231.8
Engine
* Configuration: 3.0 litre V6 24 valve
* Bore x stroke, mm: 89 x 79.5
* Engine capacity, cm³: 2967
* Max output EEC: 166 kW (226 hp) at 6150 rpm
* Max torque EEC: 206 N·m 280 (lbf·ft) at 4900 rpm
* Power-to-weight ratio: 240 hp/t, kW/t
* Torque to weight ratio: 199 lbf·ft/short ton, 297 N·m/t
Performance
* 0 - 100 km/h (62 mph) 4.9 s
* Top speed 134 mph (215 km/h)
Dimensions
* Length : 4010 mm
* Width : 1610 mm (standard wheels) / 1720 (optional wheels)
* Height : 1220 mm
Fuel
* Fuel Tank Volume : 55 litres (12 imperial gallons)
* Fuel Consumption :
o Urban: 20.3 mpg imperial (13.91 l/100 k
o Extra Urban: 38.17 mpg imperial (7.40 l/100 km)
o Combined: 28.9 mpg imperial (9.77 l/100 km)
* CO2: 231.8
Engine
* Configuration: 3.0 litre V6 24 valve
* Bore x stroke, mm: 89 x 79.5
* Engine capacity, cm³: 2967
* Max output EEC: 166 kW (226 hp) at 6150 rpm
* Max torque EEC: 206 N·m 280 (lbf·ft) at 4900 rpm
* Power-to-weight ratio: 240 hp/t, kW/t
* Torque to weight ratio: 199 lbf·ft/short ton, 297 N·m/t
Performance
* 0 - 100 km/h (62 mph) 4.9 s
* Top speed 134 mph (215 km/h)
Koenigsegg CCR, 2004
Koenigsegg CCR, 2004
The Koenigsegg CCR is an automobile and supercar made by Koenigsegg. Designed and manufactured in Ängelholm, Sweden, it debuted at the 2004 Geneva Auto Show. It briefly held the world speed records for a production car.
Overview
The CCR is based on the Koenigsegg CC8S, featuring more power and higher performance. The improved-power engine was made possible by the use of a Lysholm twin-screw supercharger and a new titanium exhaust system. This takes the power output to a maximum of 806 hp (601 kW) at 6,900 rpm. Torque is also distributed evenly and peaks at 920 N·m (678 ft·lbf) at 5,700 rpm. Newer versions (the Koenigsegg CCX) appear to use twin Rotrex centrifugal type superchargers instead, providing the same power, but lowering the peak torque point from 5,700 to 5,400 rpm. (Note: This information of performance is partially updated in their official page.)
Externally the CCR looks similar to the CC8S, but features a new side air-intake design, a tweaked headlight arrangement, a revised rear-end, larger brakes, more power and new front splitters for optimized downforce. Like the CC8S, the CCR is a two-seat coupe with a mid-engine, featuring large scissor doors that open by rotating up and forward.
To honour the Swedish Fighter Jet Squadron No. 1, (Johan röd) which had occupied the current facility of Koenigsegg, the CCR is adorned with a symbol of a ghost, the symbol of the squadron.
On a History Channel special on the CCR (Aug, 2006), Koenigsegg states that the base price for the CCR is approximately US$590,000.
Performance
* Acceleration: 0-100 km/h (0–62 mph) 3.2 seconds
* Top speed: 395+ km/h (242+ mph) @6790 rpm (Max rpm = 7600)
* Standing quarter mile: 9 seconds, end speed 235 km/h (146 mph)
* Braking distance: 31 m (100–0 km/h)
* Lateral g-force: 1.3 g (13 m/s²)
Body
* Two-door, two-seater with removable hardtop stowable under the bonnet. The body is made of carbon fibre/kevlar as well as lightweight hard-foam sandwich reinforcements for gas.
Dimensions
* Ground clearance: 100 mm (3.9 in)
* Luggage compartment: 120 litres (4.24 cubic feet)
Aerodynamics
* Cd 0.297. Frontal area 1.825 m². Underbody venturis and diffusers
Suspension
* Double wishbone, front and rear.
* Adjustable shock absorbers.
* Electronically adjustable ride height.
Brakes
* Front and rear ventilated disc brakes, 362 mm x 32 mm (14.25" x .8").
* 6 piston calipers.
Wheels
* Koenigsegg magnesium alloy wheels with centre locking.
* Front: 19” x 9.5”
* Rear: 20” x 12.5”
Tires
* Michelin Pilot Sport 2 tires. Unidirectional with asymmetric tread pattern.
* Front: 255/35–19”
* Rear: 335/30–20”
Steering
* Rack and pinion power steering. 2.7 turns lock to lock. Turning circle: 11 metres.
Engine specifications
* Type: Ford Modular engine V8 cast aluminium, 4 valves per cylinder, double overhead camshafts. Cam cover of carbon fiber.
* Engine displacement: 4.7 litres.
* Compression ratio: 8.6:1
* Weight: 215 kg
* Lubrication system: Dry sump with under-piston oil squirters; oil cooler.
* Motor oil: SAE 10W60 synthetic.
* Oil tank capacity: 12 litres (10.56 quarts)
* Induction system: Sequential multipoint fuel injection. Dual Rotrex centrifugal intercooled superchargers with maximum 1.4 bar boost pressure.
* Fuel: 98 RON unleaded.
* Ignition system: Electronic Coil on plug (Direct Ignition - DI).
* Engine redline: 7,600 rpm.
Transmission
* Purpose-built Cima 6-speed transmission.
o Incorporates internal oil pump with cooler.
o Torsen limited slip differential.
* Electronically-operated, sintered organic dual-plate clutch of 215 mm (8½ inch) diameter.
* Acceleration: 0-100 km/h (0–62 mph) 3.2 seconds
* Top speed: 395+ km/h (242+ mph) @6790 rpm (Max rpm = 7600)
* Standing quarter mile: 9 seconds, end speed 235 km/h (146 mph)
* Braking distance: 31 m (100–0 km/h)
* Lateral g-force: 1.3 g (13 m/s²)
Body
* Two-door, two-seater with removable hardtop stowable under the bonnet. The body is made of carbon fibre/kevlar as well as lightweight hard-foam sandwich reinforcements for gas.
Dimensions
* Ground clearance: 100 mm (3.9 in)
* Luggage compartment: 120 litres (4.24 cubic feet)
Aerodynamics
* Cd 0.297. Frontal area 1.825 m². Underbody venturis and diffusers
Suspension
* Double wishbone, front and rear.
* Adjustable shock absorbers.
* Electronically adjustable ride height.
Brakes
* Front and rear ventilated disc brakes, 362 mm x 32 mm (14.25" x .8").
* 6 piston calipers.
Wheels
* Koenigsegg magnesium alloy wheels with centre locking.
* Front: 19” x 9.5”
* Rear: 20” x 12.5”
Tires
* Michelin Pilot Sport 2 tires. Unidirectional with asymmetric tread pattern.
* Front: 255/35–19”
* Rear: 335/30–20”
Steering
* Rack and pinion power steering. 2.7 turns lock to lock. Turning circle: 11 metres.
Engine specifications
* Type: Ford Modular engine V8 cast aluminium, 4 valves per cylinder, double overhead camshafts. Cam cover of carbon fiber.
* Engine displacement: 4.7 litres.
* Compression ratio: 8.6:1
* Weight: 215 kg
* Lubrication system: Dry sump with under-piston oil squirters; oil cooler.
* Motor oil: SAE 10W60 synthetic.
* Oil tank capacity: 12 litres (10.56 quarts)
* Induction system: Sequential multipoint fuel injection. Dual Rotrex centrifugal intercooled superchargers with maximum 1.4 bar boost pressure.
* Fuel: 98 RON unleaded.
* Ignition system: Electronic Coil on plug (Direct Ignition - DI).
* Engine redline: 7,600 rpm.
Transmission
* Purpose-built Cima 6-speed transmission.
o Incorporates internal oil pump with cooler.
o Torsen limited slip differential.
* Electronically-operated, sintered organic dual-plate clutch of 215 mm (8½ inch) diameter.
Friday, February 25, 2011
Oldsmobile Aurora, 2001
Oldsmobile Aurora, 2001
The Oldsmobile Aurora was a luxury automobile made by the Oldsmobile division of General Motors and launched in 1995 to replace the discontinued Toronado 2-door personal luxury coupe. It was a luxurious 4-door sedan riding on the same Cadillac-derived G platform as the 2-door Buick Riviera. Since the demise of the Ninety Eight in 1996, the Aurora became the flagship Oldsmobile. Also, in a way it is the successor of the Ninety-Eight or the Eighty-Eight (at least for 2000). A V6-powered version was introduced in 2001 to supplant the Eighty-Eight and the LSS. It was introduced to bring new life to Oldsmobile, but the first few years of Aurora did not even feature the Oldsmobile name. There was even a rumor at the time that the name of the whole Oldsmobile marque would be changed to simply "Aurora."
Second Generation
Oldsmobile's original intention for the second generation was to move the Aurora further upmarket, retaining its V8-only drivetrain and sharing a platform with the new Buick Riviera, as the original Aurora had done. This would have created more room within the Oldsmobile lineup for a four-door Eighty-Eight successor known as the Antares. However, Buick dropped its Riviera development plans and fiscal trouble found Oldsmobile, so Oldsmobile was forced to re-engineer the Antares into an acceptable Aurora in short time. The Aurora was downsized as the successor for the H-body Eighty-Eight on the short-wheelbase G-body (on which the Buick LeSabre and Pontiac Bonneville joined, as they used to be on the H-body). The 2001 Aurora is the product of that re-engineering.
The second-generation Aurora used a new, less-expensive version of the G platform with a shorter wheelbase. Unlike the original Aurora, this platform was shared with other GM divisions, with Buick offering the Park Avenue and LeSabre, and Pontiac offering the Bonneville.
Oldsmobile also offered a V6 engine in the Aurora for the first time. The V6 in question was the LX-5, a cut-down relation of the DOHC Aurora V8, dubbed the "Shortstar." The V6-powered Aurora was produced for the 2001 and 2002 model years only, with production ceasing in mid-2002.
The second generation Aurora went into production on November 10, 1999. The last Aurora 3.5s rolled off the assembly line on June 21, 2002. The Final 500 Aurora 4.0s ended production on March 28, 2003. The Orion, Michigan plant built a total of 71,722 second-generation Auroras (53,640 in 2001, 10,865 in 2002, 7,217 in 2003).
Engines
* 2001-2002 LX5 3.5 L (214 in³) V6, 215 hp @ 5600 rpm, 230 ft·lbf torque @ 4400 rpm.
* 2001-2003 L47 4.0 L (244 in³) V8, 250 hp @ 5600 rpm, 260 ft·lbf torque @ 4400 rpm.
Second Generation
Oldsmobile's original intention for the second generation was to move the Aurora further upmarket, retaining its V8-only drivetrain and sharing a platform with the new Buick Riviera, as the original Aurora had done. This would have created more room within the Oldsmobile lineup for a four-door Eighty-Eight successor known as the Antares. However, Buick dropped its Riviera development plans and fiscal trouble found Oldsmobile, so Oldsmobile was forced to re-engineer the Antares into an acceptable Aurora in short time. The Aurora was downsized as the successor for the H-body Eighty-Eight on the short-wheelbase G-body (on which the Buick LeSabre and Pontiac Bonneville joined, as they used to be on the H-body). The 2001 Aurora is the product of that re-engineering.
The second-generation Aurora used a new, less-expensive version of the G platform with a shorter wheelbase. Unlike the original Aurora, this platform was shared with other GM divisions, with Buick offering the Park Avenue and LeSabre, and Pontiac offering the Bonneville.
Oldsmobile also offered a V6 engine in the Aurora for the first time. The V6 in question was the LX-5, a cut-down relation of the DOHC Aurora V8, dubbed the "Shortstar." The V6-powered Aurora was produced for the 2001 and 2002 model years only, with production ceasing in mid-2002.
The second generation Aurora went into production on November 10, 1999. The last Aurora 3.5s rolled off the assembly line on June 21, 2002. The Final 500 Aurora 4.0s ended production on March 28, 2003. The Orion, Michigan plant built a total of 71,722 second-generation Auroras (53,640 in 2001, 10,865 in 2002, 7,217 in 2003).
Engines
* 2001-2002 LX5 3.5 L (214 in³) V6, 215 hp @ 5600 rpm, 230 ft·lbf torque @ 4400 rpm.
* 2001-2003 L47 4.0 L (244 in³) V8, 250 hp @ 5600 rpm, 260 ft·lbf torque @ 4400 rpm.
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.
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.
Two 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.
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 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.
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.
Two 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.
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.
Oldsmobile Alero, 2000
Oldsmobile Alero, 2000
The Oldsmobile Alero was introduced in spring 1998 as a 1999 model to replace the Achieva and Cutlass. The Alero went into production on April 6, 1998. All Aleros were built in Lansing, Michigan. The Alero was Oldsmobile's last compact car as well as the last vehicle sold under the brand. Production ended on April 29, 2004.
History
The design of the Alero was originally previewed in 1997 with the Alero Alpha concept car, a futuristic V6-powered sport coupe that featured many design elements seen in the production Alero as well as some that were never meant for production.
The Alero was sold either as a 4-door sedan or as a 2-door coupé. It shared its chassis and many parts, including engines, with the Pontiac Grand Am. It was part of the GM N platform.
In 2003, the Alero's daytime running lights were changed from high-beam to low-beam.
The Alero was also sold in select European countries as the Chevrolet Alero, although only available as a sedan. The car still featured its Oldsmobile badges even though sold under the Chevrolet brand, since most European consumers would not recognize what the badge stood for. Chevrolet badges were added to the grille and rear fascia during the 2000 model year. The Toronado was sold similarly.
Alero production ended with a special Final 500 Edition. These last 500 Aleros featured custom graphics inspired by vintage Oldsmobile logos, dark cherry metallic paint, and a plate featuring the car's number out of 500.
The final Alero Final 500 Edition (#500 of 500) also happened to be the final Oldsmobile ever built, and was signed under its hood by the employees of the General Motors Lansing plant and then given to the R.E. Olds Transportation Museum.
A preview of the planned replacement for the Alero was seen in 2001 with the unveiling of the "O4" concept, designed by Bertone. The car was an open top 4-seater with European styling but some Oldsmobile traits, and powered by the latest Ecotec I4 engine. The name had multiple meanings, including "Oldsmobile 4-Seater" as well as implying the year 2004 as a planned date for production.
Engines
* 1999–2004 LA1 3.4 L (207 in³) V6 – 170 hp (Optional on GL, Standard on GLS)
* 1999–2001 LD9 2.4 L (146 in³) I4 – 155 hp (Standard on GX & GL)
* 2002–2004 Ecotec 2.2 L (134 in³) I4 – 140 hp (Standard on GX & GL)
Variant prototypes
General Motors commissioned the construction of Alero prototypes either for testing or to gather public opinion on possible future plans for the Alero. These variants:
* Alero OSV - "Oldsmobile Speciality Vehicle", an experiment in an aftermarket parts brand for Oldsmobile. Featured a body kit, supercharged I4, custom interior, and special cherry red paint.
* Alero OSV II - Another experimental vehicle, this time featuring an LX5 DOHC 3.5L V6 (used in the Oldsmobile Intrigue and Aurora and featured custom dark green paint.
* Alero 442 - A set of show cars based on the Alero coupe fitted with a body kit similar in design to the Oldsmobile 442. Each Alero 442 show car had a unique color, including white with gold stripes and white with pink stripes.
* Alero California - A custom built version of the Alero coupe featuring racing parts including a large rear wing, racing seats, sport tires, and custom graphics painted in brown and yellow.
* Alero Convertible - An experiment in the possibility of creating an Alero with a convertible soft top to help broaden the appeal of the car to young buyers. The Oldsmobile O4 concept also hinted that the next generation Alero could have had a convertible model.
* Alero Pace Car - Built by General Motors as part of their fleet of Oldsmobile safety cars for the Indy Racing League, featuring custom yellow and white checkered flag graphics.
Thursday, February 24, 2011
Scion tC Release Series 1.0, 2005
Scion tC Release Series 1.0, 2005
The Scion tC is a sports compact automobile introduced by Toyota in 2004 as a concept vehicle under its recently introduced Scion brand name. The Scion tC was designed to appeal to the Generation Y market and get them locked into the Toyota brand before any other car manufacturer could have a chance. They hoped to do so by making standard features numerous and optional features extremely easy to add.
The Scion tC uses the chassis of the Avensis which is sold in the European market, and the Camry's 2.4 L 2AZ-FE I4 engine. Its low price (base MSRP of US$16,715 for the 2006 model) is a major feature, as well as the pure pricing marketing style that Toyota has adopted.
The name tC does not fit in with its stablemates the xA and xB because the name xC has already been taken by Volvo for its XC70 and XC90 models. According to Scion, tC stands for "Touring Coupe."
Specifications
* Engine: Double overhead cam (DOHC) 16-valve VVT-i 2.4 L 4-cylinder
* Power: 160hp (119 kW) @ 5700 rpm
* Torque: 163 ft·lbf (221 N·m) @ 4000 rpm
* Transmission: 5-speed manual or available 4-speed electronically controlled automatic transmission
* Highway fuel economy/consumption: 35-30 mi/U.S. gal (7.8 L/100 km) (automatic); 34-29 mi/U.S. gal (8.1 L/100 km) (manual)
* City fuel economy/consumption: 29-23 mi/U.S. gal (10.7 L/100 km) (automatic); 28-22 mi/U.S. gal (10.7 L/100 km) (manual)
* Fuel tank: 14.5 gal (54.9 L)
* Brakes: 4-wheel anti-lock braking system employing disc brakes on both the front and rear
* Curb weight: 2,970 lb (1,347 kg) (automatic); 2,905 lb (1,318 kg) (manual)
* Displacement: 2382 CC
The Scion tC uses the chassis of the Avensis which is sold in the European market, and the Camry's 2.4 L 2AZ-FE I4 engine. Its low price (base MSRP of US$16,715 for the 2006 model) is a major feature, as well as the pure pricing marketing style that Toyota has adopted.
The name tC does not fit in with its stablemates the xA and xB because the name xC has already been taken by Volvo for its XC70 and XC90 models. According to Scion, tC stands for "Touring Coupe."
Specifications
* Engine: Double overhead cam (DOHC) 16-valve VVT-i 2.4 L 4-cylinder
* Power: 160hp (119 kW) @ 5700 rpm
* Torque: 163 ft·lbf (221 N·m) @ 4000 rpm
* Transmission: 5-speed manual or available 4-speed electronically controlled automatic transmission
* Highway fuel economy/consumption: 35-30 mi/U.S. gal (7.8 L/100 km) (automatic); 34-29 mi/U.S. gal (8.1 L/100 km) (manual)
* City fuel economy/consumption: 29-23 mi/U.S. gal (10.7 L/100 km) (automatic); 28-22 mi/U.S. gal (10.7 L/100 km) (manual)
* Fuel tank: 14.5 gal (54.9 L)
* Brakes: 4-wheel anti-lock braking system employing disc brakes on both the front and rear
* Curb weight: 2,970 lb (1,347 kg) (automatic); 2,905 lb (1,318 kg) (manual)
* Displacement: 2382 CC
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