Sunday, October 31, 2010

Car Of The Day: October 31, 2010


Today's car of the day is Hot Wheels' 1977 AMC Pacer (Packin' Pacer).



The AMC Pacer is a two-door compact automobile produced in the United States by the American Motors Corporation between 1975 and 1980. Its initial design idea was started in 1971. The car's unusual rounded shape with massive glass area greatly contrasted with the three-box architecture with "square, boxy designs" incorporating upright grilles and slab-sides of the era. The Pacer was described as "the seventies answer to George Jetson's mode of transportation" at a time when "Detroit was still rolling out boat-sized gas guzzlers." The large amount of glass led Car & Driver to dub it "The Flying Fishbowl". The Pacer's "jellybean" body style is a readily recognized icon of the 1970s.



For more information and pictures of the real car please visit: AMC Pacer



The Packin' Pacer, a typical Hot Wheels model of the late 1970s. Someone at Hot Wheels was fascinated with AMC vehicles.  That's the only way to explain three Gremlins, an AMX, the AMX/2 concept car, and a hot rodded Pacer in a span of ten years when during this same time no other manufacturer did more than one AMC (not including Jeeps), and most did none.  This is an outwardly stock AMC Pacer wagon (one of only two Pacer wagons available in small scale- and the other, by Universal, is a slightly larger copy of this car, sans big block in the hatch), and the casting does feature a larger passenger door- just like the real car.  Later issues of this casting identified the motor in tha back as a 427- AMC's largest engine was a 401, so is this a Chevrolet or Ford motor?  The world may never know!



Introduced in showrooms on February 28, 1975, the Pacer was designed to attract buyers of traditional large cars to a smaller package during a time when gasoline prices were projected to rise dramatically. In its first year of production, the Pacer sold well, with 145,528 units. There was little competition from other American manufacturers, most of whom had been blindsided by the oil crisis. The increased demand for compact, economy vehicles was growing rapidly. However, Pacer sales fell after the first two years, and it was available through the 1980 model year. Similar to its mid-year introduction, on December 3, 1979, production of the Pacer ended at the Kenosha, Wisconsin assembly plant where it had begun five years earlier. A total of 280,000 cars were built. Increasing competition from the Big Three U.S. automakers and the rapid consumer shift to imported cars during the late 1970s are cited as the reasons for this outcome.

The Pacer's unconventional styling was commonly cited in its lack of success. Other concerns included a lack of cargo space when carrying a full load of passengers (because of its short wheelbase). Cargo space could be increased to 29.5 cubic feet (0.84 m3) by folding down the back of the rear seat to form a flat floor. Drivers also cited a lack of power. The Pacer was heavy; Car & Driver wrote, "American Motors had already quoted a curb weight of 2990 lb. for the basic Pacer when we first wrote about the car, and that already seemed quite heavy; but when we weighed the test car (whose air conditioning, automatic transmission, power steering and so forth would not account for the full difference) it registered an astounding 3425 lb.", and the standard 232 cu in (3.8 L) I6, with a single-barrel carburetor and optimized for low emissions (all vehicles at the time carried emissions-reducing devices); was relatively low-powered ("The Pacer comes with either of two AMC inline six-cylinder engines, both producing 100 bhp, but the larger 258-cu-in. unit delivering better mid-range torque"). In 1976, a "High Output" version of the 258 cu in (4.2 L) engine was offered, which helped performance at the cost of higher fuel consumption. By the time a 304 cu in (5.0 L) V8 was offered in 1978, the company had introduced a successful line of "luxury-compact" models (the AMC Concord). Additionally, gasoline prices remained high, limiting demand for V8-powered vehicles.

For increased cargo capacity, a station wagon body style was offered from 1977. The wagon version was only five inches longer (127 mm) and weighed only 76 pounds (34 kg) more than the coupe. It was also a less unusual-looking design with a squared-off back and straight, almost upright, rear side windows. Although front vent windows were optional on all Pacers, the wagon's rear side glass featured vent windows as standard. The broad and rear liftgate opened to a wide, flat cargo area with 47.8 cubic feet (1.35 m3) of space, significantly easing the task of loading cargo. The rear seat also folded flat to form a continuation of the cargo floor. Some wagon models featured simulated wood-grain trim on the lower body sides and the liftgate.

Saturday, October 30, 2010

M2 Blog: Vintage Semi Trucks!

If you're not already following M2's blog, you really should be.

http://m2machines.blogspot.com/2010/10/off-to-sema.html

What we have here is a pair of vintage tractor trailers.  Apparently these 1/64 beauties will be out sometime next year!

Car Of The Day: October 30, 2010


Today's car of the day is Summer's 1976 Jaguar XJ12-C.



Commonly referred to as the "Series II," the XJ line was facelifted in Autumn 1973 for the 1974 model year. The 4.2L I-6 XJ6 (most popular in the United Kingdom) and the 5.3L V12 XJ12 were continued with an addition of a 3.4 L (3442 cc/210 in³) version of the XK engine available from 1975.
The Series II models were known for their poor build quality, which was attributed to Jaguar being part of the British Leyland group, as well as to problems inherent in the design of certain Lucas-sourced components.

Initially the Series II was offered with two wheel bases, but at the 1974 London Motor Show Jaguar announced the withdrawal of the 'standard wheel base' version: subsequent saloons/sedans all featured the extra 4 inches (10 cm) of passenger cabin length hitherto featured only by the 'long wheel base' model. By this time the first customer deliveries of the two door coupe, which retained the shorter 'standard' wheel base (and which had already been formally 'launched' more than a year earlier) were only months away.
Visually, Series II cars are differentiated from their predecessors by raised front bumpers to meet US crash safety regulations, which necessitated a smaller grille, complemented by a discrete additional inlet directly below the bumper. The interior received a substantial update, including simplified heating and a/c systems to address criticisms of the complex and not very effective Series I system.

In April 1975 the North American Series II got a slightly revised set of front bumpers which had rubber overriders covering the full length of the bumper with embedded turn signals at each end. In 1978 the North American cars also got the addition of electronic fuel injection in the place of Zenith-Stromberg carburettors.
In May 1977 it was announced that automatic transmission version of the 12 cylinder cars would be fitted with a General Motors three speed THM 400 transmission in place of the British built Borg-Warner units used hitherto.

The 1978 UK model range included the Jaguar XJ 3.4, XJ 4.2, XJ 5.3, Daimler Sovereign 4.2, Double-Six 5.3, Daimler Vanden Plas 4.2, Double-Six Vanden Plas 5.3.

In New Zealand, CKD kits of the Series II were assembled locally by the New Zealand Motor Corporation (NZMC) at their Nelson plant. In the last year of production in New Zealand (1978), a special 'SuperJag' model was produced which featured half leather, half dralon wide pleat seats, vinyl roof, chrome steel wheels and air conditioning as standard. New Zealand produced models featured speedometers in km/h, and the black vinyl mats sown onto the carpets in the front footwells featured the British Leyland 'L' logo.
Though worldwide production of the Series II ended in 1979, a number were produced in Cape Town, South Africa until 1981.

A total of 91,227 Series II models were produced, 14,226 of them with the V12 engine.



For more information and pictures of the real car please visit: Jaguar XJ12-C



A Summer casting that actually identifies the model on the base?  Believe it!  Crude, but one of only two representatives of the real car available in small scale (the other is by Guisval and is much harder to find than the Summer).  This one was a recent RAOK from Stangfreak.  Thanks Steve!



An 9,378-car run of 2-door XJ coupés with a pillarless hardtop body called the XJ-C was built between 1975 and 1978. The car was actually launched at the London Motor Show in October 1973, but it subsequently became clear that it was not ready for production, and the economic troubles unfolding in the western world at this time seem to have reduced further any sense of urgency about producing and selling the cars: it was reported that problems with window sealing delayed production. XJ coupés finally started to emerge from Jaguar show-rooms only some two years later. The coupé was based on the short wheelbase version of the XJ. The coupé's elongated doors were made out of a lengthened standard XJ front door (the weld seams are clearly visible under the interior panels where two front door shells were grafted together with a single outer skin). A few XJ-Cs were modified by Avon into convertibles with a retractable canvas top, but this was not a factory product. Both six and twelve-cylinder models were offered, 6,505 of the former and 1,873 of the latter. Even with the delay, these cars suffered from water leaks and wind noise. The delayed introduction, the labour-intensive work required by the modified saloon body, the higher price than the four door car, and the early demise promulgated by the new XJ-S, all ensured a small production run.

All coupes came with a vinyl roof as standard. Since the coupe lacked B-pillars, the roof flexed enough that the paint used by Jaguar at the time would develop cracks. More modern paints don't suffer such problems, so whenever a coupe is repainted it is viable to remove the vinyl. Today many XJ-Cs no longer have their vinyl roof, also removing the threat of roof rust.

A small number of Daimler versions of the XJ-C were made. One prototype Daimler Vanden Plas version XJ-C was also made, however this version never went into production.

Friday, October 29, 2010

GreenLight Announces 15 Car Route 66 Set


1959 Chevy Corvette
1964 Chrysler 300K
1965 Ford Galaxie 500
1965 Ford Mustang GT
1967 Dodge D-100
1968 Chevy Impala SS
1969 Buick GS California
1969 Plymouth Road Runner 440
1970 Ford Mustang Convertible
1971 Dodge Challenger R/T
1971 Pontiac GTO
1978 Plymouth Trail Duster
1988 Ford Mustang GT
2010 Chevy Camaro SS
2011 Shelby GT-500 Convertible

New JL Casting Announced

From Tom Z. via Twitter:

Car Of The Day: October 29, 2010


Today's car of the day is Majorette Sonic Flashers' 1987 Porsche 928 S4.



The Porsche 928 was a sports-GT car sold by Porsche AG of Germany from 1978 to 1995. Originally intended to replace the company's iconic 911, the 928 attempted to combine the power, poise, and handling of a sports car with the refinement, comfort, and equipment of a luxury sedan to create what some Porsche executives thought would be a vehicle with wider appeal than the compact, quirky and sometimes difficult 911.

Since its inception in 1949, Porsche has manufactured only six front-engined models, four of which were coupes, including the 928. The car has the distinction of being the company's only coupe powered by a front-mounted V8 engine, and the company's first mass-produced V8 powered model.
During 1983 the 928S was the fastest car sold in North America, with a top speed of 146 mph (235 km/h). Incidentally, its appearance in the 1983 film Risky Business attempted to capitalize on this fact.



For more information and pictures of the real car please visit: Porsche 928



A recent picture by Pegers brought this model to mind a few weeks ago, and I was shocked to actually stumble across it in my very disorganized collection.  That meant it had to be COTD, so here it is.  This one has definitely seen wear and tear from my childhood, and apaprently someone (Cole Trickle? Dale Earnhardt?) has 'hit the pace car'.  A throwaway joke in "Days of Thunder" and something the Intimidator used to do to Elmo Langley in the Winston Cup races under caution.



Styling was the same from 1978 through 1979 and the body lacked both front and rear spoilers. From 1980 (1983 in North America) through 1986, front and rear spoilers were present on "S" models, rear spoilers were integrated into the hatch. From 1987 through 1995, the front spoiler is integrated into the nose and the rear spoiler became a separated wing rather than an integrated piece, and side skirts were added. The rear tail-light configuration was also different from previous versions. GTS model had wider rear fenders added to give more room for 9" wide wheels.

Another easily noticeable visual difference between versions is the style of the rims. Early 928s had 15" or 16" "phone dial"-style rims, while most 1980s 928s had 16" slotted "flat discs", CSs, SEs and 1989 GTs had 16" "Club Sport", later GTs had 16" "Design 90" style which were also option on same period S4s, the GTS used two variations of the 17" "CUP" rims.

Porsche introduced a refreshed 928 S into the European market in 1979 model year, although it was summer of 1982 and MY 1983 before the model reached North America. Externally, the S wore new front and rear spoilers and sported wider wheels and tires than the older variant, but the main change for the 928 S was under the hood, where a revised 4.7 L engine was used. European versions debuted with 300 PS (221 kW/297 hp), and were upgraded to 310 PS (228 kW/306 hp) for 1984 model year. From 1984 to 1986, the ROW (Rest Of the World) S model was officially called S2 in UK. North American spec 1983 and 1984 S models used, among other differences, smaller valves, milder camshafts and additional equipment to obey emissions regulations, and were limited to 239 hp (174 kW/242 PS) as a result.

As the faster S model was not available in the United States and Canada during the first three years of its existence, a "Competition Group" option was created to allow North American customers to have an S model lookalike with spoilers, 16" flat disc wheels, sport seats, sport springs and Bilstein shocks. Customers could specify paint and interior colors the same way as on a normal 928. The package was available in 1981 and 1982 model years and was canceled in 1983 when the S model became available for these markets. Many cars have had S model features added by subsequent owners, making original "Competition Group" cars difficult to distinguish without checking option codes.

In 1982 model year, two special models were available for different markets. 205 "Weissach Edition" cars were sold in North America. Unusual features were champagne gold metallic paint, matching brushed gold flat disc wheels, two-tone leather interior, a plaque containing the production number on the dash and the extremely collectible three-piece Porsche luggage set. It's believed these cars were not made with S spoilers even though these were available in U.S. during this time period as part of the "Competition Group" option. The "Weissach Edition" option was also available for the US market 911 in 1980 model year and 924 in 1981 model year.

140 special "50th Jubilee" 928 S models were available outside the U.S. and Canada to celebrate the company's 50 year existence as a car manufacturer. This model is also sometimes referred to as the "Ferry Porsche Edition" because his signature was embroidered into the front seats. It was painted meteor metallic and fitted with flat disc wheels, wine red leather and special striped fabric seat centers. Similar 911 and 924 specials were also made for ROW markets.

Porsche updated the North American 928 S for 1985, replacing the 4.7 L, SOHC engine with a new 5.0 L, DOHC unit sporting four valves per cylinder and producing 288 hp (215 kW/292 PS). Seats were also updated to a new style. These cars are sometimes unofficially called S3 to distinguish them from 16-valve S models. European models kept a 4.7 L engine, which was slightly more powerful, as standard; a little detuned 32-valve engine together with catalytic converters became an option in some European countries and Australia for 1986. That same year, revised suspension settings, larger brakes with 4-piston calipers and modified exhaust was installed on the 928 S, marking the final changes to old body style cars. ROW models received these changes at the beginning of the model year while North American cars got them only after close to 900 cars were made, starting from VIN 1001. North American version of this late 1986 model is sometimes referred as S3.5 or S3½ because of these changes. The name is a little misleading as more than 2/3 of the 1986 North American model production had these updates.

The 928 S4 variant debuted in the second half of 1986 as a 1987 model, an updated version of the 5.0 L V8 for all markets producing 320 PS (235 kW/316 hp), sporting a new single-disc clutch in manual gearbox cars, larger torque converter in automatics and fairly significant styling updates which gave the car a cleaner, sleeker look. S4 was much closer to being a truly world car than previous models as only major differences between ROW and US models were instrumentation in either kilometers or miles, lighting, front and rear bumper shocks and the availability of catalytic converters in many ROW markets. The Australian market version was only one with different horsepower rating at 300 PS (221 kW/296 hp) due to preparation for possible low grade fuel. Even this was achieved without engine changes.

A Club Sport variant which was up to 100 kg (220 lb) lighter became available to continental Europe and U.S. in 1988. This model was watered down version of 1987 factory prototype which had lightened body and 10.9:1 compression ratio engine. Also in 1987 the factory made four white lightened manual gearbox S4 models for racecar drivers who were on their payroll at the time. These were close to same as later actual Club Sport models and can also be considered prototypes for it. An SE (sometimes called the S4 Sport due to model designation on rear bumper), a sort of halfway point between a normally equipped S4 and the more race-oriented Club Sport, became available to the UK. It's generally believed these Porsche Motorsport engined cars have more hp than the S4. They utilize parts which later became known as GT pistons, cams, engine ECU programs and a stronger, short geared manual gearbox. The automatic gearbox was not available.

For 1989 model year visible change inside was digital trip computer in dashboard. At the same time Australian models received the same 320 PS (235 kW/316 hp) engine management setup as other markets. Porsche debuted the 928 GT in the late winter 1988/89 after dropping the slowly selling CS and SE. In terms of equipment, the GT was like the 928 SE, having more equipment than a Club Sport model but less than a 928 S4 to keep the weight down somewhat. It had the ZF 40% limited-slip differential as standard like the Club Sport and SE before it. Also like the CS and SE, the GT was only available with a manual gearbox. ROW 1989 CS and GT wheels had an RDK tire pressure monitoring system as standard. This was also optional for the same year ROW S4. For 1990 model year Porsche made RDK and a 0-100% variable ratio limited-slip called PSD (Porsche SperrDifferential) standard in both GT and S4 models for all markets. This system is much like the one from the 959 and gives the vehicle even more grip. In 1990 the S4 was no longer available with a manual gearbox.

The S4 and GT variants were both cut at the end of 1991 model year, making way for the final version of the 928. The 928 GTS came for sale in late 1991 as a 1992 model in Europe and in spring of 1992 as an early 1993 model in North America. Changed bodywork, larger front brakes and a new, more powerful 5.4 L, 350 PS (257 kW/345 hp) engine were the big advertised changes; what Porsche wasn't advertising was the price. Loaded GTS models could eclipse $100,000 USD in 1995, making them among the most expensive cars on the road at the time. This severely hampered sales despite the model's high competency and long standard equipment list. Porsche discontinued the GTS model that year after shipping only 77 of them to the United States. Total worldwide production for all years was a little over 61,000 cars.

Second-hand models' value decreased as a result of generally high maintenance costs due largely to spare parts that are expensive to manufacture. The earliest versions, however, especially those models with the Bosch K-Jetronic (CIS) injection system, have few electronic components and therefore can be repaired more easily provided spare parts can be found. Parts suppliers supported by various enthusiasts exist especially in the United States.

The GTS model has retained a high value however, and as of 2006 the price for all variants is apparently starting to creep upwards (Classic Motorsports, March, 2006 issue, p. 38). A great community dedicated to the 928 exists online even today, and the car has won a huge fan base. The 928 was such a powerful vehicle in its day that even models 25+ years old are able to outperform current sport/grand-touring models of various manufacture.

With the release of the Cayenne SUV, Porsche has met with renewed success with a front-engined, V8-powered model. The company's 2005 announcement that a new V8-powered 4-door grand tourer model called Panamera would be launched in 2009 fueled rumors and fan speculation of a reborn 928. Although the Panamera will be a 4-door model, Road and Track magazine published a speculative piece in their April 2006 issue in regards to the possibility of a new, 928-esque coupe that may debut on a shortened version of the Panamera's platform sometime around 2011 or 2012 model year. Although feasible, this is pure speculation as of 2006. The article seemed to indicate a re-use of the 928 nameplate although Porsche's recent tendency to give non-numerical names to their vehicles and a desire to separate the vehicle from past models may preclude the possibility of calling the vehicle 928.

Also noteworthy is that there are several manufacturers of supercharger and turbo kits specifically for the 928. The stock engine for any year is capable of handling significant power increases without part failure. More owners have opted for supercharging their vehicles as the conversion is reasonably straight forward whereas the fitting of two turbo chargers on each of the exhaust manifolds has caused problems because of the lack of space.

Thursday, October 28, 2010

Car Of The Day: October 28, 2010


Today's car of the day comes from Dave Weber's collection and is Mini-Dinky's 1965 Ford Mustang.



Since it was introduced five months before the normal start of the production year and manufactured among 1964 Ford Falcons and 1964 Mercury Comets, the earliest Mustangs are widely referred to as the 1964½ model. A more accurate description is the "early 1965" model because it underwent significant changes at the beginning of the regular model year. All the early cars, however, were marketed by Ford as 1965 models. The low-end model hardtop used a "V-code" 170 cu in (2.8 L) straight-6 engine and three-speed manual transmission and retailed for US$2,368.

Several changes to the Mustang occurred at the start of the normal 1965 model year production, five months after its introduction. These cars are known as "late 65's," and were built after factory retooling in August 1964. The engine lineup was changed, with a 200 cu in (3.3 L) "T-code" engine that produced 120 hp (89 kW). Production of the "L-code" 260 cu in (4.3 L) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp (150 kW) "C-code" 289 cu in (4.7 L) engine with a two-barrel carburetor as the base V8. An "A-code" 225 hp (168 kW) four-barrel carbureted version was next in line, followed by the unchanged "Hi-Po" "K-code" 271 hp (202 kW) 289. The DC electrical generator was replaced by a new AC alternator on all Fords (the quickest way to distinguish a 1964 from a 1965 is to see if the alternator light on the dash says "GEN" or "ALT"). The now-famous Mustang GT (Gran - Touring) was introduced as the "GT Equipment Package" and included a V8 engine (most often the 225 hp (168 kW) 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. A four-barrel carbureted engine was now available with any body style. Additionally, reverse lights were an option added to the car in 1965. The Mustang was originally available as either a hardtop or convertible, but during the car's early design phases a fastback model was strongly considered. The Mustang 2+2 fastback made its inaugural debut with its swept-back rear glass and distinctive ventilation louvers.

The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of color options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as "Pony Interior" due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models.

One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford's success at that year's Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column. It was available as a factory ordered item for US$69.30. Installed by a dealer, the Rally-Pac cost US$75.95. Reproductions are presently available from any number of Mustang restoration parts sources.

The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers and gas cap. A cruisematic three-speed auto transmission became available for the 225-hp V8. The 289 "hipo" K code engine was not offered with an automatic transmission. The long duration solid-lifter camshaft that allowed the high revving 289 to make the horsepower it was known for, was not friendly for a non stall speed automatic torque converter. The "HiPo" could be spotted very easily by the 1-inch-thick (25 mm) vibration damper, (as compared to 1/2 inch on the 225-hp version) the absence of a vacuum advance unit on the dual point distributor. With the valve covers off, there is a large letter "K" stamped between the valve springs, that along with screw in studs (vs. a pressed in stud for other 289's) for the adjustable rocker arms. A large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM mono automobile radios was also offered. It also removed the Falcon instrument cluster; the previously optional features, including the round gauges and padded sun visors, became standard equipment. The Mustang convertible would be the best-selling in 1966, with 72,119 sold, beating the number two Impala by almost 2:1.



For more information and pictures of the real car please visit: Ford Mustang


Until recently, this extremely hard to find casting was the best small scale example of the first generation Mustang fastback.  Unfortunately, this model is extremely rare due to the scourge of Mini-Dinky fans everywhere- metal fatigue.  Even on this model you can see the signs on the hood and left rear fender.  One day, this model will unfortunately be dust.



The 1965 and 1966 Mustangs are differentiated by variations in the exterior, despite similar design. These variations include the emblem on the quarter-panels behind the doors. In 1965 the emblem was a single vertical piece of chrome, while in 1966 the emblem was smaller in height and had three horizontal bars extending from the design, resembling an "E". The front intake grilles and ornaments were also different. The 1965 front grille used a "honeycomb" pattern, while the 1966 version was a "slotted" style. While both model years used the "Horse and Corral" emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed.

When Ford began selling the Mustang in Germany, they discovered a company had already registered the name. The German company offered to sell the rights for US$10,000. Ford refused and removed the Mustang badge, instead naming it T-5 for the German market.

Wednesday, October 27, 2010

M2 Detroit Muscle Release 14 Black With Flames (Coming Soon!)



And the chase pieces:





All pictures courtesy Castline.

Car Of The Day: October 27, 2010


Today's car of the day is Johnny Lightning's 1993 Chevrolet Corvette.



The Chevrolet Corvette (fourth generation-C4) is a sports car produced by the Chevrolet division of General Motors for the 1984 through 1996 model years. The editors of Consumer Guide stated: "The first fully redesigned Corvette in 15 years was more sophisticated and more practical than the beloved Shark. And like previous generations, the new C4 only got better in time." The convertible returned, as did higher performing engines, exemplified by the 405 hp (302 kW) LT5 found in the ZR-1. In early March 1990, The ZR-1 would set a new record for the highest 24 hour-5,000 mile land-speed by going over 175 mph (282 km/h). Though prices inevitably rose even as sales declined, the C4 won its own loyal following as one of the world's most desirable sports cars. The last C4 was produced on June 20, 1996.



For more information and pictures of the real car please visit: Chevrolet Corvette


This is a replica of a real car with the Beat The Heat program, as driven by Sgt. Jim Butler (ret) of the St. Albans, West Virginia police department.  I was able to see this car in person (and speak with its owner) at LightningFest '10.  Great guy, and a great program!



In 1991, the ZR-1 and base model received updates to body work, interior, and wheels. The rear convex fascia that set the 1990 ZR-1 apart from the base model found its way to all models, making the high-priced ZR-1 even less distinguishable. Further changes were made in 1992, including extra ZR-1 badges on the fenders and the introduction of Acceleration Slip Regulation (ASR) or traction control. For model year 1993, Lotus design modifications were made to the cylinder heads, exhaust system and valvetrain of the LT5, bringing horsepower up to 405. In addition, a new exhaust gas recirculation system improved emissions control. The model remained nearly unchanged into the 1995 model year, after which the ZR-1 was discontinued as the result of waning interest, development of the LS series engines, cost and the coming of the C5 generation. A total of 6,939 ZR-1s were manufactured over the six year period. Not until the debut of the C5 platform Z06 would Chevrolet have another production Corvette capable of matching the ZR-1's performance.



I highly recommend checking out the Beat The Heat website: Beat The Heat

Tuesday, October 26, 2010

Race Car Of The Day: October 26, 2010


Today's car of the day is Hot Wheels' 1994 Riley & Scott MK III.



Riley & Scott Cars Inc. was a racing constructor and racing team that primarily provided chassis for various forms of motorsport, but worked primarily in sports car racing. It was founded in 1990 by Bob Riley and Mark Scott.



For more information and pictures of the real car please visit: Riley & Scott MK III



I really love how the pictures of this car turned out.  Considering the recent discussion here regarding the Hot Wheels Race Team series cars, I submit this one to the board.  It's Hot Wheels blue (metalflake even!) and it has a big Hot Wheels logo on the front.



Riley & Scott's first program was the development of a chassis for the Trans-Am Series, providing a customer car for numerous competitors. This chassis had much success in the series.
Soon, the company moved to the development of a World Sports Car for the IMSA GT Championship, becoming known as the Mk III. Debuting in 1995, the Mk III went on to win five races in just its debut season. The car eventually earned victories in races such as the 24 Hours of Daytona, and even received customers in Europe for the Sports Racing World Cup as a viable opponent to the Ferrari 333 SP.
At the turn of the century, Riley & Scott expanded their sports car program to include development of the Chevrolet Corvette C5-R for General Motors, then the Cadillac Northstar LMP program as well, using architecture based on their Mk III. The original Mk III itself was also refurbished in 2001, allowing it to continue competition up to 2005.

Reynard Motorsport acquired Riley & Scott in 1999 as part of Reynard's expansion. However, Reynard was not able to survive the expansion as the company went bankrupt in 2001. When Reynard was dissolved, Riley & Scott was dissolved along with it. Co-founder Bob Riley would found his own company, Riley Technologies, to continue construction of various projects in the same year.

Monday, October 25, 2010

New M2 Issues


























































Car of the Day:October 25, 2010

The car for today is the Motormax 1974 AMC Hornet.

The AMC Hornet was a compact automobile made by the American Motors Corporation (AMC) beginning with the 1970 model year and continuing through the 1977 model year. The Hornet replaced the compact Rambler American marking the end of the Rambler marque in the American and Canadian markets. Hornets were also assembled in foreign markets under license agreements with AMC that included Vehículos Automotores Mexicanos (VAM) and Australian Motor Industries (AMI). T

he new Hornet became an important vehicle and platform for AMC. It served the company in one form or another for eighteen years, until the 1988 model year. It would outlast all other compact platforms from the competition that included the Chevrolet Nova, Ford Maverick, and Plymouth Valiant. The Hornet was also the basis for AMC's Gremlin, Concord, and the innovative all-wheel drive AMC Eagle.

The Hornet's styling was based on the AMC Cavalier show car. Development of the new model took three years, a million man-hours, and US$40 million.[1] The Hornet marked the return of AMC to its original role as a "niche" marketer specializing in small cars.[1] Introduced in 1969 for the 1970 model year, the Hornet was the first car in a line of new models that AMC would introduce over the following three years, and it set the tone for what designer Richard A. Teague and chief executive officer Roy D. Chapin, Jr., had in mind for the company for the 1970s.[2]
With its manufacturers suggested retail price (MSRP) of US$1,994 for the base model, the Hornet was an economical small family car. However, it took design cues from the popular Ford Mustang and Chevrolet Camaro, and the company's own Javelin with a long hood, short rear deck and sporty looks.[2] The Hornet's 108-inch (2,743 mm) wheelbase platform (two inches or 5.08 centimeters longer than its predecessor the Rambler American) evolved into a number of other models (including the four-wheel-drive Eagle) and was produced through 1988. The Hornet was initially available in a choice of two thrifty straight-six engines or a 304 cu in (5.0 L) V8.

All four versions of the Hornet were mostly carryovers in 1974, with minimal trim changes. The car's front bumper lost its full-width vinyl rub strip, but gained two rubber-faced bumper guards. A larger rear bumper was added to meet new 5 mph legislation, and the license plate was moved up to a position between the taillights.

This was received in a trade with James. Motormax released a set of 6 cars in a drag themed series which as far as I know was released in Canada, but not in the US. While to my knowledge this isn't based on an actual car, it's still a nice example of what a drag car from the 1980s era might have looked like if a Hornet was used.