Car Of The Day: October 9, 2012

Today's CotD is Johnny Lightning's 1993 GMC Typhoon from Jedimario's collection.

Both the GMC Syclone and Typhoon trucks featured a Mitsubishi TD06-17C/8 cm2 turbocharger and Garrett Water/Air intercooler attached to a 4.3 L LB4 V6 intake manifolds, fuel system, exhaust manifolds, and a 48mm twin-bore throttle body from the 5.7 L GM Small-Block engine. All Syclones and Typhoons had a GM 700R4 transmission (4L60) 4-speed automatic transmission and a BorgWarner 1372 (Syclone)/4472 (Typhoon) transfer case splitting torque with 35% forward and 65% to the rear wheels. Both trucks featured all-wheel drive, upgraded brakes, and sport modifications to the standard suspensions. Unlike the Syclone, the Typhoon featured an air-operated self-leveling rear suspension. Output was officially 280 hp (209 kW) and 360 lb·ft (488 N·m), but some stock Typhoons have been measured at over 300 hp (224 kW) on a dynamometer.

For more info on the real truck: GMC Typhoon

Where to begin with this excellent vehicle?  GM, in a rare, rare stroke of brilliance, took the otherwise boring Jimmy and turned it into something insane.  These trucks had a lot of power for any type of car when they were produced, and were among the fastest production vehicles you could buy.  And they were trucks!  The speed didn't come cheap, they retailed for about $30,000, but the truck remains fast even by today's standards.  It's one of my favorite recent JL castings, well done and the subject matter is exactly what I like to see.  Matte black may not be the best for it, but I really dig the wheels.

SUV Of The Day: September 28, 2012

Johnny Lightning's 1980 Ford Bronco is the SUV for today.

The Ford Bronco is a sport utility vehicle that was produced from 1966 to 1996, with five distinct generations. Broncos can be divided into two categories: early Broncos (1966–77) and full-size Broncos (1978–96).

The Bronco was introduced in 1966 as a competitor to the small four-wheel-drive compact SUVs such as the Jeep CJ-5 and International Harvester Scout, and built on its own platform. A major redesign in 1978 moved the Bronco to a larger size, and it was built using a shortened Ford F-Series truck chassis to compete with the similarly adapted Chevrolet K5 Blazer.

The full-size Broncos and the successor Expedition were produced at Ford's Michigan Truck Plant in Wayne, Michigan.

The Bronco received a major redesign for 1980, coinciding with the F-Series. The new Bronco was shorter, and had cosmetic changes along with powertrain, suspension and other odds and ends. Most notably, the live front axle was replaced by a Dana 44 Twin Traction Beam (TTB) setup in the front end for an independent front suspension. The TTB is a hybrid of a true independent front suspension and a solid front axle, with a "solid" axle that pivots around the differential and uses coil springs instead of leaf springs. The TTB system offered a higher degree of control and comfort both on and off road, but sacrificed wheel travel, and is notorious for being difficult to keep aligned when larger than stock tires are used.

With a smaller Bronco and fuel economy in mind, Ford offered a 300 cu in (4.9 L) straight six as the base engine. Though this engine came with more torque than the 302 cu in (4.95 L) V8 and comparable to the 351 cu in (5.75 L) V8 (until the High Output model), it was limited by a 1-bbl carburetor and restrictive single-out exhaust manifolds. Electronic emissions equipment added in 1984 further reduced the power of the inline six. Ford used up their remaining stock of 351M engines before turning over to the 351W in mid-model year 1982. A "High Output" version of the 351W became an option in 1984 and continued well into the 1987 model year until the introduction of fuel injection. Output was 210 hp (157 kW) at 4000 rpm vs the standard 2-bbl 351W which made 156 hp (116 kW) at 4000 rpm. The 302 was the first engine to receive electronic fuel-injection, starting in the 1985 model year, as well as a four-speed automatic overdrive transmission. The Eddie Bauer trim package started in 1985 as well. From 1980 to 1984, some Broncos had sliding topper windows.

In 2011, JL released a John Deere themed mini set which included a '50 Olds, '93 F-150 plus this Bronco. Thus far this old Racing Champions casting has only been issued just this one time in the JL line. 

Car Of The Day: August 17, 2012

Today's car of the day comes from juantoo3's collection and is Johnny Lightning's 1970 Plymouth Barracuda.

The Plymouth Barracuda is a two-door car that was manufactured by the Plymouth division of the Chrysler Corporation from 1964–1974.

The first-generation Barracuda, a fastback A-body coupe based on the Plymouth Valiant, had a distinctive wraparound back glass and was available from 1964–1966.

The second-generation 1967–1969 Barracuda, though still Valiant-based, was heavily redesigned. Second-generation A-body cars were available in fastback, notchback, and convertible versions.

The 1970–1974 E-body Barracuda, no longer Valiant-based, was available as a coupe and a convertible, both of which were very different from the previous models. The final model year for the Barracuda was 1974.

For more information and pictures of the real car please visit: Plymouth Barracuda

Since Paul had a bunch of Christmas issues offered, I just assumed this one was another. Well, you know what they say about not assuming anything...

What a pleasant surprise to find out this is a MoPar Muscle First Shot! And I asked for it just because it had a drop dead gorgeous candy apple chrome paint! I've always liked the old B body Mopars, even if I like the Challenger just a bit better, I sure wouldn't look away from a 'Cuda! -Wes (juantoo3)

The redesign for the 1970 Barracuda removed all its previous commonality with the Valiant. The original fastback design was deleted from the line and the Barracuda now consisted of coupe and convertible models. The all-new model, styled by John E. Herlitz, was built on a shorter, wider version of Chrysler's existing B platform, called the E-body. Sharing this platform was also the newly launched Dodge Challenger; however, no sheet metal interchanged between the two cars and the Challenger, at 110 inches, had a 2 in (51 mm) longer wheelbase than the Barracuda, at 108 inches.

The E-body Barracuda was now "able to shake the stigma of 'economy car'." Three versions were offered for 1970 and 1971: the base Barracuda (BH), the luxury oriented Gran Coupe (BP), and the sport model 'Cuda (BS). In 1971 only, there also was a low-end model called the Barracuda Coupe, which (like other Coupe series Chrysler Corp. had in 1971) had a fixed rear passenger window and minor B pillar instead of roll-down rear passenger windows. The high-performance models were marketed as 'Cuda deriving from the 1969 option. The E-body's engine bay was larger than that of the previous A-body, facilitating the release of Chrysler's 426 cu in (7.0 L) Hemi for the regular retail market.

For 1970 and 1971, the Barracuda and Barracuda Gran Coupe had two six-cylinder engines available — a new 198 cu in (3.2 L) version of the slant-6, and the 225 — as well as three different V8s: the 318ci, the 383ci with 2-barrel carburetor and single exhaust, and the 383ci with 4-barrel carburetor and dual exhaust 330 hp (250 kW) SAE gross. The Cuda had the 383ci 335 hp (250 kW) SAE gross (same as Dodge's 383 Magnum) as the standard engine. It also had the 440ci 4-barrel Super Commando, the 440ci 6-barrel Super Commando Six Pak, and the 426ci Hemi. The 440- and Hemi-equipped cars received upgraded suspension components and structural reinforcements to help transfer the power to the road.

Other Barracuda options included decal sets, hood modifications, and some unusual "high impact" colors such as "Vitamin C", "In-Violet", "Sassy Grass Green" and "Moulin Rouge".

Swede Savage and Dan Gurney raced identical factory-sponsored AAR (All American Racers) 'Cudas in the 1970 Trans-Am Series. The cars qualified for three pole positions but did not win any Trans-Am races; the highest finish was 2nd at Road America.

A street version of the AAR 'Cuda was produced, powered by the 340 cu in (5.6 L) "Six Pack" (three two-barrel carburetors) engine.

The Barracuda was changed slightly for 1971, with a new grille and taillights, seat, and trim differences. This would be the only year that the Barracuda would have four headlights, and also the only year of the fender "gills" on the 'Cuda model.

The 1971 Barracuda engine options would remain the same as that of the 1970 model, except the 4-barrel carbureted 440 V8 engine was not available; all 440-powered Barracudas had a six-barrel carburetor setup instead.

Thus, in 1970 the big-block power options offered to the customer were 1) approximately 270 hp (200 kW) SAE net in the high performance 383-4V, 2) approximately 310 hp (230 kW) SAE net in the 440-4V and 3) approximately 335 hp (250 kW) SAE net in the 440-6V. In 1971 the big-block power options offered to the customer were 1) 250 hp (190 kW) SAE net in the 383-4V and 2) 330 hp (250 kW) SAE net in the 440-6V.

The 426 Hemi remained available with 350 hp (260 kW) SAE net, and the 1971 HemiCuda convertible is now considered one of the most valuable collectible muscle cars. Only eleven were built, seven of which were sold domestically, and examples of these cars have sold for US$2 million.

In 1970 and 1971, the shaker hood and the Spicer-built Dana 60 rear axle were available. The shaker hood was available with 340, 383, 440 4-barrel and 440 6-barrel, and 426 Hemi engines. The heavy-duty (and heavy) Dana 60, with a 9.75 in (248 mm) ring gear, was standard equipment with manual transmissions and 440 6-barrel and 426 Hemi engines, and was optional on those with the automatic transmission.
With a new grille and single headlights (very similar to the 1970 model) and four circular taillights for 1972, the Barracuda would remain basically unchanged through 1974, with new body side stripes, and minor changes to the bumpers to conform with federal impact standards being the only significant variations. Big Block engines (383, 440, & 426 Hemi), heavy duty suspensions and rear axles, and large (15" x 7") tires and wheels were no longer offered. Additionally; convenience/comfort items such as power seats, power windows, and interior upgrade (leather seats and plush carpeting) options were dropped, though a sun roof could still be ordered. For 1972 only, three engine choices were offered: a 225 six, the 318 (base engine for both 'Cuda and Barracuda) and a detuned to meet emission standards 340. For 1973 the 225 six was dropped, with the 318 and 340 V-8's being the only engine choices. For 1974 a slightly more powerful 360 V-8 replaced the 340, and the only real performance options retained were the 4-speed manual transmission (equipped with a Hurst shifter) mated to a performance ratio (3.55 to 1) rear axle for the 340 and 360 engine, giving the car a respectable (for the time) 0-60 time of 8.2 seconds.

As with other American vehicles of the time, there was a progressive decrease in the Barracuda's performance. To meet increasingly stringent safety and exhaust emission regulations, big-block engine options were discontinued. The remaining engines were detuned year by year to reduce exhaust emissions, which also reduced their power output. There was also an increase in weight as bumpers became larger, and starting in 1970, all E body doors were equipped with heavy steel side-impact protection beams. Higher fuel prices and performance-car insurance surcharges deterred many buyers as the interest in high performance cars waned. Sales had dropped dramatically after 1970, and while 1973 showed a sales uptick, Barracuda production ended 1 April 1974, 10 years to the day after it had begun.

Truck Of The Day: August 14, 2012

Today's car of the day comes from juantoo3's collection and is Johnny Lightning's 1965 Dodge A100.

The A100 line was a model range of American compact vans and trucks manufactured and marketed from 1964–1970 by Chrysler Corporation for the Dodge brand in the United States and the Fargo brand in Canada.

The A100 competed with the Ford Econoline and Chevy Van, as well as the Volkswagen Type 2. The range included a pickup truck and van, both with a "forward control" design. The implementation of situating the driver on top of the front axle with the engine near the front wheels is called internationally a "cab over" vehicle. The nose was flat, with the engine placed between the driver and passenger, who sat above the front axle. The unibody vehicles used a short, 90 in (2,300 mm) wheelbase. An A108 was also available from 1967–1970, with a longer 108 in (2,700 mm) wheelbase. The A108 was popular with camper conversion companies.

For more information and pictures of the real car please visit: Dodge A100

A blast from the past, the early years of Playing Mantis. This is one of the earliest in-house designs done by the fledgling company that started on repop Topper castings. PM/JL did two versions of the Dodge A-100, I can tell this is the early version because of the jump seats in back (the later version was never released with jump seats) and the belly hook on the bottom...and I know this was a very early release within the first two years of the relaunch of Johnny Lightning by experience. I have been looking for the Steadly promo issues for many years, and recently they've begun turning up on the market in fair numbers at prices I am willing to pay, so now I have one carded and one loose! (now to find the alternate colors of the same issues!).

A substantially modified, Hemi-powered A100 wheelstanding exhibition pickup called the "Little Red Wagon" driven by Bill "Maverick" Golden was a popular drag strip attraction in the 1960s through the early 2000s.

Car Of The Day: July 9, 2012

Today's car of the day comes from Firehawk73's collection and is Johnny Lightning's 1970 Ford Torino Cobra.

The Ford Torino is an intermediate automobile produced by the Ford Motor Company for the North American market between 1968 and 1976. The car was named after the city of Turin (Torino, in Italian), which is considered the Detroit (primary automobile production city) of Italy. The Torino was initially an upscale version of the intermediate sized Ford Fairlane, which Ford produced between 1962 and 1970. After 1968, the Fairlane name was retained for the base models with lower levels of trim than those models which wore the Torino name. During this time, the Torino was considered a subseries to the Fairlane. By 1970 Torino had become the primary name for Ford's intermediate, and the Fairlane was now a subseries of the Torino. In 1971 the Fairlane name was dropped altogether and all Ford intermediates were called Torino. This name was one of several originally proposed for the Mustang while in development. The Torino was essentially a twin to the Mercury Montego line.

Most Torinos were conventional cars, and generally the most popular models were the 4-door sedans and 4-door hardtops. However, Ford produced some high-performance versions of the Torino by fitting them with large powerful engines, such as the 428 cu in (7.0 L) and 429 cu in (7.0 L) "Cobra-Jet" engines. These cars are classified as muscle cars. Ford also chose the Torino as the base for its NASCAR entrants, and it has a successful racing heritage.

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

For 1970, the Torino now became the primary model and the Fairlane was a sub-series of Torino. Ford moved away from emulating the boxy lines of the full-size Fords to a completely new body for the 1970 Torino/Fairlane line influenced by coke bottle styling. Just as tailfins were influenced by jet aircraft of the 1950s, stylists such as Ford stylist Bill Shenk who designed the 1970 Ford Torino were inspired by supersonic aircraft with narrow waists and bulging forward and rear fuselages needed to reach supersonic speeds.

The new car featured a more prominent long hood short deck styling, and was longer lower and wider than the 1969 models. The roofline was lower, while all models now featured a much less formal roof line than previous years. The windshield rake was increased, and the SportsRoof models had an even flatter fastback roofline. The overall styling appeared much more aerodynamic than years previous, and featured a pointed front end. The grille covered the full width of the front fascia, and surrounded the quad headlights. The front fender line extended to front door, sloping downward and gradually disappearing in the quarter panel. Both front and rear bumpers were slim tight fitting chromed units, that carefully followed the body lines. The taillights were situated in the rear panel above the bumper, and were now long rectangular units with rounded outer edges.

The model line-up for 1970 initially featured 13 models. The base model was the "Fairlane 500", which was available in a 2-door hardtop, 4-door sedan, and 4-door wagon. Next was the mid-level "Torino", which was available as a 2-door and 4-door hardtop, and a 4-door sedan and station wagon. The 4-door hardtop was a new body style for the 1970 model year. The "Torino Brougham" was the top trim level, and was available as a 2-door and 4-door hardtop, and a 4-door station wagon. The sporty "Torino GT" was available as a 2-door SportsRoof and convertible. Finally, the top performance model, the "Torino Cobra" was available as a 2-door SportsRoof only.

To add to this extensive line-up, the Falcon name was adopted mid-year for a new entry-level intermediate. The Ford Falcon compact model continued for the first half of the 1970 model year, but was discontinued as it could not meet new federal standards that came into effect on January 1, 1970. At this time, the name was applied to the base trim level in the intermediate line. The 1970 1⁄2 Falcon was available as a 2-door and 4-door sedan, and 4-door station wagon. This was the lowest priced intermediate, and had even less standard features than the Fairlane 500. The Falcon was the only intermediate that featured a rubber floor instead of carpet, and was the only series that featured a pillared 2-door sedan. Also introduced mid-year was a Torino 2-door Sportsroof model, which was marketed as a low price alternative to the GT. With the above mid-year additions, the Ford intermediate line-up consisted of 17 separate models.

The new body for 1970 added inches and pounds to the Torino. All cars grew by about 5-inch (127 mm) in length, and now rode on a 117-inch (2,972 mm) wheelbase (station wagons used a 114-inch (2,900 mm) wheelbase). The wheel track was widened, to help the Torino improve its road holding abilities. Although the track was widened, the suspension remained unchanged from the 1969 models. Weight was up for most models by at least 100 lb (45 kg). The competition suspension and heavy-duty suspension packages remained as options. The competition suspension package featured extra-heavy-duty front and rear springs (500 pounds (226.8 kg) per inch front, and 210 pounds (95.3 kg) per inch rear), Gabriel shocks (rear shocks staggered on 4-speed cars), and a large 0.95" front sway bar (0.75" standard on other suspensions). In a 1970 Motor Trend test of a Torino Cobra, Motor Trend described the competition suspension as "completely different: The car goes through tight turns in a confidence-inspiring controlled slide. It's all very smooth and unusual."

The engine line-up received major changes, and only the 250 CID I-6, 302-2V and the 351W-2V were carried over from 1969. Most models continued to feature the 250 CID I-6 as the standard engine. Optional engines included the 302-2V (standard on GT and Brougham models), 351W-2V, the new 351 Cleveland available with a 2- or 4-barrel carburetor, and the new 429-4V 385 Series V8 (standard on the Cobra models). It should be noted that selecting the 351-2V on the option list could have resulted in the buyer receiving either the 351W-2V or the 351C-2V; both shared the same power rating and VIN code. The 429-4V was available in three different versions. The first was the 429 Thunder Jet, the standard engine for the Cobra, rated at 360 hp (270 kW). Next was the 429 CJ (Cobra Jet), rated at 370 hp (280 kW), which included a 2-bolt main block, hydraulic lifters, a 700 CFM Holly or 715 CFM Rochester Quadrajet carburetor, and was available with or without Ram Air. The top 429 option was the 429 SCJ (Super Cobra Jet), rated a 375 hp (280 kW), and was part of the "Drag Pack" option. Selecting the "Drag Pack" option turned a 429 CJ into a 429 SCJ. The drag pack required either the 3.91:1 or the 4.30:1 axle ratio, and included a 4-bolt main engine block, forged pistons, 780 CFM Holley carburetor, engine oil cooler, and a solid lifter cam. The "Detroit Locker" rear differential was included when the 4.30:1 axle was ordered while the "Traction-Lock" limited-slip differential was included with the 3.91:1 axle. The 429 SCJ was available with or without Ram Air induction both versions sharing the same power ratings. Ram Air Induction was also optional on the 351C-4V. The Ram Air option was revised to include a new "shaker hood" where the scoop was attached to the top of the air cleaner assembly, and protruded through a hole in the hood. The 'shaker' nickname came from the fact that it vibrated, or 'shook', when the engine was running. A 3-speed transmission was standard on all models except the Cobra. The Cruise-O-Matic and 4-speed transmissions remained options.

Interiors on the Torino were all new for 1970. The dashboard featured a linear style speedometer centered on the driver, and a new "ribbon" style tachometer was an option for V8 models. A temperature gauge was the only available gauge, oil pressure and electrics were monitored with warning lights only. High back bucket seats were available for all 2-door models, as was an optional console; the GT model no longer had the former as standard features. All 2-door hardtop, SportsRoof and convertible models featured "DirectAire" ventilation systems as a standard feature, which eliminated the need for side vent windows. The 2-door sedan, 4-doors and station wagons still had vent windows, and the "DirectAire" system was an option for these models. The ignition switch was moved from the instrument panel to the steering column, in compliance with Federal regulations. The steering wheel and column-mounted shifter now locked when the key was removed.

Torino Brougham models came standard with extra exterior and interior trim, finer upholsteries, wheel covers, unique emblems, extra sound insulation and "Hideaway" headlights. "Hideaway" headlights were headlight covers that were styled to look like the grille of the vehicle extended across the front end without any headlights at all. When the lights were turned on, vacuum actuators would flip the covers up and out of the way to expose the quad headlamps. Motor Trend wrote that "when you get into a Brougham, it's the same feeling as an LTD, or even, dare we say it, a Continental. But in a more manageable scale." Motor Trend gave accolades to the 1970 Torino Brougham 2-door for its quiet interior that only allowed "the muffled thump of freeway expansion-joints [to] intrude."

The Torino GT came standard with non-functional hood scoop molded into the hood, GT emblems (including the centre of the grille), dual colour-keyed sport mirrors, full width tail lights with a honeycomb effect (the centre portion was non-functional but reflective), black decklid appliques (SportsRoof only), and hub caps with wheel trim rings. Standard tires for the GT were E70-14 fibreglass belted tires, while convertibles wore F70-14s. New options for the Torino GT were a reflective laser stripe, which ran down the middle of the side of the Torino from the front fender to the door, and Hideaway headlamps. Motor Trend magazine tested a 1970 Torino GT SportsRoof with a 429 CJ, C-6 Automatic, and 3.50:1 gears, and obtained a 0 - 60 mph (97 km/h) time of 6.0 seconds, while the quarter mile took 14.4 seconds at 100.2 mph (161.3 km/h).

The Torino Cobra remained the no-nonsense pure performance model, and had a lower level of trim than the Torino GT. The Cobra was only available as a SportsRoof model, and came standard with a 4-speed close ratio transmission, Hurst shifter, competition suspension, flat black hood and grille, 7-inch-wide wheels, F70-14 tires with raised white letters, twist style exposed hood latches, and "Cobra" emblems. New options included 15-inch (380 mm) Magnum 500 wheels with F60-15 tires and flat black "Sport Slats" for the rear window. Both of these options were also available on the Torino GT. Performance was excellent with the new 429 engine even though the Torino was heavier for 1970. Motor trend tested a 1970 Torino Cobra equipped with the Ram Air 370 horsepower (280 kW) 429 CJ, C-6 automatic and 3.50:1 rear axle, and it went 0 - 60 mph (97 km/h) in 6.0 seconds while taking 14.5 seconds at 100 mph (160 km/h) to go through the quarter mile. Motor Trend wrote "The weight obviously helped traction, as it was fairly easy to accelerate away from a standing start with only a modicum of wheelspin." Motor Trend also tested a 1970 Cobra with a 429 SCJ, 4-speed and 3.91:1 gears, and resulted in a 5.8 second 0 - 60 mph (97 km/h) time, with a 13.99 second quarter mile at 101.0 mph (162.5 km/h). Super Stock and Drag Illustrated bested that time, in their test of a Torino Cobra equipped with the 375 hp 429 SCJ, C-6 automatic, and 3.91:1 rear gears. They were able to run the quarter mile in 13.63 seconds at 105.95 mph (170.51 km/h), however, this was after the carburetor had been modified (improved power valve, larger primary and secondary jets). Super Stock and Drag Illustrated then fitted a pair of slicks to the same Torino and ran a super quick 13.39 seconds at 106.96 mph (172.14 km/h).

Station wagon models for 1970 were offered initially in three different levels: the Fairlane 500 wagon, the Torino wagon, and the Torino Squire wagon. Mid-year 1970, the Falcon wagon became the new base station wagon. The sheetmetal on the station wagons was not changed as drastically as 2-door and 4-door models. The majority of the sheetmetal behind the front doors was carried over from the 1968-69 body style. As a result the wagons appeared more upright and square than the sedans and coupes. The Torino Squire was the top level wagon and it featured simulated woodgrain sides, headlamp covers and a trim level similar to the Torino Brougham sedan. The Squire came standard with a 302-2V V8 engine, as well as power front disc brakes; other wagons had 4-wheel drums and the 250 CID I-6. All wagons still featured Ford's "Magic Doorgate" three-way tailgate, while the power rear window, rear-facing third seat and roof rack remained options. Ford offered a trailering towing package for all Torinos that would allow Torino to have a Class II tow rating (3,500 lb (1,588 kg)). This package included heavy-duty suspension, heavy-duty battery and alternator, extra cooling package, and power front disc brakes. The 351 cu in (5.8 L) or 429 cu in (7.0 L) engine, power steering and the Cruise-O-Matic transmission were required options.

Overall, 1970 was a successful year for Torino. It was a well received car by the automotive press and was selected as the Motor Trend Car of the Year for 1970. Motor Trend said the Torino was "Not really a car line in the old sense, but a system of specialty cars, each for a different use ... from luxury to performance." Ford produced 230,411 Torinos for 1970, along with 110,029 Fairlanes and 67,053 Falcons, for a total production of 407,493 units.

Car Of The Day: July 4, 2012

Today's car of the day comes from juantoo3's collection and is Johnny Lightning's 1995 Chrysler Atlantic.

The Chrysler Atlantic was a retro concept car created by Chrysler. It was first shown in the year of 1995. The Atlantic was designed by Bob Hubbach and inspired by the Bugatti Atlantique. The idea for this car began out as a sketch on a napkin by Chrysler's president Bob Lutz in early 1993 and also involved the automaker's chief designer, Tom Gale.
The Atlantic has several similarities to the opulent vehicles of the 1930s such as the aforementioned Bugatti Type 57S Atlantique (or Atlantic). Its styling is also more than a little inspired by the Talbot-Lago T150 SS Coupe that was constructed in 1938, such as the shape of the side windows and the curved boot. Some of the retro details include a straight-8-engine that was actually constructed from two 4-cylinder Dodge Neon engines with an S configuration 4.0 L., which is rarely used in modern cars. Other retro touches to the car's look include the interior that is replete with Art Deco-style gauges. The Atlantic Concept has around 360 horsepower (268.5 kW) and uses Chrysler's Autostick transmission. Riding on a 128-inch (3,251 mm) wheelbase, its front wheels measure 21 inches and 22 inches in the rear — large at that time.

For more information and pictures of the real car please visit: Chrysler Atlantic

Every once in awhile it seems the subject comes up of smoke chrome, and how nice that finish is. On this particular model, it is no less than stunning. I have a carded example I bought new, but Brett recently had this offered and I took him up on it, so now I have a loose one as well.

From the first time I saw photos of the real car, I hoped with all my might that someone at Chrysler would get their heads straight and bring this one to production. Even though it is now quite an old design as cars go, I still think it would be worthwhile. There are not many concept cars that truly blow me away, but this one certainly ranks in the top two or three. I can only think that Chrysler's woes and being bought and sold, what? three times since then?, made this one impossible to bring to production. It is a moot point now, but I can't help but think Cadillac and Lincoln would have had a hard time playing catch up to this if it had be made for the public.

The smoke'n'mirror finish is just icing on the cake for this one! -Wes (juantoo3)

It was one of Chrysler's most popular concept vehicles and has proven popular enough to still make the occasional public appearance.
The Atlantic's popularity has also allowed its overall design and image to be associated as part of both advertising and labeling of packages associated with a variety of automotive car care products, accessories, and electronics.

Car Of The Day: June 2, 2012

Today's car of the day comes from Firehawk73's collection and is Johnny Lightning's 1962 Chevrolet Bel Air.

The Chevrolet Bel Air is a full-size automobile that was produced by the Chevrolet division of General Motors for the 1950–1975 model years. Hardtops in the Chevrolet Deluxe Styleline model range were designated with the Bel Air name from 1950 to 1952, but it was not a distinct series of its own until the 1953 model year. Bel Air production continued in Canada for its home market only through the 1981 model year.

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

For 1961, Chevrolet again had a totally new body, not just new sheetmetal. Its wheelbase remained 119 in (3,000 mm), but its length was now reduced slightly to 209.3 in (5,320 mm). All engines options of the previous year remained in effect with the standard engines being the 235.5 CID Six of 135 hp (101 kW) or the 283 CID V8 of 170 hp (130 kW). The V8 cost $110 more than the Six and weighed 5 lb (2.3 kg) less.

The Bel Air 2-door sedan used squared-off roof styling and large wrap-around rear window as opposed to the hardtop's swept-back design. The Bel Air 4-door Sport Hardtop still used a different roof line than did the 4-door sedan.

For 1962, all sheetmetal except the door panels was changed. Overall length was stretched slightly to 209.6 in (5,320 mm). The 4-door Sport Hardtop was no longer offered in the Bel Air series. Standard engines remained the same as the previous year. A new 327 cu in (5,360 cc) V8 of 250 or 300 hp (220 kW) was offered in addition to the giant (for the time) 409 cu in (6,700 cc) V8 of 380 hp (280 kW) or 409 hp (305 kW) with the dual four-barrel carburetor setup. All wagons this year were 4-door models and separate distinctions for wagons were dropped. Now all models were either Biscayne, Bel Air or Impala series. Full carpeting returned as standard equipment on all 1962 Bel Air models for the first time in several years.

Car Of The Day: May 27, 2012

Today's car of the day comes from Firehawk73's collection and is Johnny Lightning's 2006 Chevrolet HHR.

The Chevrolet HHR (for Heritage High Roof) was a retro-styled station wagon launched by the Chevrolet division of American automaker General Motors at the 2005 Los Angeles Auto Show as a 2006 model — and designed by Bryan Nesbitt. Smaller than the Equinox, the HHR shared the GM Delta platform with the Chevrolet Cobalt, Pontiac G5, Saturn Ion, and Saturn Astra. In Mexico, it was sold alongside its predecessor, the Opel-sourced Chevrolet Zafira compact MPV. The car also resembles the shape of the Chrysler PT Cruiser.

The last HHRs were assembled in May 2011. The HHR will be sold in dealerships across North America until October 2011 (or stock rupture). In the compact crossover wagon/SUV class, the HHR will be succeeded by the Chevrolet Orlando in Canada and Europe. It will be replaced in the U.S. by the Chevrolet Captiva Sport, a fleet-only SUV based on the Opel Antara. However, the Captiva Sport will only be available as a fleet vehicle and will not be available to the general public.

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

The vehicle's design was inspired by the mid-1940s Chevrolet cars and trucks, specifically the 1949 Chevrolet Suburban, with large, square fender flares and a hemispherical grille. The design of the HHR has been credited to Bryan Nesbitt who was a former designer at Chrysler where he was the lead designer of the Chrysler PT Cruiser. Nesbitt was recruited by GM to join its design staff and served for a time as the chief designer of the Chevrolet brand. The HHR had a cargo-carrying capacity of 62.7 cubic feet (1.78 m3). All models had a flat-load floor (passenger models have 60/40 split bench) and fold-flat front passenger seat. For the 2007 model year, it was available in four trim levels; LS, LT, 2LT, and Special Edition. A panel van variant was also made available in 2007 for only the LT trim and became available on all trim levels in 2008.

Car Of The Day: May 20, 2012

Today's car of the day is Johnny Lightning's 1981 Chevrolet Citation.

The Chevrolet Citation was a compact car sold by the Chevrolet brand of American automaker General Motors (GM) for model years 1980-1985. The Citation (originally to be named the "Condor") and its X-body siblings (Buick Skylark, Oldsmobile Omega, and Pontiac Phoenix) were among GM's first front wheel drive compact cars, following the trend of front drive compacts such as the Honda Accord and Volkswagen Dasher. 1,642,587 were produced.

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

Every once in awhile a casting comes along that completely takes you by surprise.  When this casting was announced I was flabbergasted (especially because the picture showed a five door, which would have been even cooler than this three door model!).  While I'm not surprised we ended up with the three door instead, I was pleasantly surprised to see how good this casting is, and as an added bonus it has an opening hood with engine detail (I really didn't expect that since this isn't a model known for performance engine by a long shot!  Oh, and this one's blue!  So you know I'm loving it!  It doesn't hurt that I've got a soft spot for the Citation.

In anticipating consumer demand for smaller cars, GM switched from V8 engines to smaller, more economical V6 and 4-cylinder engines. The X-body cars were some 800 lb (360 kg) lighter than the rear-drive compacts they replaced. The Citation was Motor Trend magazine's Car of the Year for 1980, a decision later criticized by the staff of Car and Driver in 2009, citing that the poor build quality and mechanical reliability were not deserving of such an award in hindsight. 1980 model sales were brisk and the production lines were unable to keep up with the demand, causing significant delays in delivery to customers; some had to wait nine months to receive their vehicle. The Citation was also Chevrolet's first front-wheel drive car. Planning for this family of vehicles started in April 1974. The first prototypes were created in mid-summer 1976, with the intent of releasing it as a 1978 model. This did not happen, largely due to problems with supply of parts that up to that point, had never before been produced. Thus, the Citation was released in April 1979 as an early 1980 model. The Citation's initial retail price was under US$6,000. Three body styles were available, a 2-door coupe, also known as a notchback, 3-door hatchback and a 5-door hatchback. The front wheel drive design and hatchback bodies were a radical departure for the American industry, and GM was widely praised for the X-body's efficient packaging and smaller engines. Helped by an April 1979 release, the 1980 Citation sold around 800,000 units.

The X-body cars were the target of an unsuccessful lawsuit by the U.S. National Highway Traffic Safety Administration (NHTSA), which cited a tendency to lose control under heavy braking and power steering problems. The X-body cars were, however, recalled many times and the Citation's reputation took a beating, resulting in decreasing sales every year. The 1984 and 1985 models were badged Citation II in a halfhearted attempt to convince consumers that the vehicle's problems had been overcome to the extent that the car deserved a new name. The introduction of Chrysler's similarly packaged, but more conventionally styled K-cars (the Dodge Aries and Plymouth Reliant) for 1981, along with the GM J platform models (introduced in 1982) also ate into sales of the Citation. The slow selling 2-door coupe was dropped for 1981. However, it was reintroduced for 1982.

In addition to the X platform, GM also created a new line of engines for the Citation and its sisters. The 2.8 L LE2 V6 was the first of the 60°Family of engines. The X platform was used in 1982 as the basis for the new front-wheel drive A-body cars. The X platform was also the basis for the future L-body and N-body cars.

Car and Driver and several other car magazines at the time were duped when GM lent them specially modified versions of the x-body vehicles in which the often noted torque steer (for which they became famous) had been engineered out. Patrick Bedard of Car and Driver later admitted that they were completely surprised when they later drove a production version.

The Citation was dropped after the 1985 model year, ultimately replaced by the L-body Beretta coupe and Corsica sedan in 1987.