Car Of The Day: July 31, 2011

Today's car of the day is Hot Wheels Scorchers' 1979 Dodge Magnum.

The Dodge Magnum name has been used on a number of different automobiles. The most recent is a large rear-wheel drive station wagon introduced in 2004 for the 2005 model year and produced through to 2008. This new Magnum is Dodge's first car to use the new Chrysler LX platform, shared with the Chrysler 300 and the Dodge Charger. The LX Line is assembled at Brampton Assembly Plant, near Toronto, Ontario, Canada.

Historically, the Dodge Magnum model name had been used from 1978 to 1979 for a large coupe in the United States. In Brazil, the Magnum name was a top of the line version of the local Dodge Dart from 1979 to 1981. In Mexico, the Dodge Magnum was a sporty rear-wheel drive two-door car based on Chrysler's M body (American Dodge Diplomat/Plymouth Gran Fury). It had a 360 CID (5.9L) V-8 engine with a single 4 barrel carburetor rated at 300 hp. From 1983 to 1988 it was a sporty two-door K-car with available turbocharger from 1984 on. Four engines were offered for the Mexican Magnum K, a SOHC I-4 2.2L (K-Trans-4), a turbocharged SOHC I-4 2.2L (1983–86) and two other 2.5L SOHC I-4s, with and without turbocharger (1987–88). The Mexican front-wheel drive Magnum was officially called "Dodge Magnum 400" between 1983 and 1984, as it was a sporty Mexican variation of the American Dodge 400 of the early eighties. For 1985, the "400" suffix was dropped. For the 1987 season, the turbocharger received an intercooler and the power from the turbo engine changed from 140 to 150 hp. The K-car based Magnum was replaced by the Mexican Chrysler Shadow GTS for the 1989 model year.

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

A recent find at a thrift store, I think $1 was an extremely reasonable price for this model.  There are only two 1/64 scale Dodge Magnums of this era, and now I have both.  The other is a Corgi, and is the superior casting with opening hood and engine detail.  Unfortunately both examples lack an interior and this Scorchers version is a NASCAR stocker as seen by the window bars, lack of door lines, and riveted headlights.  Sadly, the real car never won a Winston Cup race and ended up being the car that made Richard Petty switch to General Motors halfway through the 1978 season.

The 1978 and 1979 Dodge Magnum in the United States and Canada was an addition to the Chrysler line up that allowed Richard Petty to continue racing with a Mopar. The Magnum replaced the Charger SE in Dodge's lineup in two forms; the "XE" and the "GT". It was the last vehicle to use the long running Chrysler B platform. The appearance was somewhat of a rounded off Charger, and was in response to getting a car that would be eligible for NASCAR that would be more aerodynamic, something the 1975-78 Charger was not. Styling features included four rectangular headlights behind retractable clear covers, with narrow opera windows, and an optional T-bar or power sunroof. The Magnum was well-featured with power steering, brakes and seats; the suspension included Chrysler's standard adjustable, longitudinal torsion bars, lower trailing links, and front and rear anti-sway bars. The base engine was the 318 in³ V8 with Lean Burn, while two and four-barrel carbureted 360 and 400 V8s were also available; weight was nearly 3,900 lb (1,800 kg). The 400 was dropped from the option list in 1979 as Chrysler stopped production of big-block V-8's in production cars at the end of 1978. A performance model, the "GT" was available with the 400 V8 in 1978 and the "E58" police interceptor (360 V8-195 HP) engine in 1979 along with HD suspension, special axle, special "GT" badging and a "turned metal" dash applique. Technology was advanced for the time with an onboard spark control computer from inception, electronic ignition, and a lockup torque converter. The Magnum name was discarded quickly in favor of the Mirada, a smaller car that was also a rebadged Chrysler Cordoba. The Magnum has something of a cult following today, with several clubs and enthusiasts who are dedicated to the recognition and preservation of Chrysler's "last B-body". In 1979, they made 3,704 Dodge Magnums with the T-Top.

For the 1978 NASCAR season, the 1974 Charger that Chrysler teams had continued to use was no longer eligible for competition. Chrysler worked on several car designs to smooth out the current 1975 bodied Charger into something that would be reasonably aerodynamic for the big racetracks and the Magnum design was settled on early in 1977 for use in the 1978 racing season. While not as aerodynamic as the previous 1974 Charger body, the shape of the Magnum showed promise, and the Petty built test cars easily reached 190 mph (310 km/h) on test runs. Once out on the tracks the cars ran well with Richard Petty almost winning his Daytona 125 (finishing 2nd), and lead 30+ laps of the Daytona 500 until a blown front tire caused him to wreck. However, the lack of factory support of continued development of the small-block Chrysler 360 V8 as a race engine was becoming more of a problem, and in high speed racing traffic the Magnum did not handle well. Richard Petty was particularly harsh in his criticism of the car. By the latter half of the 1978 season, Petty and Neil Bonnett (the two top Mopar teams) gave up on the cars inconsistent performance and switched to Chevrolets, leaving independent drivers Buddy Arrington (who bought a few of Petty's Magnums, along with some parts) and Frank Warren to soldier on without any substantial (Chrysler did provide sheetmetal and some engine parts to teams driving Magnums) factory support. From August 1978, 2-5 independent teams showed up with Magnums in NASCAR races until January 1981, when NASCAR switched to smaller bodied cars. The Magnum never enjoyed the racing heritage of its predecessors, but it was not without its own glorious moments. Petty scored 7 top five finishes in his 17 races with the car, and Neil Bonnett won three poles and scored 5 top five finishes with his. Richard Petty recognized the Magnum with a commemorative decal, depicting his famous number 43 emblazoned on a Magnum for his 1992 Fan Appreciation Tour. Though Richard never won a race in a Magnum, Petty's son, Kyle Petty drove one of his father's year old Dodge Magnums in his first race (1979 Daytona ARCA 200), and won! Kyle raced in 5 NASCAR races using the left-over Magnums in 1979, but by the end of that year wrecked them beyond reasonable repair. As of now (JUL 2008) only two NASCAR Magnums still exist; one (an ex-Petty car) resides in the Talledega NASCAR museum, and the other; (Marty Robbins' 1978 Magnum #42) has been superbly restored and is owned by a private party in southern CA. The owner plans on racing it in the vintage NASCAR series.

Car Of The Day: July 30, 2011

Today's car of the day is Tomica's 1999 Honda S2000.

The Honda S2000 is a roadster that was manufactured by the Japanese automaker Honda Motor Company. It was launched in April 1999 and was created to celebrate the company's 50th anniversary. The car was first shown as a concept at the Tokyo Motor Show in 1995, following which it was launched in world markets in 1999. The S2000 is named for its engine displacement of 2 L, carrying on in the tradition of the S500, S600, and S800 roadsters of the 1960s. Several revisions were made throughout the car's lifetime, including changes to the engine, gearbox, suspension and interior and exterior. Officially two variants exist: the initial launch model was given the chassis code AP1, while the AP2 designation was given to vehicles produced from mid-2003 onwards. Though cosmetically similar, the AP2 incorporated significant changes to the drivetrain and suspension. Production of the S2000 ceased in June 2009.

For more information and pictures of the real car please visit: Honda S2000

A recent RAOK from bangerkid45 (thanks Jon!) this one joined my collection less than a week ago.  As most Tomicas are, this is a good representation of the model it replicates.

The S2000 was introduced in 1999 for the 2000 model year and was given the chassis designation of AP1. It featured a front mid-engine, rear-wheel drive layout with power being delivered by a 1,997 cc (122 cu in) F20C inline 4 cylinder DOHC-VTEC engine producing from 237 hp (177 kW) to 250 PS (184 kW), and from 153 lbf·ft (207 N·m) to 22.2 kg·m (218 N·m) of torque depending on the target market. The engine is mated to a six-speed manual transmission and Torsen limited slip differential. The S2000 achieved what Honda claimed as the "top level performance in the world" for a 2-liter naturally aspirated engine.

Features include independent double wishbone suspension, electrically-assisted steering and integrated roll hoops. 16 in (41 cm) wheels with Bridgestone Potenza S-02 tires were standard equipment. The compact and lightweight engine, mounted entirely behind the front axle, allows the S2000 to obtain a 50:50 front/rear weight distribution and lower rotational inertia. An electrically powered vinyl top with internal cloth lining was standard. Honda made available an aluminum hardtop for additional cost.

The 2001 model was largely unchanged, but Honda upgraded the radio and added a digital clock to the dashboard display. For the 2002 model year, suspension settings were revised and the plastic rear window was replaced by a glass unit incorporating an electric defroster. Other updates included slightly revised tail lamps, an upgraded radio, and a revised engine control unit.

The AP1 was manufactured up to 2003 at Honda's Takanezawa plant, alongside the Honda NSX and Honda Insight hybrid. In 2004 production moved to the Suzuka plant.

Car Of The Day: July 29, 2011

Today's car of the day is Hot Wheels' 1968 Dodge Dart Hemi.

The Dodge Dart is an automobile built by the Dodge division of the Chrysler Corporation from 1960-1976 in North America, with production extended to later years in various other markets. The Dart was introduced as a lower-priced, shorter wheelbase, full-size Dodge in 1960 and 1961, became a mid-size car for 1962, and finally was a compact from 1963-1976. Chrysler had previously applied the "Dart" name to a Ghia-built show car in 1956.

The project planners proposed the name Dart, only to have executives demand an expensive research program which produced the name Zipp. This was promptly rejected in favor of Dart. The name found favor as the market had been recently introduced to a new military aircraft called the Convair F-106 Delta Dart, commonly known as the "Delta Dart", in a marketing attempt to appeal to the excitement surrounding the Space Race during the early 1960s.

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

A great model from Hot Wheels, and the authentic racing graphics really make it stand out!

In 1967, the Dart entered the Sports Car Club of America's (SCCA) new Sedan Class racing series. For racing in this series, the compact cars, which included Ford Falcons and Plymouth Barracudas as well as foreign makes, were prepared like stock cars on the NASCAR Grand National circuit. "Baby Grands" was the nickname coined for these cars. Darts were powered by the 4-barrel 273 V-8 and were equipped with roll cages and 15 in (381 mm) wheels with fat tires. Bob Tullius, widely known for his Quaker State Group 44-marked cars, was one of the first to drive the Dodge Dart in the sedan class, and with notable success.

Although racers like Dick Landy and Don Garlits had modified Darts in the mid-60s to run in the NHRA Funny Car class using the 426 Hemi, Super Stock class racing of the Dart was almost non-existent due to the small V-8s available. In 1968, Dodge contracted Hurst Performance to build a limited number of 440 in³ V8-wedge and 426 Hemi-powered Darts to compete in the SS/B class as the LO23 Hurst Hemi Dart. Dart body shells were shipped to Hurst who would install a magnesium cross ram-inducted 426 Hemi into the engine bay, facilitated by sledge hammer hits to the fender wells to make room for the Hemi's installation. The rear wheel well arches were also modified in the same manner the shock towers were modified up front. Features included a fiberglass nose, fenders and hood, lightened bumpers, no side view mirrors, radio and heater delete, no soundproofing in the floor and firewall, no back seat, a trunk-mounted battery, acid dipped doors, belt straps for window cranks, Lexan windows, and Dodge A100 van seats mounted on drilled seat rails for decreased weight. These Darts rode on 7 x 14" steel wheels and came in two shades of gray primer with the nose a darker shade than the rest of the body. When shipped to a dealership, a Hemi Dart had a disclaimer on the window stating "Warning: this Super Stock vehicle is to be shipped on the bottom level only of all rail and truck transportation"; this was to ensure that the Hemi's low-hanging oil pan would not get damaged and keep the fiberglass nose from being damaged on any low-hanging obstacles. The Plymouth version was the Hurst Hemi Barracuda.

These cars would successfully cover the quarter mile with elapsed times in the ten second range. According to Chrysler staff engineer Larry Shepard, the majority of these Darts were Hemi powered, all though a small pilot run of fifty 440-powered Darts were also built in 1968. "In 1969," said Shepard, "we built over 600 440-powered Darts-basically the same as the 383 GTS, except for the engine."

Car Of The Day: July 28, 2011

Today's car of the day is Racing Champions Street Wheels' 1969 AMC AMX.

The AMC AMX is a two-seat GT in style and approach sports car that was produced by American Motors Corporation for the 1968 through 1970 model years. The AMX was also classified as a muscle car, but "unique among other American cars at the time due its short wheelbase". The AMX was also the only American-built steel-bodied two-seater of its time, with the 1955-1957 Ford Thunderbirds being the last ones. To a degree, the AMX was a competitor with America's only other two-seater of the era, the Chevrolet Corvette for substantially less money. With a one-inch (2.5 cm) shorter wheelbase than the Chevrolet's 2-seater, "the AMX was often seen by the press as a Corvette competitor."

Fitted with the optional high-compression medium block 390 cu in (6.4 L) AMC V8, the AMX offered top-notch performance at an affordable price. In spite of this value and enthusiastic initial reception by automotive media and enthusiasts, sales never thrived. However, the automaker's larger objectives to refocus AMC's image on performance and to bring younger customers into its dealer showrooms was achieved. After three model years, the two-seat version was discontinued, and the AMX's now signature badging was transferred to a high-performance version of its 4-seat sibling, the Javelin, from 1971-1974.

American Motors capitalized the respected reputation of the original AMXs by reviving the model designation for performance equipped versions of the Hornet in 1977, Concord in 1978, and Spirit in 1979 and 1980.

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

This is a car that retailed for approximately $.50 when new.  Street Wheels was a budget line from Racing Champions, and many were the same cars (but not the same castings) that had previously been in the Mint line.  Towards the end of the Street Wheels era, they came out with a set of rally cars that I saw posted on Tales Of Toy Cars.  Like so many cars I saw on Doug's site back in the day, these never materialized locally.  I've never seen them offered for sale anywhere and I had given up hope of ever finding any of them.  And then while at one of the antique stores in Dyersville, Iowa a few weeks (while in town for Lightning Fest) I found some of them.  Only a very small selection but it included some of the cars I wanted most, so I was happy.  The rally Pacer from this line is still positioned highly on my want list, but for now just having found four of them makes me happy.

The AMX name originates from the "American Motors eXperimental" code used on a concept vehicle and then on two prototypes shown on the company's "Project IV" automobile show tour in 1966. One was a fiberglass two-seat "AMX", and the other was a four-seat "AMX II". Both of these radically styled offerings reflected the company's strategy to shed its "economy car" image and appeal to a more youthful, performance-oriented market.

The original AMX full-scale models were developed in 1965 by AMC's advanced styling studios under the direction of Charles Mashigan. The two-seat AMX was "big hit on the auto show circuit in 1966" and featured a rumble seat that opened out from the rear decklid for extra passengers called a "Ramble" seat. AMC executives saw the opportunity to change the consumers' perception of the automaker from Romney's economy car image, to the realities of the new marketplace interested in sporty, performance oriented vehicles. Robert B. Evans requested a car like the AMX to be put into production quickly.

Two simultaneous development programs emerged for a production car: (1) a modified Javelin and (2) a completely new car bodied in fiberglass. The first approach was selected allowing AMC to use its existing technology and unibody manufacturing expertise to make fairly inexpensive modifications to the Javelin approximating the prototype's styling and proportions. The automaker did not want develop plastic bodies that are intended for low-production models. The first fully operational unit debuted as part of AMC's AMX project in 1966. The "once-frumpy" automaker jumped on the "pony car bandwagon" with its "attractive Javelin" and soon introduced the "unique" AMX featuring a design where "hoods didn't come any longer, nor decks any shorter".

Vic Raviolo, previously responsible for the Lincolns that raced in the Carrera Panamericana during the 1950s was involved with engineering AMC's new sports-car-type coupe. The AMX was the first steel-bodied, two-seat American performance car since the 1957 Thunderbird, Ford's original two-seater having long since evolved into a four-seat personal luxury car. With a short 97 in (2,464 mm) wheelbase, the AMX's direct competition was the one-inch longer (98 inches (2,489 mm) Chevrolet Corvette. The AMX's manufacturer's suggested retail price (MSRP) was US$3,245 (US$20,485 in 2011 dollars), nearly 25% below and over $1,000 less than the Corvette's price tag.

The AMX was introduced to the press at the Daytona International Speedway on 15 February 1968, just over four months after the Javelin went on sale. In the demonstrations on the race track, the new AMXs ran at speeds up to 130 mph (209 km/h). American Motors' Group Vice President, Vic Raviolo, described the AMX as "the Walter Mitty Ferrari." The AMX was designed to "appeal to both muscle car and sports car enthusiasts, two camps that rarely acknowledged each other's existences." The problem was the "tire-melting" acceleration of the 2-seater made it "a quick car that handled like a sports car, confusing the buying public." Automotive journalist Tom McCahill summed up, "the AMX is the hottest thing to ever come out of Wisconsin and ... you can whip through corners and real hard bends better than with many out-and-out sports cars."

Car Of The Day: July 27, 2011

Today's car of the day is Yat Ming's 1990 Toyota Celica.

The Toyota Celica name has been applied to a series of coupes made by the Japanese company Toyota. The name is ultimately derived from the Latin word coelica meaning "heavenly" or "celestial".

Throughout its life span the Celica has been powered by various four cylinder engines. The most significant change occurred in August 1985, when the car's drive layout was changed from rear wheel drive to front wheel drive. During the first three generations, American market Celicas were powered by various versions of Toyota's R series engines. The four-wheel drive turbocharged model (designated All-trac in the United States or GT-Four elsewhere) was produced from 1986 to 1999. Variable Valve Timing came in late 1997 Japanese models, and became standard in all models from 2000 on. Through seven generations, the model has gone through many revisions and design forks, including the Toyota Celica Supra (later known as the Toyota Supra). The Celica was available as notchback and liftback coupes, as well as a convertible.

For more information and pictures of the real car please visit: Toyota Celica

This casting dates to when the real car was still in showrooms.  I think we need to reflect on that for a moment- how many generations of Celicas have there been since this one?  And just how long has the real Celica been discontinued?  And yet this Yat Ming soldiers on year after year.  It looks good in plain red with no ugly tampos, but the tooling itself has seen better days.  The rear quarter panels look like this car has seen time on a local short track and been "repaired" one too many times (with a sledgehammer).  This example came from a ten pack at a Meijer's in Indiana on my way back from Lightning Fest.  $5.00 got ten cars and a playmat, so it's hard to really criticize a car that retails for under $.50 when Hot Wheels and Matchbox both have now broken the $1.00 barrier, probably for good.  The big surprise in this ten pack was discovering the Nissan 240SX has been modified into a generic with odd looking headlights and taillights.

The fifth generation Celica was introduced in September 1989 for the 1990 model year. The Celica received new Super Round organic styling, upgraded wheels and tires, and a more powerful GT-Four (US: All-Trac). Toyota engineers claimed that the round styling and lack of straight edges increased strength without adding weight. The styling was later copied by other manufacturers. Japanese domestic market (JDM) models were now S-R, Z-R, GT-R, Active Sports (with active suspension), and GT-Four. The S-R and Z-R were powered by a 3S-FE engine, while the GT-R and Active Sports came with a 3S-GE. The 3S-GTE in the GT-Four features an air-to-air intercooler and CT26 twin entry turbo to eliminate exhaust gas interference. The JDM GT-Four has 165 kW (221 hp) and 304 N·m (224 lb·ft) of torque, a result of more aggressive ignition advance and ceramic turbine. The Full-time 4WD system in the GT-Four has viscous coupling limited slip center differential and Torsen rear differential. Eddie Murphy made television commercials in Japan for the fifth-generation Celica, promoting the styling and the Super Live Sound System.
The North American Celica had fixed door mirrors and amber front corner lights. All other models had folding mirrors and clear corner lights. Driver's side SRS Airbag is standard on all US models. The base model ST has 1.6 L 4A-FE, the GT and GT-S were powered by the 2.2 L 5S-FE. The 1.6L was similar to the one used in the Corolla. The GT-S was rated 5 hp (4 kW) more than the GT at 135 bhp (101 kW; 137 PS). The 2.2 L was designed for more low-end torque, which appealled to U.S buyers' preferences as opposed to the high revving engines of the past. This engine was similar to the Camry's engine except for the balance shafts. The All-Trac Turbo was available with the improved 2.0 L 3S-GTE engine. It was rated at 200 bhp (149 kW; 203 PS) and 200 lb·ft (271 N·m) torque; an increase of 10 each from the previous model. The GT-S and all export market GT-Four are wide-body Liftbacks with flared fenders. The JDM GT-Four was also offered as normal body.

Trim levels for the European Celica were 1.6 ST-i, 2.0 GT-i 16, and GT-Four. The 2.0 GT-i 16 Cabriolet was offered only in certain European countries. Only the 2.0 GT-i 16 Liftback and GT-Four were officially sold in the UK. For 1992, the wide body 2.0 GT-i 16 was offered in the Netherlands and Belgium. This is basically a GT-S with 3S-GE engine.

Models for Australia were SX Coupe, SX Liftback, GT-Four, and also 150 units limited edition GT-Four Group A Rallye. The Australian cars are less luxurious than JDM and North American models. Initially, the GT-Four did not come with ABS and fog lamps, which became standard few months after the introduction. In 1993, the Limited Edition WRC Trophy model was offered in Australia. This is basically the SX with sport front seats from the GT-Four, cruise control, rear window shade / spoiler, and special decals.
In August 1990, the wide body GT-Four A and Convertible were added into the Japanese Celica line up. Super Live Sound System with 10 speakers became standard on the GT-Four A and optional in other models except the S-R. The 20th Anniversary GT-R came in December 1990 to celebrate 20 years of Celica production. The Celica Convertible was built by American Sunroof Corporation (ASC) in California. It was offered as GT in US with 5S-FE engine, or as Type G in Japan, and 2.0 GT-i 16 Cabriolet in Europe with 3S-GE engine. The JDM Convertible also has 4WS. The European Celica Cabriolet retained the old style front bumper for 1992, and received the facelift in 1993.

There are three different gearboxes for ST185 GT-Four. The E150F gearbox with 4.285 final gear ratio was installed in the JDM and All-trac. European and Australian models, as well as the RC/Carlos Sainz/Group A models, come with the E151F gearbox with 3.933 ratio. The JDM only GT-Four Rally, a limited edition lightweight rally version sold only in Japan (not to be confused with the Australian GT-Four Grp A Rallye model), has the E152F gearbox with close ratio on the 1st through 4th gear and 4.285 final ratio. It also comes with steel wheels and without air conditioning, power windows, or a power antenna. The early model is based on the normal body, and the facelift model is wide body with round fog lights. Also sold in Japan only was the GT-Four V. This is an economy version of normal body without alloy wheels, leather, or System 10, but still comes with fog lights, power windows, and optional sunroof. This was not sold in Australia.

Anti-lock brakes (ABS) were available on the GT-S all four years and was available on the GT from 1992 to 1993. ABS, Leather interior, Sunroof, and System 10 Premium Sound System are optional on the GT-S and '90–'92 All-Trac, and standard on '93 All-Trac. With its sport-style interior, power-operated driver's seat, auto tilt-away steering wheel, and cruise control as standard equipment, the All-Trac (known as the GT-Four outside of the US) was the most expensive Celica yet. With a 2.0 L turbocharged 3S-GTE producing 149 kW (200 hp), it was the most powerful Celica ever sold in the USA.

Car Of The Day: July 26, 2011

Today's car of the day is Johnny Lightning's 1992 Cadillac Allanté.

The Allanté was Cadillac's first venture into the ultra-luxury roadster market. The vehicle was sold from 1987 until 1993, with roughly 21,000 models built over its 7-year production run. The Allanté's production was planned at 6,000 units per year; sales figures, however, show that Cadillac only built about half as many.

For more information and pictures of the real car please visit: Cadillac Allanté

This casting had a grand total of one release that wasn't wearing the "Official Pace Car" graphics seen on this example.  While only one color (burgundy) was accurate to the real pace car, JL put out a rainbow of colors all with the pace car graphics.

Originally designed under the code name "Callisto", the Allanté was intended to restore Cadillac to its position as a premium luxury automobile builder. Allanté's direct competitor was the very successful Mercedes-Benz SL, and to a smaller degree, the Jaguar XJS. Allanté's 4.1 liter V8 was shared with other Cadillacs across the line, but when specified to the Allanté, several changes were made. Unlike Buick's Reatta, which shared powertrain and underpinnings from the Riviera and the Oldsmobile Toronado, Cadillac borrowed very little from the Eldorado and Seville for Allanté.

The body of the Allanté was designed and built in Italy by Pininfarina (of Ferrari fame). The completed bodies were shipped 3,300 miles (5,300 km) from Italy in specially equipped Boeing 747s, 56 at a time, to Cadillac's Detroit/Hamtramck Assembly plant. The bodies were then mated to the chassis. This led to a few interesting nicknames, such as "The Flying Italian Cadillac" and "The world's longest assembly line."
The car's front-wheel drive (FWD) powertrain was unique in its class, and brought the car in for serious criticism. FWD is rare among high-priced sports and touring cars, as the configuration's frequent tendency toward understeer under heavy cornering, torque steer under heavy acceleration, and a poor front-rear weight balance is not desirable. The Mercedes 560SL — along with the rest of the Allanté's competitors — was rear-wheel drive. Many car magazines and auto enthusiasts argued that no sports car, let alone one at the Allanté's price, should have been FWD. Early reviews cited Pininfarina and not Cadillac as the source of this decision, saying they felt it would make the car more versatile. Additionally, poor power-to-weight ratio in the early years also made the car perform sedately. This led the target market to conclude that by offering an underpowered car for US$54,700 (far costlier than contemporary Cadillac models) with no engine upgrade option, Cadillac was not serious in competing in the performance roadster market. This initial impression gave the Allanté an image ("all show, no go") from which it was never able to recover.

Taxi Of The Day: July 25, 2011

Today's car of the day is Matchbox's 2010 Ford Transit Connect.

The Ford Transit Connect is a compact panel van developed by Ford Europe and designed by Peter Horbury, introduced in 2002 to replace the older Ford Escort and Fiesta-based Courier van ranges, which had ceased production in the same year.

The Ford Tourneo Connect, a leisure activity vehicle, is a Transit Connect with side windows and rear seats. All North American Transit Connects destined for the USA are imported as passenger vehicles to circumvent the 25% "Chicken Tax" on imported light trucks.

The Transit Connect employs the front-wheel drive Ford C170 platform of the original international Ford Focus—the same platform currently used with the North American Ford Focus. Other than the name, it shares few components with the Transit. The Connect is manufactured by Otosan in an all new production plant at Gölcük, near Kocaeli, Turkey, and since September 2009 in Romania by Automobile Craiova.
The Ford Transit Connect was awarded "Van of the Year 2004" by Professional Van and Light Truck Magazine. In its first year on the North American market, the Transit Connect was awarded "North American Truck of the Year 2010" at the North American International Auto Show (NAIAS).

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

Here's a nice model from Matchbox in a tasteful color scheme.  Something that will likely be a thing of the past with Matchbox's new focus on ugly graphics and bright colors.  Since Ford will be selling a civilian version here I hope we get a plain (non-taxi) version eventually.

Since mid-2009, the Transit Connect has been imported to the United States and Canada. It was first shown in the United States at the 2008 Chicago Auto Show and the 2010 production model was introduced at the following year's show on February 11, 2009. The introduction of the North American variant coincided with a mid-cycle facelift which includes a restyled front grille, a deeper front bumper and a new dashboard featuring the switchgear and instrument pod from the C307 Focus.

Initially, only the long-wheelbase version of the van, outfitted with a 2.0L four-cylinder petrol engine and 4 speed automatic transmission, was offered in North America; elsewhere, the 1.8L diesel engine and 5 speed manual transmission was the only available powertrain. An electric version is to follow about a year after launch, converted by Azure Dynamics Corporation at a U.S. facility.

To build up interest and awareness in North America, Transit Connects specifically equipped as "mobile showrooms" were taken to industrial parks and other appropriate venues in 13 U.S. urban areas in May 2009, with the goal of offering 3,000 test drives to small business owners.

Starting in 2011, Ford will offer a Transit Connect XLT Premium Wagon in the USA and Canada, a more stylish and personal version of the utilitarian van. It will include seating for five, rear windows that pop open for ventalation, BLIS blind spot awareness, rear view camera, larger alloy wheels, body-color grille, and front fog lamps. The Transit Connect Wagon will be the first Ford minivan since the 2007 discontinuation of the Freestar; however, it is closer in size to the standard length Ford Aerostar sold from 1986 to 1997.

Car Of The Day: July 24, 2011

Today's car of the day is Kyosho's 1984 Honda CR-X.

The Honda CR-X, originally launched as the Honda Ballade Sports CR-X in Japan, was a front-wheel-drive sports compact car manufactured by Honda. The first generation CR-X was sold in some regions outside Japan as the Honda Civic CR-X.

In the US-spec, the CR-X was marketed as an economy sport hatchback, having room for just two passengers. EU-spec, however, received a more powerful ZC 130 hp (97 kW) engine and 2+2 seats. Redesigned in 1988 and produced to 1991, the CR-X was popular for its performance, nimble handling, and good fuel economy. In the US its performance model, the Si (with the SOHC (D16A6) not the equally-sized JDM Si 1590cc (ZC) DOHC engine), was a favorite. Honda's 1992 CRX del Sol was marketed as a CR-X in some markets.

The original 1.3 liter car (chassis code AE532) and the later 1.5 liter American-market CR-X HF (High Fuel economy) model (chassis codes EC1 and AF) could reliably achieve very good gas mileage, more than a decade before gas-electric hybrids appeared on the market, and at no price premium over the base model; the 1.5 liter is rated by the U.S. Environmental Protection Agencyý (EPA) (under the new rating system) at 41 miles per U.S. gallon (5.7 l/100 km; 49 mpg-imp) city and 50 miles per U.S. gallon (4.7 l/100 km; 60 mpg-imp) highway. The Japanese Si and European 1.6i-16 models came with a 1590 cc DOHC engine putting out 135 bhp (101 kW; 137 PS) in the UK-spec model and 140 bhp (104 kW; 142 PS) in the JDM model. Though similar versions of the same engine, the Japanese Si engine was stamped ZC, whilst the European engine was stamped D16A9.

The chassis was significantly changed in 1987 from its original torsion bar front and semi-independent rear, to fully independent wishbones all around in line with its sister Civic/Ballade models. Outside of North America, this generation 2 CR-X was available with a 1495 cc sohc or an updated version of the 1590 cc DOHC ZC engine. Many of these were fitted with fuel injection as standard.

In September 1989 Honda also added the 1595 cc B16A VTEC engine to the lineup outside of America. The VTEC engine used Variable Valve Timing to provide increased power in the high rev range, while still allowing low fuel consumption and better idling at low RPMs. The B16A produced 150 bhp (112 kW; 152 PS) in the European 1.6i-VT model (where the engine bore the designation B16A1) and 157 bhp (117 kW; 159 PS) in the JDM SiR model. The CR-X was the second car to receive a VTEC engine, shortly after the Integra, although the CR-X was more popular and common.

The VTEC-equipped models also received a makeover, with updated bumpers, lights, bonnet/hood, brakes, suspension and dashboard design amongst other things. Additionally, some of these design changes were added to the concurrent non-VTEC models.

One of the options for the Japanese Domestic Market (JDM) CR-X was a glass roof, a fixed glass panel which stretched from the top of the windshield to the top of the hatch opening. Relatively common in Japan, these are sought-after models in other markets.

Second-generation CR-Xs in the US could choose between three different trim levels: The standard (unlabeled, sometimes called the "DX") with the 16-valve 1495 cc "D15B2" engine and Dual-Point Fuel Injection (DPFI), the HF ("High Fuel efficiency") model with the 8-valve 1495 cc "D15B6" engine and Multi-Point Fuel Injection (MPFI), or the Si ("Sports injected") model with the 16-valve 1590 cc "D16A6" engine and MPFI. "DX" models were available with an automatic transmission, all others had five-speed manuals. The Si models all came with a power sliding moonroof.

In 1992, Honda replaced the CR-X with a new, Targa topped, Civic-based model called the Honda Civic del Sol, otherwise known as simply the Honda del Sol. The del Sol was also badged as the CR-X del Sol in some markets, and known as simply the CR-X in others. It is because of this that the del Sol is generally considered the "3rd Generation CR-X" among enthusiasts, although it was arguably a very different car and Honda had seemingly quite different design goals when they built it. In the United States, the del Sol came in three trim lines: S (VXi in Japan, later VGi), Si (ESi in Europe), and VTEC (SiR in Japan and VTi in Europe) ; the 1994-1997 models featured a 160 hp (120 kW) DOHC VTEC-engine. Production of the del Sol ended in 1997, and thus, the CR-X line was retired.

Articles on the CR-X have compared its appearance to that of the Honda Insight.

Previous rumours of a CR-X comeback involved the Honda REMIX concept, which was presented at a Los Angeles International Auto Show. Designer Ben Davidson denies that any design elements were taken from the CR-X and Honda also claims there are no production plans for the REMIX; it was simply a design exercise.

For more information and pictures of the real car please visit: Honda CR-X

Here's an example from one of the latest Kyosho releases.  As always, Kyosho's attention to detail is second to none.

The CR-X was Motor Trend's Import Car of the Millenium for 1990. It also made Car and Driver magazine's Ten Best list for 1985. The redesigned CR-X was on Car and Driver magazine's Ten Best list for 1988. The CR-X Si was Motor Trend's Import Car of the Year for 1988. The 1988 CR-X Si was named one of Road & Track's 10 Best Cars of All Time.

Car Of The Day: July 23, 2011

Today's car of the day is from Firehawk73's collection and is GreenLight Motor World's 1955 Porsche 356A Speedster.

The Porsche 356 was the company's first production automobile. It was a lightweight and nimble handling rear-engine rear-wheel-drive 2 door sports car available in hardtop coupe and open configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity. Production started in 1948 at Gmünd, Austria where approximately 50 cars were built. In 1950 the factory relocated to Zuffenhausen, Germany and general production of the 356 continued until April 1965, well after the replacement model 911 made its autumn 1963 debut. It is estimated approximately half of the total production of 76,000 356s still survive.

For more information and pictures of the real car please visit: Porsche 356A

The Motor World series is entirely comprised of High Speed castings, and this is no exception.  It's a great looking car- both the 1/1 and the replica seen here!

Prior to World War II Porsche designed and built three Type 64 cars for a 1939 Berlin to Rome race that was cancelled. In 1948 the mid-engine, tubular chassis 356 prototype called "No. 1" was completed. This led to some debate as to the "first" Porsche automobile, but the 356 is considered by Porsche to be its first production model.

The 356 was created by Ferdinand "Ferry" Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the company). Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilizing unitized pan and body construction. While the 356's body was an original design by Porsche employee Erwin Komenda, its mechanicals (including engine, suspension and chassis) were derived from the Volkswagen. The first 356 was road certified in Austria on June 8, 1948, and used many Volkswagen parts for manufacturing economy. Quickly though, Porsche re-engineered and refined the car with a focus on performance. By the late '50s much fewer parts were shared between Volkswagen and Porsche. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied.

Little noticed at its inception, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. It was common for owners to race the car as well as drive it on the street. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced.

The basic design of the 356 remained the same throughout its lifespan, with evolutionary, functional improvements rather than annual superficial styling changes. Nevertheless a variety of models in both coupe and convertible forms were produced from 1948 through 1965.

Cabriolet models (convertibles) were offered from the start, and in the early 1950s sometimes comprised over 50% of total production. One of the most desirable collector models is the 356 "Speedster", introduced in late 1954 after Max Hoffman, the sole US importer of Porsches, advised the company that a lower-cost, somewhat spartan open-top version could sell well in the American market. With its low, raked windscreen (which could be removed for weekend racing), bucket seats and minimal folding top, the Speedster was an instant hit, especially in Southern California. Production of the Speedster peaked at 1,171 cars in 1957 and then started to decline. It was replaced in late 1958 by the "Convertible D" model. It featured a taller, more practical windshield, [allowing improved headroom with the top erected], roll-up glass side-windows and more comfortable seats. The following year the 356B "Roadster" convertible replaced the D model but the sports car market's love affair with top-down motoring was fading; soft-top 356 model sales declined significantly in the early 60s. Today these early four-cylinder models are highly coveted by collectors and enthusiasts worldwide.

To distinguish among the major revisions of the model, 356's are generally classified into a few major groups. 356 coupes and "cabriolets" (soft-top) built through 1954 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1954) windscreens. In 1955, with numerous small but significant changes, the 356A was introduced. Its internal factory designation, "Type 1," gave rise to its nickname "T1" among enthusiasts. In early 1957 a second revision of the 356A was produced, known as Type 2 (or T2). In late 1959 more significant styling and technical refinements gave rise to the 356B (a T5 body type).

The mid 1962 356B model was changed to the T6 body type (twin engine lid grilles, an external fuel filler in the right front wing/fender and larger windows). A unique "Karmann Hardtop" or "Notchback" 356B model was produced in 1961 and 1962. The 1961 production run was essentially a cabriolet body with the optional steel cabriolet hardtop welded in place. The 1962 line (T6 production) was a very different design in that the new T6 notchback coupe body did not start life as a cabriolet, but with its own production design—In essence, part cabriolet rear end design, part T6 coupe windshield frame, unique hard top. Both years of these unique cars have taken the name “Karmann Notchback”.

The last revision of the 356 was the 356C introduced for the 1964 model year. It featured disc brakes all round, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp (71 kW) "SC." 356 production peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market (it was introduced slightly earlier in Europe). The company continued to sell the 356C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more 'civilized' 911. The last ten 356's (cabriolets) were assembled for the Dutch police force in March 1966 as 1965 models.

The 356's four-cylinder pushrod engine was later re-introduced in Porsche's "entry-level" 912 model, offered between 1965 and 1969 as response to customer complaints that the new 911 (at nearly twice the price of the 356) was too expensive. Although in some ways the 912 did reprise the 356's specifications, it would not be accurate to say the 912 was successor to the 356; when the decision was made to replace the 356, the 911 was the only car intended to carry the Porsche name forward. Rather the 912 was an afterthought intended to supply the lower-priced end of the market, which the expensive, complex but faster and heavier 911 could not do.