Truck of the Day:November 1, 2011

The truck for today is Racing Champions' 1965 Ford F-100.




The F-Series is a series of full-size pickup trucks from Ford Motor Company sold for over six decades. The most popular variant of the F-Series is the F-150. It was the best-selling vehicle in the United States for 24 years and has been the best-selling truck for 34 years,[1] though this does not include combined sales of GM pickup trucks.[2] In the tenth generation of the F-series, the F-250 and F-350 changed body style in 1998 and joined the Super Duty series.







The truck was completely redesigned for 1961 with a wider look; Ford also introduced a new style of truck. Unibody trucks, integrating the cab and the box, were produced from 1961 to 1963. From 1964 on, only the traditional separate cab and bed arrangement were available. Power was over 200 hp (150 kW) with the 1965 update of the powertrain. In 1965, the Twin I-Beam front suspension was introduced with coil springs.

1965 also marked the beginning of a completely different chassis; many parts from 1965-1979 interchange such as brakes and motor mounts. The 1965 and 1966 trucks have a "TWIN I-BEAM" emblem on the front fender. A 4-door crew cab version was also introduced in 1965, which would become a popular option. The Camper Special was built heavier for the slide in campers that were becoming increasingly popular during this time. Ford still offered a "Low GVWR" version of each model. In 1965, the Ranger name first appeared as a styling package for the F-Series pickup trucks. The interior featured bucket seats (from the Mustang) and a curtain over the gas tank.

In 1965, the 300-cubic inch (4.9 L) straight six was introduced (a larger version of the 240-cubic inch Six). It had 7 main bearings and timing gears (no chain or belt). The 300 six would remain in the F-Series lineup until the end of the 1996 model year.




Check out http://en.wikipedia.org/wiki/Ford_F-Series#Fourth_generation_.281961.E2.80.931966.29 to learn more on the '65 F-100.




Snowowl had posted some pics up of his RC collection of these old Ford trucks and I had been on the hunt ever since then. Low and behold Firehawk found this copy at his HWs Club and snagged it. We were making a deal on a partial sale and trade and I had to have this one. This would make an ideal model for the current JL lineup.

Car of the Day:October 31, 2011

The car for today is Johnny Lightning's 1970 AMC Rebel Machine.



The most recognizable muscle car version of the Rebel was named The Machine that in its most patriotic or flamboyant form was painted white with bold red, white, and blue reflective stripes following success of the 1969 SC/Rambler.

First proposed in June 1968, the car was to have been a 1969 Rebel coupe finished in black with authoritative black wheels and fat tires, without any stripes, scoops, or spoilers, but with an aggressive, street-fighting stance. The proposed model included "The Machine" decal on the rear (that made it into production), as well as a "fab gear" logo on the front fender.

However, an even earlier attempt at a Rebel-based muscle car was produced by the AMC's engineering team: a 1967 two-door built as a development "project" car for carburetion-testing purposes, as well as with "Group 19" high-performance options and the car was re-equipped with a modified 390 cu in (6.4 L) engine with an estimated 500 hp (373 kW; 507 PS) "capable of running in the 11-second bracket."[35] The car was considered a legal drag racing car, according to NHRA and AHRA rules and regulations in effect during those years and was painted in AMC's trademark red, white and blue color scheme, although the color breaks were not the same as on other AMC-backed or -developed race cars.

American Motors' high performance "halo" vehicle made its official debut October 25, 1969, in Dallas, Texas; the site of the National Hot Rod Association's World Championship Drag Race Finals. The Machine was developed from a collaboration between Hurst Performance and AMC, but unlike the compact SC/Rambler, there was no official connection between the two parties once production commenced.[32] The standard engine in The Machine was AMC's 390 cu in (6.4 L) V8 engine with 340 hp (254 kW; 345 PS) and 430 pound-feet (583 N·m) of torque @ 3600 rpm. It came with special heads, valve train, cam, as well as a redesigned intake and exhaust. This was the most powerful in any AMC vehicle while retaining features required for normal street operations, as well as components to assure outstanding performance characteristics without incurring high-unit cost penalties. The engine is fed by a 690-cfm Motorcraft 4-barrel carburetor, and pumped up a 10.0:1 compression requiring high-octane gasoline.






he Machine features a large ram-air intake hood scoop that was painted Electric Blue (code B6) with a large tachometer visible to the driver integrated into a raised fairing at the rear of the scoop. The heavy-duty suspension was augmented by station wagon springs in the rear giving the car a raked look. Standard were a Borg-Warner T-10 four-speed manual transmission with a Hurst floor shifter backed by either 3.54:1 or 3.91:1 rear axle gear ratios in the "Twin-Grip" differential, as well as power disc brakes, wide E60x15 Goodyear Polyglas white letter tires mounted on "Machine" mag-styled steel 15-inch (380 mm) x 7-inch (180 mm) wheels, and a black interior with bucket seats and a center armrest upholstered in red, white, and blue vinyl. Numerous other upgrades were standard to make each Machine a potent turnkey drag racer. In contrast to the lack of options on the SC/Rambler, Machine buyers could order numerous options.[38] Furthermore, American Motors dealers sold numerous performance parts over the counter, such as an incredibly steep 5.00:1 gearing "for hardcore drag-racer types."

American Motors stated in its marketing promotion that "The Machine is not that fast," the car was capable to "give many muscle cars from the big three (General Motors, Ford, and Chrysler) a run for their money". According to a retrospective Motor Trend magazine article, The Machine is the most strip-ready car of the group they tested. The Machine could spring from zero to 60 miles per hour in just 6.4 seconds, a creditable showing even today. The Machine's top speed was 127 mph (204 km/h).

The manufacturer's suggested retail price (MSRP) price was $3,475 (US$19,655 in 2011 dollars[29]). After the initial run of 1,000 units with its distinctive and easily recognizable identity, The Machine was available without the stripes in other colors with a blacked out hood. The rarest of all paint schemes for the Machine is Frost White with a flat-black hood (paint codes: 72A-8A), with only three made. Another unique version came in "Big Bad Green" with only one known factory documented original remaining. The original trim scheme became a $75 option. There were a total of 2,326 Rebel Machines built in 1970.[43] With the Machine "AMC had acquired a reputation for the ability to create eye-catching, high performance machines at a knock-down price.

According to the former editor of Motor Trend magazine, before BMW took "The Ultimate Driving Machine" moniker for itself, American Motors dubbed its high-performance model that could hold its head high in fast company simply "The Machine" and it deserves to be considered among the Greatest Cars of All Time.

The Machine was discontinued for 1971, replaced by the Matador, with an optional 330 hp (246 kW; 335 PS), 401 cu in (6.6 L) "Go Package."





Check out http://en.wikipedia.org/wiki/AMC_Rebel#1970 to learn more.



Scored this during Lightning Fest 2011. Cal had a bunch of cool JLs still on the card all for a dollar. The casting has faults such as the side windows which are shut. Proportions are not up to par perhaps in 2011 but considering the casting dates to 1998, it works.

Car Of The Day: October 30, 2011

Posted for craftymore.

The car for today is the 1970 Dodge Superbee by M2 Machines.

The  was a limited-production muscle car from Dodge, produced from 1968-1971. The Super Bee model was resurrected for the 2007, 2008 and 2009 model Dodge Charger Super Bee.

The original Super Bee was based on the Dodge Coronet. It was a two-door coupe model only and was produced from 1968 through 1970. It was the company's low-priced muscle car, cousin of the Plymouth Road Runner, and was priced at $3,027. The name "Super Bee" was derived from the "B" Body designation given Chrysler's midsized cars which included the Coronet (as well as the Roadrunner, Charger, etc.).

Plymouth Division had introduced the Road Runner first and the car sold well, prompting Dodge Division General Manager Robert McCurry to have the Dodge Styling office create a competitor. During that time, both divisions were competing to be the "Chrysler Performance Division". The designers were assigned the task of creating a name and identity for the Dodge version. Senior designer Harvey J. Winn won the "contest" with the name Super Bee and a new logo design around the Dodge "Scat Pack" Bee medallion. The first Super Bee was based on a 1968 Coronet convertible. The show car was built at Alexander Brothers Custom Shop under Winn's direction and was introduced at the 1968 Detroit Auto Show.
Although the two cars are very similar in external appearance, the Super Bee was slightly heavier (approx 65 lb (29 kg)) and rode on a 117-inch (3,000 mm) wheelbase compared to the Road Runner's 116 in (290 cm) wheelbase. In addition to the slight aesthetic external differences, such as larger rear wheel openings, the bumble bee tailstripe and fancier grille and taillight ornamentation, the Super Bee also used actual diecast chrome plated "Bee" medallions. These three-dimensional medallions were prominently mounted in a raised position in the grille/hood area and the trunklid/taillight area of the car throughout the first three years of production, and added a touch of class and panache.

The interior of the Super Bee borrowed the race car–inspired and more sophisticated gauge and speedometer dash cluster from the Dodge Charger while the four-speed manual cars received an actual Hurst Competition-Plus shifter with Hurst linkage, compared to the budget-minded Road Runner's less expensive Inland shifter and linkage. All these niceties added to the higher purchase price of the Super Bee compared to its Plymouth cousin, and ultimately affected its sales numbers over the years it was produced.

The Super Bee, like nearly all Chrysler muscle cars of that era, was available with the Hemi engine, however this option raised the price by 33% and only 125 were sold. The 1968 model only came as a two-door coupe, with two engine options, the base 335 hp (250 kW) 383 Magnum, and the 426 Hemi rated at 425 hp (317 kW).

The Super Bee included a heavy-duty suspension, an optional Mopar A-833 four-speed manual transmission, and high-performance tires. Outside, a stripe (with the bee logo) was wrapped around the tail.
A hardtop version joined the existing pillared coupe body for 1969, and a new optional twin-scooped air induction hood was now available and became known as the "Ramcharger". This particular option was coded N-96 and was the counterpart to the Plymouth Road Runner's "Coyote Duster" air induction hood. Of particular interest is that the Super Bee's "Ramcharger" hood featured forward-facing scoops which were far more efficient[citation needed] than the Road Runner's "twin vents" which merely lay flat on the hood, not forcing air in to the carburetor(s) as the Super Bee's did. Regardless of whether it was a Road Runner or Super Bee, the N-96 option commands immediate, extra respect whether it was at a stoplight or at the ever-present, modern day collector car auctions, as this option will drive up the selling price over a non N-96 equipped car.

A "six-pack" (three two-barrel carburetors) version of Dodge's 440 cubic inch engine was added to the offering list mid-year. This option fell half-way between the standard engine and the Hemi as a $463 option. The 1969 model year gave Chrysler customers several engines from which to choose — the base 383 hp (high performance), 440 Six Pack, and the 426 Hemi. The 440 Magnum (4bbl) was not an available option, and was reserved for the Coronet R/T.

For 1970, the Super Bee received a cosmetic redesign and was given a new front end that consisted of a twin-looped front bumper that Dodge Public Relations referred to as "bumble bee wings". Because of or in spite of this new look, sales plummeted for the year from 15,506 in 1970 to 5,054 in 1971 (another sales pressure was higher insurance rates on performance cars; the similar Plymouth Road Runner and Plymouth Duster both experienced similar sales issues). Ironically this particular design change is what makes it the most popular year of the Super Bee to own today. Despite the new looks, the engine choices and the "ramcharger" hood carried over from 1969, the 1970 cars from Dodge were chock-full of new and improved options. For example, a "C- stripe" variant of the bumble stripe was offered, in addition to new high-back bucket seats, steering column-mounted ignition and a "pistol-grip" Hurst shifter on four-speed models.

Check out Dodge Super Bee to learn more on the Super Bee.

M2 debuted this casting in the 1st release of Detroit Muscle back in 2009.  The opening features plus other added details make this one a standout.

Truck Of The Day: October 29, 2011

Today's car of the day is Matchbox's 1993 Ford F-150.

The F-Series is a series of full-size pickup trucks from Ford Motor Company sold for over six decades. The most popular variant of the F-Series is the F-150. It was the best-selling vehicle in the United States for 24 years and has been the best-selling truck for 34 years, though this does not include combined sales of GM pickup trucks. In the tenth generation of the F-series, the F-250 and F-350 changed body style in 1998 and joined the Super Duty series.

In Canada during the post-WWII era, smaller rural communities had access to either a Ford dealer or a Lincoln-Mercury-Meteor dealer, but not both; a Mercury-badged version was sold at Lincoln-Mercury-Meteor dealers there from 1946-1968. Other than the grilles, trim, and badging, these trucks were identical to their Ford counterparts.

For more information and pictures of the real car please visit: Ford F-150

I love this casting and I love this color scheme.  This one did not get nearly enough use in the Matchbox line.  Someone at Mattel likes Chevrolet- the Chevy pickup that debuted the same year as this Ford has been in the line ever since, but this Ford disappeared when Matchbox moved from New Jersey to California, never to be seen again.

The 1992 truck received a new aerodynamic-looking front end, a new dashboard, and the Flareside bed returned. The "Nite" package introduced in 1991 continued, but was dropped at the end of the 1992 model year.

The 1994 models brought several changes, including a driver's-side airbag, "CHMSL" third brake light, brake-shift interlock and CFC-free air conditioning. New options in 1994 included remote keyless entry with alarm, a compact disc player fitted into the regular stereo system, and a power driver's seat; an electrochromic inside rear view mirror was also offered in 1994 and 1995 as part of a luxury light package. Following the lead of the Explorer, an Eddie Bauer trim line — featuring plusher trim and increased standard features — was added for 1995.

Ford trailed rival General Motors in combined truck sales for much of the ninth generation, though sales steadily rose each year. 500,000 F-Series trucks were sold in 1992, but this rose to nearly 800,000 by 1996, and the Ford had overtaken the combined Chevrolet and GMC pickup sales for the first time in a decade.

Car Of The Day: October 28, 2011

Today's car of the day is Impy 1966 Lotus Europa.

The Lotus Europa was a two door mid-engined GT coupé built by Lotus Cars from 1966 to 1975. In 2006 Lotus began production of a totally new, Lotus Elise-derived design, a mid-engined GT coupé named Europa S.

The original Europa used Lotus founder Colin Chapman's minimalist steel backbone chassis that was first used in the Lotus Elan, while also relying on its fibreglass moulded body for structural strength. The Europa was based on a prototype built to compete for Henry Ford II's contract to build a Le Mans race car in the early 1960s.

The Europa was designed and built to be an embodiment of Chapman's oft-stated philosophy of automotive design: "Simplify, then add lightness."

The four-wheel independent suspension was typical of Chapman's thinking; the rear suspension consisted of two relatively large trailing arms, one lower locating link per side, and the axles were used as upper locating links; very similar to Formula racing car designs of that era. Aside from the doors, bonnet (hood), and boot (trunk), the body was moulded as a single unit of fibreglass.

The car's handling prompted automotive writers to describe the Europa as the nearest thing to a Formula car for the road.

In all, Lotus built about 9,300 Europas.

For more information and pictures of the real car please visit: Lotus Europa

"Simplify, then add lightness."  Lotus needs to get back to this philosphy.

The second generation Renault 5, often referred to as the Supercinq or Superfive, appeared in 1985. Although the bodyshell and chassis were completely new (the platform was based on that of the Renault 9/11), familiar 5 styling trademarks were retained; styling was the work of Marcello Gandini. The new body was wider and longer featuring 20 percent more glass area and more interior space, with a lower drag coefficient (0.35), as well as 57.4 mpg-US (4.10 L/100 km; 68.9 mpg-imp) at 55 miles per hour (89 km/h) in the economy models. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts.

The concept originated during 1963 with drawings by Ron Hickman, director of Lotus Engineering (Designer of the original Lotus Elan, as well as inventor of the Black and Decker Workmate), for a bid on the Ford GT40 project. That contract went to Lola Cars as Colin Chapman wanted to call the car a Lotus and Henry Ford II insisted it would be called Ford. Chapman chose to use Hickman's aerodynamic design (with a still respectable today drag coefficient of Cd 0.29) as the basis for the Europa production model; originally intended to succeed the ageless Lotus 7.

Panel Van Of The Day: October 27, 2011

Today's car of the day is Majorette's 1987 Renault Express.

The Renault 5 (also called the R5) is a supermini produced by the French automaker Renault in two generations between 1972 and 1996. It was sold in many markets, usually as the Renault 5 and in North America as Le Car, from 1976 to 1986. Nearly 5.5 million Renault 5s were built.

For more information and pictures of the real car please visit: Renault Express & Avis

In all the years I've had this model, I never knew until just now that it was based on the Renault 5.  This must be a very tiny van in real life.

The second generation Renault 5, often referred to as the Supercinq or Superfive, appeared in 1985. Although the bodyshell and chassis were completely new (the platform was based on that of the Renault 9/11), familiar 5 styling trademarks were retained; styling was the work of Marcello Gandini. The new body was wider and longer featuring 20 percent more glass area and more interior space, with a lower drag coefficient (0.35), as well as 57.4 mpg-US (4.10 L/100 km; 68.9 mpg-imp) at 55 miles per hour (89 km/h) in the economy models. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts.

The second-generation R5 also spawned a panel van version, known as the Renault Express. It was commercialized in some European countries as the Renault Extra (UK) or Renault Rapid (mainly German speaking countries). This car was intended to replace the R4 F6 panel van, production of which had ceased in 1986.

Avis Rent a Car System, LLC is a car rental company headquartered in Parsippany-Troy Hills Township, New Jersey, United States. Avis, Budget Rent a Car and Budget Truck Rental are all units of Avis Budget Group.

Avis Budget Group operates the Avis brand in North America, Latin America, the Caribbean, India, Australia and, New Zealand. Recently Avis has acquired Avis Europe plc which once was a separate corporation licensing the Avis brand. Avis is the second largest car rental agency in the world preceded by Hertz Corporation.

The company features General Motors (GM) vehicles such as Chevrolet and Cadillac, but also rents popular non-GM brands including Ford and Toyota.

Avis is a leading rental car provider to the commercial segment serving business travellers at major airports around the world, and to leisure travellers at off-airport locations. Many of the off-airport locations are franchised operations rather than company-owned and -operated, as is the case with most airport locations. Avis was the first car rental business to be located at an airport.

Car Of The Day: October 26, 2011

Today's car of the day is Realtoy's 1985 Lamborghini Countach.

The Lamborghini Countach is a mid-engined supercar that was produced by Italian automaker Lamborghini from 1974 to 1990. Its design both pioneered and popularized the wedge-shaped, sharply angled look popular in many high performance sports cars. The "cabin-forward" design concept, which pushes the passenger compartment forward in order to accommodate a larger engine, was also popularized by the Countach.

In 2004, American car magazine Sports Car International named this car number three on the list of Top Sports Cars of the 1970s, and it was listed as number ten on their list of Top Sports Cars of the 1980s.

For more information and pictures of the real car please visit: Lamborghini Countach

One of Realtoy's earlier offerings, this one still looks good.

The Countach was styled by Marcello Gandini of the Bertone design studio, the same designer and studio that designed the Miura. Gandini was then a young, inexperienced designer—not very experienced in the practical, ergonomic aspects of automobile design, but at the same time unhindered by them. He produced a quite striking design. The Countach shape was wide and low (42.1 inches), but not very long (only 163 inches). Its angular and wedge-shaped body was made almost entirely of flat, trapezoidal panels.

The doors, a Countach trademark, were scissor doors: hinged at the front with horizontal hinges, so that the doors lifted up and tilted forwards. The main reason is the car's tubular spaceframe chassis results in very high and wide door sills. It was also partly for style, and partly because the width of the car made conventional doors impossible to use in an even slightly confined space. Care needed to be taken, though, in opening the doors with a low roof overhead. The car's poor rear visibility and wide sills led to drivers adopting a method of reversing the car for parking by opening the door, sitting on the sill, and reversing while looking over the back of the car from outside.

The pure style of the prototype was progressively enhanced or cluttered (depending on one's point of view) by the evolution of the car to improve its performance, handling, tractability, and ability to meet mandated requirements. This began with the first production model, which included several vents which were found to be necessary to cool the engine adequately. These included the iconic NACA duct on the door and rear fender of each side of the car. The car design changes ended with a large engine vent directly behind the driver, reducing the rear view. Later additions, including fender flares, spoilers, carburetor covers, and bumpers, progressively changed the aesthetic values of the car.

The Countach's styling and visual impression caused it to become an icon of great design to almost everyone except automotive engineers. The superior performance characteristics of later Lamborghini models (such as the Diablo, or the Murciélago) appealed to performance car drivers and engineers, but they never had the originality or outrageousness that gave the Countach its distinction. The different impressions left by the various Lamborghini models have generated numerous debates and disagreements over what constitutes 'classic' or 'great' automotive design (elegant looks and style, vs. technical and engineering superiority).