Today's car of the day is Kidco's 1977 Dodge Monaco.

The Dodge Monaco was a full-size automobile built and sold by the Dodge division of the Chrysler Corporation between 1965 to 1978, and 1990 to 1992.

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

This is an interesting model from Kidco.  I've got a soft spot for the Dodge Monaco, and in the last few years we've seen the amount of small scale examples double with new additions from GreenLight, Johnny Lightning, Matchbox, and Charawheels.  What makes this Kidco interesting is it was the first licensed Dodge Monaco casting.  The Monaco debuted in 1965 and ended production in 1978.  In that timeframe the only small scale example was done in 1977 by Hot Wheels, and they altered it just enough to avoid licensing it (from the C-pillars back, the car has some Ford and Oldsmobile in it, but the rest of the car is unmistakably Monaco including the split grill and quad stacked headlights.  So this Kidco debuted in 1979- a year after the real car exited production.  That would be easier to understand if this were done as a tie-in with any of the television shows that were wrecking these cars by the dozen at the time (like "The Dukes Of Hazzard") but this was never offered as a Hollywood car.  Even more curious is that the casting is of a two door coupe, a bodystyle that would have seen very limited (if any) service as a police car.  It remains the only Monaco coupe in small scale to this day as the new examples are all of two cars- the 1974 sedan (thanks to the "Blues Brothers" & to a lesser extent "Hill Street Blues") and the 1977-8 sedan (thanks primarily to "The Dukes Of Hazzard" but it was also seen on "Hunter" & "The A-Team" among many others).  Sadly, no Monaco wagons exist in 1/64, and none of the 1965-73 models exist in small scale whatsoever.

The Dodge Monaco was originally intended to compete with the Pontiac Grand Prix model in what came to be known as the personal luxury market. Introduced on September 25, 1964, the 1965 Monaco was based on the Custom 880 two door hardtop coupe body. The Monaco received special badging, different taillight and grille treatment, and a sportier interior with a full-length center console, as well as a 383 cu in (6.28 L) 315 hp (235 kW) V8 engine as standard equipment. Larger, more powerful engines were also available as options.

Chrysler Canada Ltd. fielded a Dodge Monaco which was Dodge's version of the Plymouth Sport Fury in Canada. It was available in hardtop coupe or convertible body styles. However, Canadian Monacos were equipped with Plymouth dashboards in 1965 and 1966. Unlike the American Monaco, the Canadian Monaco could be had with the 318 cu in (5.21 L) V8 or even the slant six.

As a lingering result of the 1973-74 energy crisis, Chrysler decided to shift the Monaco nameplate to the mid-size B platform for 1977. The "new" 1977 mid-sized Monaco replaced the previous Coronet 4-door sedan, 4-door station wagon and Charger hardtop coupe. The Monaco Brougham replaced the previous Coronet Brougham 4-door sedan and Charger Sport hardtop coupe, while the Monaco Crestwood station wagon replaced the previous Coronet Crestwood. The Charger S.E., which at this point became the sole Charger still available, continued unchanged.

The "new" Monacos, for all of the marketing hype, were little-changed from the Coronets which had gone before. A revised front-end design with stacked rectangular quad headlamps gave the cars a resemblance to the contemporary Chevrolet Monte Carlo when viewed head-on. With Chrysler Corporation in dire financial straits during these years, there was little that could be done to give the cars a fresh look, so changes had to be minimal and as inexpensive as possible.

The 1977 and 1978 models can be seen as the police vehicles in the 1980-1985 seasons of The Dukes of Hazzard. Large numbers were bought and then suffered ignominious ends, destroyed in stunt crashes but due to the toughness of the design, were often repaired and reused repeatedly.

Car Of The Day: December 30, 2011

Today's car of the day is Road Champs' 1984 Porsche 928.

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

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

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

A nice Road Champs model.

By the late 1960s, Porsche had changed significantly as a company, and executives including owner Ferdinand Porsche were playing with the idea of adding a luxury touring car to the line-up. Managing Director Ernst Fuhrmann was also pressuring Ferdinand to approve development of the new model in light of concerns that the current flagship model at the time, the 911, was quickly reaching its maximum potential where it could soon no longer be improved upon. Slumping sales of the 911 seemed to confirm that the model was approaching the end of its economic life cycle. Fuhrmann envisioned the new range-topping model as being the best possible combination of a sports coupe and a luxury sedan, something well equipped and comfortable enough to be easily driven over long distances that also had the power, poise and handling prowess necessary to be driven like a sports car. This set it apart from the 911, which was a pure sports car.

Ordered by Ferry Porsche to come up with a production-feasible concept for his new model, Fuhrmann initiated a design study in 1971, eventually taking from the process the final specs for the 928. Several drivetrain layouts were considered during early development, including rear and mid-engined designs, but most were dismissed because of technical and/or legislative difficulties. Having the engine, transmission, catalytic converter(s) and exhaust all cramped into a small rear engine bay made emission and noise control more difficult, something Porsche was already facing problems with on the 911 and wanted to avoid. After deciding that the mid-engine layout didn't allow enough room in the passenger compartment, a front engine/rear wheel drive layout was chosen. Porsche also may have feared that the U.S. government would soon ban the sale of rear-engined cars in response to the consumer concern over safety problems with the rear-engined Chevrolet Corvair. The Corvair's alleged safety issues were famously detailed in the book Unsafe at Any Speed by consumer advocate Ralph Nader.

Porsche engineers wanted a large-displacement motor to power the 928, and prototype units were built with a 5.0 L V8 producing close to 300 hp (220 kW). Ferdinand Piëch wanted this car to use a 4.6 liter V10 with 88 mm bore spacing based upon Audi's five-cylinder engine. This five-cylinder is a derivative of the Volkswagen Golf EA827 engine, basically a four with another cylinder added. Several members of the Porsche board objected; their official objection was because they wanted Porsche AG to maintain some separation from Volkswagen. The possible reason was that they didn't want their crowning car to be powered by a variant of the lowly VW Golf engine. Interestingly, this same proposed engine [albeit with greater displacement] was eventually built and installed in a production sports car— the Lamborghini Gallardo. To this day, no Porsche has ever used an EA827-based engine. Until 2011 they used a version of the VW VR6 engine in the Cayenne [955], but that motor is not related to the EA827 design.

The first two running prototypes of Porsche's M28 V8 used one four-barrel carburetor, but this was just for initial testing. The cars were sold with the planned Bosch K-Jetronic fuel injection system. When increasing concern within the company over the pricing and availability of fuel during the oil crisis of the 1970s became an issue of contention, smaller engines were considered in the interest of fuel economy. A push began for the development of a 3.3 L 180 hp (130 kW) powerplant they had drawn up specs for, but company engineers balked at this suggestion. Both sides finally settled on a 4.5 L, SOHC 16-valve V8 producing 240 PS (180 kW; 240 hp) (219 hp (163 kW) in North America), which they considered to have an acceptable compromise of performance and fuel economy.

The finished car debuted at the 1977 Geneva Motor Show before going on sale later that year as a 1978 model. Although it won early acclaim for its comfort and power, sales were slow. Base prices were much higher than that of the previous rangetopping 911 model and the 928's front-engined, water-cooled design put off many Porsche purists.

Fuhrmann's replacement, Peter Schutz, decided that the models should be sold side by side, feeling that the 911 still had potential in the company's line-up. Legislation against rear-engined vehicles also did not materialize. Although the 928 developed an avid fan following, it never sold in the numbers Fuhrmann had originally predicted and was discontinued in 1995.

Car Of The Day: December 29, 2011

Today's car of the day is Zylmex's 1954 Chevrolet Panel Truck.

General Motors' first major redesign post-World War II, the Advance Design series was billed as a bigger, stronger, and sleeker design. First available on Saturday June 28, 1947, these trucks were sold with various minor changes over the years until March 25, 1955, when the Task Force Series trucks replaced the aging Advance Design model.

From 1947 until 1955, Chevrolet trucks were number one in sales in the United States.

While GMC used this front end, and to a slightly lesser extent the cab, on all of its trucks except for the Cab Overs, there are three main sizes of this truck. The half-, three-quarter-, and full ton capacities in short and long wheelbase.

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

This one was recently acquired from Pegers (thanks Dan!).  Bunkerjim posted his M*A*S*H set a few months back and I really liked it, and this was the piece I liked best out of the set.

1954 - Only year for significant design changes. Windshield now curved one-piece glass without center vertical dividing strip. Revised steering wheel. Revised dashboard. Cargo bed rails, previously angled, now horizontal. Tail lights round instead of rectangular. Grille changed from five horizontal slats to crossbar design commonly referred to as a "bull nose" grille, similar to modern Dodge truck grille. Engine now 235 in² straight-6. Serial number codes unchanged from 1953. Hydramatic automatic transmission is available for the first time as a paid for option.

Chevrolet trucks & panels of the 1950s are popular.  Johnny Lightning also did the 1954 Chevy panel, but the Zylmex here is superior in almost every way.

Car Of The Day: December 28, 2011

Today's car of the day is Maisto's 2009 Nissan 370Z.

The Nissan 370Z (known as the Fairlady Z in Japan) is a sports car manufactured by Nissan Motors. It was announced on October 29, 2008 and was first shown at an event in Los Angeles ahead of the 2008 Greater LA Auto Show, before being officially unveiled at the show itself. The 370Z is the sixth-generation of the Nissan Z-car line, succeeding the 350Z.

For more information and pictures of the real car please visit: Nissan 370Z

A fairly nice casting from Maisto.  Could stand to have an interior, but definitely a solid effort.

Almost every piece and component of the 370Z has been redesigned from the previous model (350Z). It is powered by the VQ37VHR 3.7 L (230 cu in) DOHC V6 with Variable Valve and Lift Control and produces 332 bhp (248 kW; 337 PS). Power delivery to the rear wheels comes through a new 7-speed automatic transmission with paddle shifters or 6-speed manual transmission which features the world's first synchronized down shift rev-matching system, SynchroRev Match. The SynchroRev Match system is only available with the sports package. The differential offered with the Sport Package is indicated to be a viscous limited slip differential.

Compared to the 350Z, the 370Z has a wheelbase 4 in (100 mm) shorter at 100.4 in (2,550 mm) and an overall length 2.7 in (69 mm) shorter at 167.1 in (4,240 mm). The overall width has been increased by 1.3 in (33 mm), the rear track by 2.2 in (56 mm), and overall height reduced by 0.3 in (7.6 mm). The smaller exterior dimensions and use of more lightweight materials help reduce weight. (Although it should be noted that a 2003-2005 base model 350Z is actually lighter in weight than the 370Z). The 370Z features a front aluminum subframe, aluminum-alloy engine cradle, aluminum door panels, an all-aluminum hood, and an aluminum hatch.

Front body torsion rigidity is improved by 10 percent with an extensively revised body structure which includes a new front suspension cradle to reduce front body lateral bending, new rear structural reinforcements, and an underbody "V-bar" to help reduce rear lateral bending. Additional enhancements include the use of a carbon fiber composite radiator housing and strengthening of the rear fender and hatch areas. Rear body torsion rigidity is improved by up to 22 percent and rear body vertical bending rigidity is improved by up to 30 percent. The new structure weighs slightly less than the 350Z.

The coefficient of drag is 0.30 and 0.29 with the Sport Package, figures identical to the 350Z. Nissan has also changed the clutch and brakes of the 350Z for the 370Z. The brakes have been changed from the more expensive Brembo racing brakes to Nissan branded brakes which are manufactured by Akebono.

The coupe version was introduced in 2009. This was the base-model offered in both manual and automatic transmission both using unleaded petrol. The engine is a 3.7-liter DOHC 24-valve V6 aluminum-alloy engine producing 332hp(@ 7,000 rpm) and 270 lb-ft (@ 5,200 rpm) of torque. Standard and optional equipment includes 19-inch wheels, Bluetooth, electric seats, limited slip differential, Bose sound system and subwoofer, heated seats, and climate control.

Car Of The Day: December 27, 2011

Today's car of the day is Tootsietoy's 1961 Jaguar E-Type.

The Jaguar E-Type (UK) or XK-E (US) is a British automobile, manufactured by Jaguar between 1961 and 1975. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. More than 70,000 E-Types were sold during its lifespan.

In March 2008, the Jaguar E-Type ranked first in the Daily Telegraph's list of the "100 most beautiful cars" of all time. In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.

For more information and pictures of the real car please visit: Jaguar E-Type

The Jaguar E-Type is one of the most-replicated cars in small scale.  Almost every major diecast manufacturer has done one (or more) at some point in their history.  Examples exist from Matchbox (both in the Lesney era when the real car was brand new and in the Mattel era where the car is a beloved classic), Hot Wheels, Majorette, Yat Ming, Corgi, Tootsietoy (seen here), Johnny Lightning, GreenLight (using a High Speed casting), Kyosho, and Summer are just some of the brands that have done little XKEs.

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8 litre six-cylinder Jaguar XK6 engine from the XK150S. The first 300 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8-litre engine was increased to 4.2 litres in October 1964.

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first vehicle manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass-covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear.

3.8-litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear ("Moss box"). 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. (this is an incorrect assumption, the S1 OTS, coupe and 2+2 had identical rake windshields). The roadster remained a strict two-seater.

Less widely known, right at the end of Series 1 production and prior to the transitional "Series 1½" referred to below, a very small number of Series 1 cars were produced with open headlights. Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968. The low number of these cars produced make them amongst the rarest of all production E Types.
Following the Series 1 there was a transitional series of cars built in 1967–1968, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

An open 3.8-litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0 to 60 mph (0 to 97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2,097 including taxes.

Car Of The Day: December 26, 2011

Today's car of the day is Jada's 2001 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

My love of Toyota Celicas and Supras is well-known.  This generation is one of my favorites as the styling reminds me of the 1982-85 models.  The previous generation Celica was too ugly for my tastes but this one fixed it nicely.  And then Toyota went and killed it off and replaced it with the stupid Scion tC.  This one arrived as a Christmas RAOK from James.  Thanks!

In late 1999, Toyota began production and sales of the seventh generation Celica. It closely resembled the XYR concept with the exception of the front bumper and rear spoiler. The 2000 model year Celica was an element of Toyota Project Genesis, an effort to bring younger buyers to the marque in the United States. Toyota took time to lighten the car and lower cost whenever possible. Power window and door lock controls were placed in the center console so only 1 set was necessary for both doors. Initial moonroofs were made of polymer plastic instead of the traditional glass.

The Celica came in two different models. The ZZT230 was powered by a relatively economical 1.8 L 4-cylinder 140 hp (104 kW) 1ZZ-FE engine and the ZZT231 powered by a higher-performance 1.8 L 4-cylinder 190 hp (142 kW) (in Europe and Japan) 2ZZ-GE version, co-developed with Yamaha, the latter featuring a two-step variable valve lift control in conjunction with its variable valve timing. In 2004, CNNMoney.com rated the Celica as one of the best cars to purchase for gas mileage.

Exporting of the Celica ceased in July 2005. However until mid-May, customers could still order one, although it was advised they took action before that time ended. Outside of Japan, the Celica received a small restyling with new bumpers and headlamps, continuing its sales.

The last Celica was rolled off production line on April 21, 2006. In its last year, the Celica was only officially sold in Japan.

In the US and Canada, two models were offered; the base model GT and the sportier GT-S. All models are in liftback only body shape. In the interest of light weight, optional sunroofs were polymer plastics instead of glass. In later models, the sunroofs were made of glass, probably for cost reasons. All models featured dual front airbags, daytime running lights (DRL) with auto-on parking and headlights, and 4 cup holders; two in the front and two in the rear. Rear seats were contoured for only 2 passengers and can split down 50/50 to increase cargo capacity. Two-speed front wipers had variable intermittent adjustment. The rear wiper had a single speed and fixed intermittent speed. Windshield and rear window washers were also standard. Options include ABS, rear spoiler, fog lights, HID low beam headlights, upgraded JBL stereo system, 6-disc CD changer, leather seat surfaces, side-impact airbags, floor mats, vehicle intrusion protection (VIP) alarms with door lock/unlock feature, cargo net, and hatchback cargo cover. The Celica had a center-mounted stack for the windows and locks to make it cheaper for young buyers.

The GT was powered by the 1ZZ-FE rated at 140 bhp (104 kW; 142 PS) at 6400 rpm and 125 lb·ft (169 N·m) of torque at 4200 rpm. It uses Toyota’s VVT-i (Variable Valve Timing with intelligence) system which modulated the intake cam phase angle to increase torque and horsepower throughout the rev range. This is a similar engine used on the Matrix, Corolla, and MR2 Spyder. Buyers had the option of between a 4-speed automatic or 5-speed manual transmissions. The vehicles were shod with 195/60/15 tires with front disc brakes and rear drum brakes.

The GT-S was powered by the 2ZZ-GE engine rated at 180 bhp (134 kW; 182 PS) at 7600 rpm and 133 lb·ft (180 N·m) torque at 6800 rpm. The engine featured Toyota’s VVTL-i (Variable Valve Timing and Lift control with intelligence). A second stage valve lift control for intake was added to the variable intake cam phase timing. This is similar to Honda’s VTEC but was more advanced because of the variable phase timing that Honda had not yet released (i-VTEC). Variants of this engine were offered in the Matrix XRS, Corolla XRS and the Lotus Elise (with a Lotus ECU which added 10 bhp). Buyers had the option of a 4-speed automatic or 6-speed manual transmissions. The base tire size was 205/55/15 but the optional size offered was 205/50/16. The tire upgrade was merely US$42 so most GT-S models had the optional wheels and tires. All GT-S models had 4-wheel disc brakes and metal pedals. Manual transmission shifters and all steering wheels were upgraded to leather. Hatchback cargo covers were standard along with fog lights for models without the “Action Package.”

TRD USA offered performance upgrades such as lowering springs, dampers, anti-sway bars, brake disc pads, air filters, exhaust, short-shift kits (manual transmissions), and body kits. The exhaust offered an increase of 14 hp (10 kW), albeit mostly at higher RPM’s. A supercharger was also offered for the 1ZZ-FE engine however Toyota never marketed it directly for the Celica GT due to being too large to fit under the hood, The supercharger was available as an option for 2003-2004 Corolla and Matrix models. The most popular among buyers were the “Action Package” which offered a more pronounced front spoiler, rocker panels, a rear wing, and lower rear fascia extension. The revised front faring interfered with the mounting location for the standard factory fog lights, requiring them to be adjusted or removed when this option was added.

On the 2000, 2001, 2003 and 2004 GT-S models, the rev limiter is set to around 8200-8300 rpm (seems to differ vehicle-to-vehicle) while the 2002 and 2005 have it set to 7800 (left-hand drive markets only). This lower limiter on the 2002 and 2005 models reduces the available performance as the 2ZZ is primarily a high-revving engine, and it is more difficult for the driver to land in the 'lift' (aggressive cam) rev range on an upshift. This only affects the 6-speed manual transmission as the gearing is spaced to where shifting up at approximately 8,250 RPMs in any gear other than first gear will result in about 6,200 RPM after the shift, which is where "lift", or the aggressive cam, engages. This allows models without the limited RPM range to remain within the car's power band throughout the gears. First gear is excluded because the gearing ratio is much lower than 2nd gear. For 2003, minor updates were made to the car. The interior was mildly restyled, power antennae replaced the fixed one, the front and rear fascias were redone. In 2004, all models were fitted with a cabin air filter.

In July 2004, Toyota announced the Celica (as well as the MR2) would be discontinued in the United States at the end of the 2005 model year due to lack of sales. Celica sales hit 52,406 units in 2000, but dropped sharply to 14,856 in 2003. Just 8,710 Celicas were sold in 2004, and only 3,113 were sold in 2005. The sports coupe market, in general, was rapidly shrinking. The Subaru XT6, Nissan 240SX, Honda Prelude and Mazda RX-7 were already gone and the Acura RSX was soon to follow. In 2005, the Scion project released a spiritual successor for the North American market - the Scion tC.

Japanese models continued to carry SS-I and SS-II trim levels. The SS-I is powered by 1ZZ-FE engine, SS-II came with 2ZZ-GE engine. The SS-II also can be ordered with Super Strut Package with super strut suspension, rear strut bar, 16-inch alloys, metal pedals, and colored rocker panels. The SS-II has climate control AC with digital display. Options included the choice of the Elegant Sports Version with front lip spoiler and headlight covers, or the Mechanical Sports Version with full body kits. The JDM Celica was updated with minor changes in August 2002.

Toyota also released a limited-production version of the 7th generation called the TRD Sports M. This version was rated at 200 hp (149 kW) and featured a reinforced unibody and available TRD engine and suspension components. The Sports M was only sold in Japan.

Car Of The Day: December 25, 2011

Today's car of the day is Hot Wheels' 2003 Cadillac Sixteen.

The Cadillac Sixteen was a prototype of a stylish and high performance automobile first presented by Cadillac in 2003.

The vehicle was equipped with a 32-valve V16 concept engine displacing 13.6 liters (~830 cu. in) and was mated to a four-speed, electronically controlled, automatic transmission driving the rear wheels. The engine featured fuel-saving Active Fuel Management technology, much improved from its notorious ancestor, debuting in 2004 on some 2005 GM models. On the Sixteen, it would seamlessly shut down twelve cylinders in light driving, eight during strenuous driving, and only awaken the entire engine under full acceleration. With this type of system, the engine was capable of 20 mpg Imperial under normal conditions. The engine was said to produce 1,000 horsepower (750 kW) using no form of forced induction. The car itself weighs about 2,270 kilograms (5,000 lb).

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

This is 2011's custom Christmas RAOK from Ivantt (thanks Ivan!).  I've liked this concept car since it came out, and I have most of the regular releases of this one.  I don't know which is more a sign of what was wrong with the "old GM" (and by some accounts, is still wrong with the current GM also): the fact that they designed this car that would be almost impossible to produce profitably; or the fact that they didn't put it into production because this is exactly the kind of car that has been missing in the USA since the 1950s (it could be argued back to the 1930s).  The last American-made ultra luxury car I can think of was the Continental MK II.  Before that we have to go back to the Depression and the three P's (Packard, Pierce-Arrow, and Peerless).  Packard cheapened themselves to be more mainstream to survive the Depression (it worked) while the other two were gone before World War II started.  If Cadillac wants to seriously threaten the German luxury brands, they need to build something like this.  Sure, they need to keep building the cars they're making too, as those will sell much better and remain the company's bread& butter, but something like this acts as a halo model generating traffic into showrooms and perception of the brand as a whole.  They need to get people to start thinking "Sixteen" and less "Cimarron".

The car was conceptually related to the Cadillac V-16 of the 1930s. The actual design of the car was a combination of Cadillac's current "Art and Science" design theme and 1967 Cadillac Eldorado cues. Additional original design elements were provided by an in-house design competition led by GM Vice President Robert Lutz. The Sixteen has the Cadillac logo carved out of solid crystal on the steering wheel and a Bulgari clock on the dashboard.

Although the Sixteen fell short (narrowly, by some accounts) of production approval, its legacy is alive in Cadillac's future product planning. The subsequent generation of Cadillac products, particularly the revised CTS, have incorporated elements of the Sixteen's design. A scaled-down version of the car, referred to as the ULS (Ultra Luxury Sedan) or XLS, with a standard V8 and an optional V12, has been rumored for production since 2005, but was shelved in favor of the Cadillac XTS.

Car Of The Day: December 24, 2011

Today's car of the day is Matchbox's 1994 Dodge Viper.

The Dodge Viper is one of the first V10-powered cars in the world, made by the Dodge division of Chrysler. Production of the two seat sports car began at New Mack Assembly in 1991 and moved to its current home at Conner Avenue Assembly in October 1995. The car, and numerous variations, has made many appearances in TV shows, video games, movies, and music videos. Although Chrysler considered ending production because of financial problems, chief executive Sergio Marchionne announced and showed on September 14, 2010 a redesign of the Viper for 2012.

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

This is the 2011 PMCC Christmas banquet car.  The luncheon was held on December 3 at the Dutchway Family Restaurant in Myerstown, Pennsylvania.  Good friends, good food, and lots of diecast- I can't think of a better way to spend an afternoon!  The model was done by ColorComp and there were an almost equal number of yellow ones made also.

The Viper was conceived as a historical take on the classic American sports car. The iconic AC Cobra was a source of inspiration, and the final version of the Viper bears this out with its powerful engine, minimalist straightforward design, muscular and aggressive styling, and high performances. Some saw claims to kinship with the Cobra as a marketing exercise, ignoring that Carroll Shelby was heavily involved in the initial design of the Viper, and subsequent design of the Viper GTS coupe. Notably, the later (1996 through 2002) Viper GTS coupe took a few design cues from the Pete Brock designed Shelby Cobra Daytona Coupe. Though the proportions seem similar at first glance, the designs are quite unique. Carroll Shelby was key in the development of the RT/10 as well as having a hand in the development of the GTS (Viper Coupe) model.

The Viper was initially conceived in late 1988 at Chrysler's Advanced Design Studios. The following February, Chrysler president Bob Lutz suggested to Tom Gale at Chrysler Design that the company should consider producing a modern Cobra, and a clay model was presented to Lutz a few months later. Produced in sheet metal by Metalcrafters, the car appeared as a concept at the North American International Auto Show in 1989. Public reaction was so enthusiastic, that chief engineer Roy Sjoberg was directed to develop it as a standard production vehicle.

Sjoberg selected 85 engineers to be "Team Viper," with development beginning in March 1989. The team asked the then-Chrysler subsidiary Lamborghini to cast some prototype aluminum blocks based on Dodge's V10 truck engine for sports car use in May. The production body was completed in the fall, with a chassis prototype running in December. Though a V8 was first used in the test mule, the V10, which the production car was meant to use, was ready in February 1990.

Official approval from Chrysler chairman Lee Iacocca came in May 1990. One year later, Carroll Shelby piloted a pre-production car as the pace vehicle in the Indianapolis 500 race. In November 1991, the car was released to reviewers with first retail shipments beginning in January 1992.

The first prototype was tested in January 1989. It debuted in 1991 with two pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Japanese-built Stealth because of complaints from the United Auto Workers, and went on sale in January 1992 as the RT/10 Roadster.

The centerpiece of the car was its engine. It was based on the Chrysler LA design, which was a truck engine. The original configuration made it too heavy for sports car use, so Lamborghini, then owned by Chrysler Corporation, revamped Dodge's cast-iron block V10 for the Viper by recasting the block and head in aluminum alloy. Some within Chrysler felt the pushrod two-valve design, while adequate for the truck application, was unsuitable for a performance car and suggested a more comprehensive redesign which would have included four valves per cylinder. Chrysler, however, was uncertain about the Viper's production costs and sales potential and so declined to provide the budget for the modification.

The engine weighed 711 lb (323 kg) and produced 400 bhp (300 kW) at 4600 rpm and 465 lb·ft (630 N·m) at 3600 rpm, and thanks to the long-gearing allowed by the engine, provided fuel economy at a United States Environmental Protection Agency-rated 12 mpg-US (20 L/100 km; 14 mpg-imp) city and 20 mpg-US (12 L/100 km; 24 mpg-imp) highway. The body was a tubular steel frame with resin transfer molding (RTM) fiberglass panels. Some small bits of the suspension, (tie-rod ends and parts of the front wheel hubs) following the manufacturer's "engine first" mantra, were sourced from the Dodge Dakota pickup. It had a curb weight of 3,284 lb (1,490 kg) and lacked all modern driver aids such as traction control or anti-lock brakes. Car and Driver magazine referred to this generation as "the world's biggest Fat Boy Harley", and likened driving it to "playing ping pong with a Louisville Slugger baseball bat." Despite this, in straight line performance, it completed a quarter mile (402 m) in 12.6 seconds and had a maximum speed of over 180 mph (290 km/h). Its large tires allowed the car to average close to 1 lateral g in corners, placing it among the elite cars of its day. However, the car proved tricky to drive at high speeds, particularly for the unskilled.

The car was spartan, although it featured inflatable lumbar support and adjustable seats. Along with the absence of exterior door handles, the vehicle lacked side windows and a roof. Although a soft top cover was available, it was designed primarily for indoor vehicle storage. Side curtains of fabric and clear plastic operated by zippers could be inserted into the door and hand-bolted when needed. All of these decisions were made to reduce weight. The battery is located in the sealed compartment over the rear wheel well to increase rear-end weight and traction. The car shipped with a tonneau cover and video tape on soft-top assembly (the soft top is removable and folds to fit in the trunk). In 1994 A/C was added as an option.