Car Of The Day: February 29, 2012

Today's car of the day is GreenLight's 2010 Ford Shelby GT500.

The Shelby Mustang is a high performance variant of the Ford Mustang which was built by Shelby American from 1965 through 1970. Following the introduction of the fifth generation Ford Mustang, the Shelby nameplate was revived in 2007 for new high performance versions of the Mustang.

For more information and pictures of the real car please visit: Shelby GT500

A recent RAOK from accobra64 via tsarlitto (thank you to you both!).

For the 2010 model year, the Shelby cobra Mustang GT500 was redesigned along with the base Ford Mustang. As with the 2007–09 GT500, the 2010 includes unique front and rear fascias, hood with functional vents and unique rear spoiler. The rear spoiler includes a functional Gurney flap. Along with new exterior colors, customers have the option of extending the exterior stripes onto the seats. Production was limited to 2000 units.

The 5.4 L engines's power output was increased to 540 horsepower (403 kW) and 510 lb·ft (690 N·m) of torque with the addition of a cold air intake similar to the 08/09 GT500KR and includes a knock sensor to protect the engine if lower octane fuel is used. The 2010 GT500's fuel efficiency increased by 2 miles per gallon.

SVT re-tuned the coupe's suspension and worked with Goodyear on 19" tires with new construction, compound and tread pattern. The coupe's 19" wheels are forged for a reduction in unsprung weight. The convertible retained the 18" wheels offered on the 2007–09 GT500.

Much like the 2011 V6 and GT Mustangs, the 2011 Shelby GT500 gets an engine update with an all-new 5.4 L aluminum engine which is 102 pounds lighter than the previous cast-iron engine and uses Ford-patented plasma-coating technology (Plasma transferred wire arc). The inventors of PTWA received the 2009 IPO National Inventor of the Year award. This technology was initially patented and developed by inventors from Flame-Spray. The technology was subsequently improved upon by Ford and Flamespray. With the engine updates, not only has performance improved to 550 horsepower and 510 ft.lb. of torque, but the GT500's gas mileage has improved to 15 MPG city and 23 MPG highway, which was enough to eliminate the U.S. Gas Guzzler Tax. The final production number of the 2011 Shelby GT500 by the end of the year was 5100 units.

Ford also improved upon the handling characteristics of the GT500. The overall stance of the car has been lowered by 11 millimeters in front and 8 millimeters at the rear. The car also features Ford's new Electric Power Assist Steering (EPAS) that improves torque build-up and road feel which delivers quicker and more precise steering, increased effort on the racetrack or winding roads, and reduced effort in low-speed parking maneuvers. The car also has Ford's AdvanceTrac stability control system, which features a sport mode when pressed twice consecutively.

External improvements include an optional SVT Performance Package, which includes Goodyear EagleF1 SuperCar G: 2 tires, all-new lightweight 19-inch forged-aluminum wheels in front and 20-inch forged-aluminum wheels at the rear, a 3.73 rear axle ratio, and performance tuned front and rear shocks along with stiffer springs. The package includes a unique rear spoiler Gurney Flap for improved handling, slightly revised front and rear fascias, a new pedal box for improved clutch use, slotted brake dust shields for improved brake cooling, standard HID (high-intensity discharge) headlamps, MyKey programmable vehicle key, integrated spotter mirrors, and fold-down rear headrests. Optional is a glass top roof, previously available, starting in 2009, with the Mustang GT. The total number of Sterling Gray colored GT500s in 2011 was 492.

The improvements in handling and performance gives the 2011 Shelby GT500 a skidpad rating of 1.0G, and a Virginia International Raceway lap time of 2:58:48, making it as fast as, and sometimes faster than, cars such as the M3, Audi R8 V10, Dodge Viper SRT-10 and Porsche GT3 around this racetrack.

Car Of The Day: February 28, 2012

Today's car of the day comes from Firehawk73's collection and is Hot Wheels' 1998 Porsche Boxster.

The Porsche Boxster is a mid-engined roadster built by Porsche. The Boxster is Porsche's first road vehicle to be originally designed as a roadster since the 550 Spyder.
The first-generation Boxster (the 986) was introduced in late 1996; it was powered by a 2.5 litre flat six-cylinder engine. In 2000, the new Boxster S variant was introduced with a larger 3.2 litre motor, and the base model received a more powerful 2.7 litre engine. In 2003, styling and engine output was upgraded on both variants.

In 2005, Porsche unveiled the new generation of Boxsters: the type 987. The 987 is more powerful than its predecessor and featured styling inspired by the Carrera GT. Engine output increased in 2007, when both Boxster models received the engines from their corresponding Porsche Cayman variants. In 2009, the Boxster models received several new cosmetic and mechanical upgrades, further increasing engine output and performance.

Production of the 986 began at the former Porsche 928 facility in Stuttgart, Germany in 1996. Valmet Automotive also manufactured Boxsters under contract to Porsche at a facility in Uusikaupunki, Finland. The Boxster was Porsche's biggest volume seller from its introduction in 1996 until the company introduced the Cayenne sport utility vehicle in 2003.

The Boxster's name is a portmanteau of the word "boxer", referring to the vehicle's horizontally opposed or "boxer" engine, and the word "roadster", referring to the vehicle's two-seat capacity and convertible top.

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

The Boxster was released ahead of its big brother, the 996. Harm Lagaay's design, inspired by the 356 Cabriolet, Speedster, and 550 Spyder, stimulated a commercial turnaround for Porsche. Through consultation with Toyota, Porsche began widely sharing parts among models and slashed costs. The 986 Boxster had the same bonnet, front wings, headlights, and engine architecture as the 996. Many believe the introduction of the Boxster helped save Porsche from acquisition.

All 986 and 987 Boxsters use the M96, a water-cooled, horizontally opposed ("flat"), six-cylinder engine. It was Porsche's first water-cooled non-front engine. In the Boxster, it is placed mid-engine, while in the 911, rear-engine. The mid-engine layout provides smoothness throughout the rev range, a low center of gravity, near-perfect weight distribution, and neutral handling.

Car Of The Day: February 27, 2012

Today's car of the day is Soma's 1984 Nissan 300ZX.

300ZX is the name given, in much of the world, to the "Z31" and "Z32" generations of Nissan's Z sports car. Like all other versions of the Z-Car, it was sold in Japan as the Fairlady Z, regardless of model year.

Sold on the Japanese market from 1983 through 2000 and in the United States from 1984 through 1996, the 300ZX name followed the numerical convention initiated with the 240Z, put forth by Yutaka Katayama, the one time president of Nissan Motors USA. The "X" designation had debuted with the previous generation Z car, the 280ZX, to signify the presence of luxury and comfort oriented features. The Z31 model of 1983 through 1989 was the more popular model, with over 100,000 more units sold than the Z32.
The Z31 generation featured 5 different motor packages. A turbocharged dual over head cam 2.0L straight six (RB20DET, found in 200zr), a turbocharged single over head cam 2.0L V6 (VG20ET, found in 200Z/ZS/ZG), a naturally aspirated single over head cam 3.0L V6 (VG30E, found in 300zx), a turbocharged single over head cam 3.0L V6 (VG30ET, found in 300zx Turbo) and a naturally aspirated dual over head cam 3.0L V6 (VG30DE, found in 300zr). The Z32 came with 2 different motor packages, a naturally aspirated dual over head cam 3.0L V6 (VG30DE) and a twin turbocharged dual over head cam 3.0L V6 (VG30DETT). All Z31 and Z32 motors carried electronic fuel injection (EFI), and were mounted for a rear wheel drive set up. All models came in either right hand drive, or in North America, they came in left hand drive respectively.

Two Special Edition versions of the Z31 generation model were produced; a 50th Anniversary Edition celebrated the company's semi-centennial in 1984 and boasted additional luxury features, and a "Shiro Special", released 4 years later, boasted performance-oriented upgrades. The Z32 was virtually entirely new at the time of its release, with nearly nothing being carried over from the Z31. One of the most significant and obvious changes was the redesigned body, which had a wider footprint, a rounder profile with fewer hard edges and a reduced drag coefficient of .31 compared to the Z31's .30. Twin Turbocharged Z32s also featured a then-new active rear wheel steering systems called "Super HICAS", which was actuated hydraulically until 1994 when Nissan switched to an electric actuator. Nissan designated the final 300 units earmarked for North American sale in 1996 as "Commemorative Edition" cars, although nothing new or exclusive to the model was actually present; In fact, 1996 model years vehicles did not feature Nissan's NVTC variable valve timing system, which had been present on all Z32 generation models prior to that point. Production continued in Japan until August 2000, with styling updates and the addition of HID headlamps in 1998.

In racing trim, the 300ZX achieved several notable victories, including wins in the 1986 Trans Am series and 1994 24 Hours of Daytona. However, auto sports politics and a GTS-1 class win at the 24 Hours of Le Mans that same year prompted the International Motor Sports Association to declare the twin turbo engine illegal for future competition. The 300ZX also holds the E/BMS land speed record of 419.84 km/h (260.87 mph) from the 1991 Bonneville Speed Trial.

The Z32 300ZX was the first car to be sold following the introduction of a 280-hp power ceiling imposed by JAMA that remained until 2004.

The Z31, unlike its predecessors it featured a V6 engine in the 200Z/ZS/ZG, 300ZX and 300ZR, and the only Z31 to come with a I6 was the Fairlady 200ZR which was only available in Japan. In it's time it was a popular car that sold more models than the latter Z32, and followed the old S30 pricing of an affordable sports car for the middle class. The Z32 300ZX changed everything. It was praised by critics and journalists during its lifetime for its performance, styling, comfort and use of technology, but was higher in pricing through out its years, which damaged the sales. Car and Driver placed the car on its Ten Best list for 7 consecutive years, meaning it made the list during every year of its availability in the United States, and Motor Trend awarded it as the 1990 Import Car of the Year.

The Nissan 350Z, officially the Z33 generation Z-Car, succeeded the 300ZX in 2003.

For more information and pictures of the real car please visit: Nissan 300ZX

While not the most realistic model on the market, the Soma does offer opening doors, clear windows, and an interior.  We can't get opening doors on sub $3 diecast any more so it seems hard to believe that in the 1980s more brands had opening doors than didn't.

The Z31 chassis designation was first introduced in 1983 as a 1984 Nissan/Datsun 300ZX (the hatch lid had both a Datsun badge and a Nissan badge) in the US only. The 300ZX, as its predecessors, was known as a Nissan in other parts of the world. This continued in the US until 1985 model year when Nissan standardized their brand name worldwide and dropped the Datsun badge. A note can be made that all publications for the Z31 chassis 300ZX and its predecessors were copyright Nissan North America. Designed by Kazumasu Takagi and his team of developers, the 300ZX improved aerodynamics and increased power when compared to its predecessor, the 280ZX. The newer Z-car had a drag coefficient of 0.30 and was powered by Japan's first mass-produced V6 engine instead of an I6. According to Nissan, "the V6 engine was supposed to re-create the spirit of the original Fairlady Z.

This new V6 (2960 cc) Single overhead cam engine was available as a naturally aspirated VG30E or a turbocharged VG30ET producing 160 hp (119 kW) and 200 hp (150 kW) respectively. The engine was either a type A or type B sub-designation from 1984 to March 1987, while models from April 1987 to 1989 had a W sub-designation. The W-series engines featured redesigned water jackets for additional cooling, and fully floating piston wrist pins. The 1984 to 1987 turbo models featured a Garrett T3 turbocharger with a 7.8:1 compression ratio, whereas 1988 to 1989 models featured a low inertia T25 turbocharger with an increased 8.3:1 compression ratio and slightly more power—165 hp naturally aspirated and 205 hp (153 kW) turbocharged. Finally, these engines were equipped with self-adjusting hydraulic valve lifters. The transmissions were a 5-speed manual or an optional 4-speed automatic (contrary to popular belief, all Z31 automatics were the E4N71B equipped with torque-converter lockup INCLUDING turbo models.) All Z31's were equipped with a Nissan R200 rear differential, April 1987 and later turbo models received an R200 clutch limited-slip differential except 1988 Shiro Special's which had a Viscous-type limited slip. There were three trim models available: SF, GL and GLL. The SF model was only available in Canada.

Similar to Chrysler's Electronic Voice Alert, the 1984-1986 Z31 GL and GLL models featured a voice warning system.

The Z31 body was slightly restyled in 1986 with the addition of side skirts, fender flares, and sixteen inch (406 mm) wheels (all directly from the 1984 50th Anniversary Edition with the exception of the fender flares). Many black plastic trim pieces were also painted to match the body color, and the hood scoop was removed to provide a sleeker look. The car was given a final makeover in 1987 that included more aerodynamic bumpers, fog lamps within the front air dam, and 9004 bulb-based headlamps that replaced the outdated sealed beam headlights. The 300ZX-titled reflector in the rear was updated to a narrow set of tail lights running the entire width of the car and an LED third brake light on top of the rear hatch. The Z31 continued selling until 1989, more than any other Z-Car at the time. Over 70,000 units were sold in 1985 alone. Cars produced from 1984-1986 are referred to as "Zenki" models, while cars produced from 1987-1989 are known as "Kouki" models signifying the change in body styling.

Car Of The Day: February 26, 2012

Today's car of the day comes from Firehawk73's collection and is Racing Champions' 1971 Plymouth GTX

The Plymouth GTX was introduced as the Belvedere GTX in 1967 by the Plymouth division to be a "gentleman's" muscle car.

It's most notable appearance in modern popular culture is in the television series Angel, in which the title character drove a black 1967 model.

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

Though completely redesigned for 1971, this was the final year for the GTX as a stand-alone model with only a manual transmission. Engine choices were 440 four-barrel, 440 with three two-barrels (Six Barrel) , and 426 Hemi. Emission restrictions such as lower compression ratios and faster-acting choke operation lowered the base 440 output by 5 hp (3.7 kW), to 370 hp (280 kW). The 440 Six Barrel was down to 385 hp (287 kW), but the Hemi was still rated at 425 hp (317 kW). Due partly to rising insurance rates on muscle cars, sales were low. There were less than 3000 units produced in '71. For 1972 through 1974 the GTX became an option package on the Road Runner.

Car Of The Day: February 25, 2012

Today's car of the day is Matchbox Premiere's 1995 Aston Martin DB7.

The Aston Martin DB7 is a grand tourer which was produced by Aston Martin from September 1994 to December 2004. The grand tourer was available either as a coupé or a convertible. The prototype was complete by November 1992, and debuted at the Geneva Motor Show in March, 1993, the car was styled by Ian Callum and Keith Helfet. The six-cylinder DB7 was positioned as an "entry-level" model below the hand-built V8 Virage introduced a few years earlier. This model was the highest production Aston Martin vehicle ever, with more than 7,000 built before it was replaced by the DB9.

For more information and pictures of the real car please visit: Aston Martin DB7

This is a recent addition from rlyoung (thanks Rick!).

The DB7, known internally as the NPX project, was made mostly with resources from Jaguar and had the financial backing of the Ford Motor Company, owner of Aston Martin since 1988. The DB7's platform is an evolution of the Jaguar XJS's, though with many changes. The styling started life as the still-born Jaguar F type (XJ41 – coupe / XJ42 – convertible) designed by Keith Helfet. Ford cancelled this car and the general design was grafted onto an XJS platform. The styling received modest changes by Ian Callum so that it looked like an Aston Martin. The first generation Jaguar XK-8 also uses an evolution of the XJ-S/DB7 platform and the cars share a family resemblance, though the Aston Martin was significantly more expensive and exclusive.

The DB7 was engineered in Kidlington, Oxfordshire, by Tom Walkinshaw Racing on behalf of Aston Martin. The engines continued to be built in Kidlington during the production run of the vehicle.
With production of the Virage (soon rechristened "V8" following Vantage styling revisions) continuing at Newport Pagnell, a new factory was acquired at Bloxham, Oxfordshire that had previously been used to produce the Jaguar XJ220, where every DB7 would be built throughout its production run. The DB7 and its relatives were the only Aston Martins produced in Bloxham and the only ones with a steel unit construction inherited from Jaguar (Aston Martin had traditionally used aluminium for the bodies of their cars, and models introduced after the DB7 use aluminium for the chassis as well as for many major body parts).

The convertible Volante version was unveiled at the North American International Auto Show in Detroit in 1996. Both versions have a supercharged straight-6 engine that produced 335 bhp (250 kW; 340 PS) and 361 lb·ft (489 N·m) of torque. In the United States, the Coupé sold for $140,000, and the Volante for $150,000. Works Service provided a special Driving Dynamics package, which greatly enhanced performance and handling for drivers who wanted more than the standard configuration.

Race Car Of The Day: February 24, 2012

Today's car of the day comes from Firehawk73's collection and is RCCA's 1962 Pontiac Catalina NASCAR stock car (Fireball Roberts).

The 1961 full-sized Pontiacs were completely restyled with more squared-off bodylines, the reintroduction of the split grille first seen in 1959 and dropped for 1960 and an all-new Torque-Box perimeter frame with side rails replacing the "X" frame chassis used since 1958. The new frame not only provided greater side-impact protection than the "X" design but also improved interior roominess.
Rooflines were more squared off on four-door models with the six-window styling dropped on pillared sedans and wider C-pillars with flat rear windows on four-door hardtops. A revised version of the 1959-60 "bubbletop" roof was used on two-door hardtops. Wrap-around windshields were dropped in favor of flatter glass work for improved entry and exit to the front seat.

The new body was somewhat smaller and lighter than the 1960 model with wheelbase down three inches (76 mm) to 119, overall length reduced by the same to 210 in (5,300 mm) and width dropping nearly two inches to 78.2 from 80 in (2,032.0 mm) 1960. The front and rear track of the '61-62 Pontiac was reduced to 62.5 in (1,590 mm) front and rear. The new '61 Pontiac was advertised as "All Pontiac...On a New Wide Track."

All engines were again 389 cu in (6.4 l) V8s as in previous years. Standard engines were two-barrel units rated at 215 hp (160 kW) with the three-speed manual transmission or 267 hp (199 kW) with the optional Hydramatic, with a 230 hp (170 kW) regular-fuel economy V8 offered as a no-cost option with the Hydramatic. Offered as extra-cost options were more powerful versions of the 389 including a 303 hp (226 kW) version with four-barrel carburetor or 318 hp (237 kW) Tri-Power option. New to the option list were two higher performance versions of the 389, including a four-barrel 333 hp (248 kW) unit and a 348 hp (260 kW) Tri-Power option, both with higher 10.75:1 compression ratios. A 363 hp (271 kW) engine was offered to drag racers. Late in the '61 season the 421 cu in (6.9 l) Super Duty was released for sale.
A new three-speed Roto Hydramatic automatic transmission replaced the previous four-speed unit for 1961. The new transmission was slimmer and lighter than the older four-speed Hydramatic, which was continued on the larger Star Chief and Bonneville models. Also new for 1961 was a four-speed manual transmission with Hurst floor shifter, available on special order.

The 1962 Pontiacs received a heavy facelift of the 1961 design with more rounded body contours and new rooflines on two-door hardtops featuring convertible-like bows. Catalina sedans and coupes got a 1-inch (25 mm) wheelbase increase, after spending 1961 on a 119-inch (3,000 mm) length shared with full-sized Chevys (Safari wagons retained the 119-inch (3,000 mm) wheelbase through 1964).
Most regular engine/transmission offerings were carried over from 1961 with the 389 cu in (6.4 l) Trophy V8, ranging in power ratings from 215 hp (160 kW) to 348 hp (260 kW). A small number of 1962 Catalinas and other Pontiacs were built with a "non-streetable" 421 cu in (6.9 l) Super Duty V8 with two four-barrel carburetors and 405 hp (302 kW), as a US$2,250 option (when the base Catalina listed at US$2,725), along with various "over the counter" performance options offered by Pontiac including aluminum bumpers and even lighter frames with drilled holes (which were dubbed the "Swiss Cheese" frames).

For 1963, Catalinas and other full-sized Pontiacs featured cleaner, squared-off bodylines and vertical headlights flanking the split grille, but retained the same dimensions and basic bodyshell of 1961-62. Engine offerings were revised as the 333 hp (248 kW) and 348 hp (260 kW) versions of the 389 V8 were dropped in favor of "production" versions of the larger 421 cu in (6.9 l) rated at 338 horsepower (252 kW) with four-barrel carburetor, 353 hp (263 kW) with Tri-Power, or a 370 hp (280 kW) "HO" with Tri-Power . The 405 hp (302 kW) Super Duty 421 was still offered to racing teams during the early portion of the model year but discontinued after General Motors ordered Pontiac (and Chevrolet) to "cease and desist" from factory-supported racing efforts in February 1963. New options for 1963 included a tilt steering wheel that could be adjusted to six different positions, AM/FM radio and cruise control.

A 1963 Catalina convertible modified by California hot-rodder Bill Straub was used as a tow vehicle in the NASA M2-F1 program.

Mild facelifting including new grilles and taillights highlighted the 1964 full-sized Pontiacs. Engine/transmission offerings were unchanged from 1963 except for a new GM-built Muncie four-speed manual replacing the Borg-Warner T-10 unit. Also new for 1964, was the 2+2 option package available on Catalina two-door hardtops and convertibles that included bucket seats, heavy-duty suspension and other performance equipment, along with the same selection of 389 cu in (6.4 l) and 421 cu in (6.9 l) V8s found in other Catalinas.

Throughout most of the 1960s when Pontiac annually captured third place in industry sales, behind Chevrolet and Ford, the Catalina was also often the industry's third best-selling full-sized car behind the first-place Chevrolet Impala and second-place Ford Galaxie 500. The Catalina's success in the low-medium priced field led many competitors to respond with similar products such as the 1961 Chrysler Newport, a less-expensive Chrysler that was priced lower than base models bearing the Chrysler nameplate in recent previous years; and the 1962 Dodge Custom 880 and 1963 Mercury Monterey, both of which were introduced as full-fledged low-medium priced full-sized cars in size and power that followed unsuccessful efforts by Mercury and Dodge to bring out downsized full-sized cars.

In 1964, even Pontiac's mid-priced rivals within General Motors responded to the Catalina's success in the marketplace as well as to capture Chevy Impala owners "trading up" to cars from upscale GM divisions. Buick took its lowest-priced big car, the LeSabre, and lowered the base sticker price further by substituting a smaller 300 cu in (4.9 l) V8 engine and two-speed automatic transmission from its intermediate-sized cars in place of the 401 cu in (6.6 l) V8 and three-speed automatic used in other big Buicks. Oldsmobile went even further by creating a whole new full-sized series, the Jetstar 88, which was $75 lower than the Dynamic 88 series (but still a few dollars higher than comparable Pontiac Catalina models) and also got a smaller engine - a 330 cu in (5.4 l) V8 and two-speed automatic transmission from the intermediate F-85/Cutlass line, along with smaller 9.5 in (240 mm) brake drums (also from the GM intermediates) compared to the 11–12 in (280–300 mm) drums still found on all other GM full-sized cars from the bare-bones six-cylinder Chevrolet Biscayne to the Cadillac 75 limousine. And since the Catalina was still priced lower than the Jetstar and LeSabre, the lowest-priced full-sized Pontiac was often perceived by buyers as a better value in the marketplace due to its larger standard V8 engine and three-speed automatic transmission, and (in comparison to the Jetstar 88) bigger brakes.

For more information and pictures of the real car please visit: Pontiac Catalina & Fireball Roberts

Edward Glenn Roberts, Jr. (January 20, 1929 – July 2, 1964), nicknamed "Fireball", was one of the pioneering race car drivers of NASCAR.

Roberts was born in Tavares, Florida, and raised in Apopka, Florida where he was interested in both auto racing and baseball. He was a pitcher for the Zellwood Mud Hens, an American Legion baseball team, where he earned the nickname "Fireball" because of his fast ball, not his driving style, which is sometimes disputed. He enlisted with the Army Air Corps in 1945, but was discharged after basic training because of asthma.
He attended the University of Florida and raced on dirt tracks on weekends. In 1947, at the age of 18, he raced on the Daytona Beach Road Course at Daytona for the first time. He won a 150-mile race at Daytona Beach the following year.

Roberts continued to amass victories on the circuit, despite the changes in NASCAR as it moved away from shorter dirt tracks to superspeedways in the 1950s and 1960s. In his 206 career NASCAR Grand National races, he won 33 times and had 32 poles. He finished in the top five 45 percent of the time. He won both the Daytona 500 and Firecracker 250 events in 1962 driving a black and gold 1962 Pontiac built by car builder legend Smokey Yunick.

In 1961 Roberts, temporary President of the Federation of Professional Athletes was in dispute with NASCAR President Bill France over the Teamsters' Union affiliate - the FPA - which he and Curtis Turner had helped organize and France was trying to kill. Unlike the banned Curtis Turner and Tim Flock, Roberts soon returned to the NASCAR fold.

On May 24, 1964, at the World 600 in Charlotte, Roberts had qualified in the eleventh position and started in the middle of the pack. On lap 7, Ned Jarrett and Junior Johnson collided and spun out and Roberts crashed trying to avoid them. Roberts' Ford slammed backward into the inside retaining wall, flipped over and burst into flames. Witnesses at the track claimed they heard Roberts screaming, "Ned, help me!" from inside his burning car after the wreck. Jarrett rushed to save Roberts as his car was engulfed by the flames. Roberts suffered second- and third-degree burns over 80 percent of his body and was airlifted to a hospital in critical condition. Although it was widely believed that Roberts had an allergic reaction to flame-retardant chemicals, he was secretly an asthmatic and the chemicals made his breathing worse.

Roberts was able to survive for several weeks, and it appeared he might pull through. But Roberts' health took a turn for the worse on June 30, 1964. He contracted pneumonia and sepsis and slipped into a coma by the next day. He died on July 2, 1964.

Roberts' death, as well as the deaths of Eddie Sachs and Dave MacDonald at the Indianapolis 500 six days later, led to an increase in research for fire-retardant uniforms. It also led to the development of the Firestone RaceSafe fuel cell, and all race cars today use a foam-backed fuel cell to prevent severe fuel spillage of the massive degree that Roberts had. Also, fully fire-retardant coveralls would be phased in leading to the now mandatory Nomex racing suits. Roberts had just lost close friend Joe Weatherly in the January Motor Trend 500 at Riverside, California, making 1964 a black year for major league auto racing.
Prior to his death, there were many sources that Roberts was retiring, since he had taken a prominent public relations position at the Falstaff Brewing Company and the race in which he was killed was to be one of his final races of his career.

Despite having his career cut short and having never won a Grand National title, Fireball Roberts was named one of NASCAR's 50 Greatest Drivers.

Other career awards he won include induction into the International Motorsports Hall of Fame in 1990, and the Motorsports Hall of Fame of America in 1995.

In 2000 the city of Concord, North Carolina named a street near Charlotte Motor Speedway in his honor.
Ned Jarrett has stated that his decision to retire was prompted by Roberts' death.

After Roberts' death, NASCAR mandated that all drivers must wear flame retardant coveralls while on track. They also instituted the five point safety harness, and the special, contoured drivers seat, all three of which are still requirements on all NASCAR entrants.

School Bus Of The Day: February 23, 2012

Today's car of the day comes from Firehawk73's collection and is Matchbox's 2009 Thomas Minotour (GMC).

Happy 4th birthday, Jacob!  Very soon you'll be riding on one of these on a daily basis.

For more information and pictures of the real car please visit: Thomas Minotour

The Minotour is a Type A school bus built by Thomas Built Buses, introduced in 1980. It is available in several different configurations, with seating capacity up to 30 passengers in the largest models.

The Minotour is available in two configurations: single and dual rear wheels. There are several length variations available, but the longest (Minotour EL) is only available on Ford chassis. GM offers 2 gasoline engines and a diesel engine, while Ford-chassis Minotours are available only with gasoline engines.

Car Of The Day: February 22, 2012

Today's car of the day comes from Firehawk73's collection and is Hot Wheels' 1971 Chevrolet El Camino.

The Chevrolet El Camino is a coupe utility vehicle produced by the Chevrolet division of General Motors for the 1959–1960 model years in response to the success of its rival, Ford Ranchero. Production resumed for the 1964–1977 model years based on the Chevelle platform, and continued for the 1978–1987 model years based on the Malibu. Although based on corresponding Chevrolet car lines, the vehicle is classified and titled in North America as a truck. GMC's badge engineered El Camino variant, the Sprint, was introduced for the 1971 model year. Renamed Caballero in 1978, it was also produced through the 1987 model year.

El Camino is Spanish for "the road" or, alternatively, "the path", or quite literally, "the walk".

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

Chevy introduced a longer El Camino in 1968, based on the Chevelle station wagon/four-door sedan wheelbase (116 in (2,946 mm), overall length: 208 in (5,283 mm)); it also shared Chevelle Malibu exterior and interior trims. The interior was revamped including cloth and vinyl or all-vinyl bench seats and deep twist carpeting. All-vinyl Strato bucket seats and center console were an $111 option. Power front disc brakes and Positraction were optional. A new, high-performance Super Sport SS396 version was launched. The Turbo-Jet 396 had 325 bhp (242 kW) or 350 bhp (260 kW) versions.

Returning to the official options list for the first time since late 1966 was the 375 bhp (280 kW) L78. It had solid lifters, big-port heads, and an 800 cfm Holley four-barrel on a low-rise aluminum manifold. A three-speed manual was standard with all engines, and a four-speed or automatic was optional. In 1968, the SS was a separate model (the "SS-396"). Therefore, it can be identified by the vehicle identification number (VIN). For example, a 1968 El Camino with a VIN starting with "13880" would be a genuine SS-396 model, while a 1968 El Camino with the VIN "13680" would be a non-SS "Malibu" version of the El Camino. All genuine Super Sports from 1966-1968 have an "8" as the third digit of the VIN; 1968 is the only year for the El Camino SS as a separate model.

The 1969 models showed only minor changes, led by more-rounded front-end styling. A single chrome bar connected quad headlights, and a slotted bumper held the parking lights. New round instrument pods replaced the former linear layout. For the first time, the Chevrolet 350 V8 was used in an El Camino. The Super Sport group included a 265- or 325-horsepower 396-cubic-inch V8 beneath a double-domed hood, along with a black-out grille displaying an SS emblem. More potent editions of the 396 engine, developing 350 or 375 horsepower (280 kW) also made the options list. Options included power windows and locks.
The 1970 models received sheet metal revisions that gave the bodies a more squared-up stance, and interiors were also redesigned. The new SS396, which actually displaced 402 cu in (6.6 L) (although all emblems read 396) was available. Chevrolet's largest and most-powerful engine of the time was also put into a select few El Caminos. The LS6 454 CID engine, rated at 450 hp (336 kW) and 500 lb·ft (680 N·m) of torque, gave the El Camino 1/4-mile times in the upper 13-second range at almost 105 mph (169 km/h).
The 1971 El Camino got fresh front-end styling that included large Power-Beam single-unit headlights, a reworked grille and bumper, and integral park/signal/marker lights. For 1971, mandated lower-octane unleaded fuel necessitated a reduction in engine compression, and GM's A.I.R. system, a "smog pump", was added to control tailpipe emissions. Power and performance were reduced. Engine offerings for 1971 included the 250-6, small-block V8s of 307 and 350 cubic inches; and big block V8s of 402 and 454-cubic-inch displacements. Horsepower ratings of those engines for 1971 ranged from 145 for the six to 365 for the RPO LS5 454 – all in gross figures. The LS6 454 V8 was gone forever. A rebadged El Camino, the GMC Sprint debuted in 1971. It shared the same engine and transmission offerings as its Chevrolet counterpart.

The 1972 El Caminos wore single-unit parking and side marker lights on their front fenders, outside of a revised twin-bar grille, but little changed. For 1972, horsepower measurements were switched to the "net" figures as installed in a vehicle with all accessories and emission controls hooked up. Engine offerings included the 110 horsepower (82 kW) 250-6, a 307 V8, a 175 horsepower (130 kW) 350-cubic-inch V8, and big block V8s of 402 and 454 cubic-inch displacements. The 402-cubic-inch (still known as a 396) produced 240 horsepower (180 kW); the 454 managed to put out 270 horsepower (200 kW) under the net rating system. Super Sport equipment could now be ordered with any V8 engine, including the base 307-cubic-inch version. All 1972 SS models have a "W" as the fifth digit in the VIN.

Car Of The Day: February 21, 2012

Today's car of the day comes from Firehawk73's collection and is Racing Champions' 1966 Pontiac GTO.

The Pontiac GTO is an automobile built by Pontiac Division of General Motors in the United States from 1964 to 1974, and by GM subsidiary Holden in Australia from 2004 to 2006. It is considered an innovative, and now classic muscle car of the 1960s and 1970s. From 1964 until midway through 1973 it was closely related to the Pontiac Tempest/LeMans and for the 1974 model year it was based on the Pontiac Ventura. The 21st century GTO is essentially a left-hand drive Holden Monaro, itself a coupe variant of the Holden Commodore.

For more information and pictures of the real car please visit: [url=http://en.wikipedia.org/wiki/Pontiac_GTO]Pontiac GTO[/url]

Pontiac's intermediate line was restyled again for 1966, gaining more curvaceous styling with kicked-up rear fender lines for a "Coke-bottle" look, and a slightly "tunneled" backlight. The tail light featured a rare louvered cover, only seen on the GTO. Overall length grew only fractionally, to 206.4 inches (524 cm), still on a 115 inch (292 cm) wheelbase, while width expanded to 74.4 inches (189 cm). Rear track increased one inch (2.5 cm). Overall weight remained about the same. The GTO became a separate model series, rather than an optional performance package, with unique grille and tail lights, available as a pillared sports coupe, a hardtop sans pillars, or a convertible. Also an automotive industry first, plastic front grilles replaced the pot metal and aluminum versions seen on earlier years. New Strato bucket seats were introduced with higher and thinner seat backs and contoured cushions for added comfort and adjustable headrests were introduced as a new option. The instrument panel was redesigned and more integrated than in previous years with the ignition switch moved from the far left of the dash to the right of the steering wheel. Four pod instruments continued, and the GTO's dash was highlighted by walnut veneer trim.
Engine choices remained the same as the previous year. A new rare engine option was offered: the XS engine option consisted of a factory Ram Air set up with a new 744 high lift cam. Approximately 35 factory installed Ram Air packages are believed to have been built, though 300 dealership installed Ram Air packages are estimated to have been ordered. On paper, the package was said to produce the same 360 hp (270 kW) as the non-Ram Air, Tri Power car, though these figures are believed to have been grossly underestimated in order to get past GM mandates.

Sales increased to 96,946, the highest production figure for all GTO years. Although Pontiac had strenuously promoted the GTO in advertising as the "GTO Tiger," it had become known in the youth market as the "Goat." Pontiac management attempted to make use of the new nickname in advertising but were vetoed by upper management, which was dismayed by its irreverent tone.