Car Of The Day: June 30, 2012

Today's car of the day comes from juantoo3's collection and is Playart's 1971 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

The first generation Celica was released to the Japanese market intended to be a more affordable alternative to Toyota's sportscar, the 2000GT. The car's platform was shared with the Toyota Carina yet sold at a different dealership sales channel called Toyota Corolla Store. The Carina was sold at Toyota Store locations. The Celica was also positioned above the Corolla Levin, also sold at Toyota Corolla Store (the Corolla Levin was not a hardtop, the Celica was).

Displayed at the October 1970 Tokyo Motor Show and marketed in December of the same year, the Celica was a personal car that emphasized styling and driving enjoyment. Japanese models were ET, LT, ST, GT, and GTV (which was introduced in 1972, the V standing for Victory).
For export markets, the Celica was offered in three different levels of trim; LT, ST and GT.
At its introduction the Celica was only available as a pillarless hardtop notchback coupe. The SV-1 liftback was shown as a concept car at the 1971 Tokyo Motor Show. With slight modifications, this was introduced in Japan in April 1973 as the 2-litre RA25 and 1.600 L TA27 liftbacks. It was then exported to Europe in RHD form as the 1.6-litre liftback. After the October 1975 facelift, it was available in both RHD and LHD forms in other markets. The RV-1 wagon was also shown at the 1971 Tokyo Motor Show but it did not reach production.

The Japanese GT models had various differences from the ET, LT and ST including the hood flutes, power windows, air conditioning, and specific GT trim, but shared a few things with the ST - a full-length center console and oil pressure/ammeter gauges while the LT had warning lights for these functions.
There was also the GTV version, which differed from the GT with a slightly cut-down interior, and did not come standard with things like power windows, but they were optional. The GTV has firmer suspension.
The first generation Celicas can be further broken down into two distinctive models. The first of these was the original with slant nose (trapezoid-like shape front corner light). This is for Coupe model only, TA22, RA20, and RA21. These models were released from 1970 to 1975 and came equipped with the 2T, 2T-G 1.6-liter, or 18R 2.0-liter motor. They had a 95 inches (2,400 mm) wheelbase. The second series (98 in or 2,500 mm wheelbase) had a flat nose (square front corner light) and slightly longer wheelbase, and was known in Europe as the TA23. This facelift model appeared in Japan in 1974, but for export was the 1976 model year. The Japanese version had engines under 2.0 liters so as to conform to Japanese regulations concerning engine displacement size, thereby allowing buyers to avoid an additional tax for a larger engine.
In some markets, the lower-end LT was equipped with the single carbureted four-cylinder 2T engine displacing 1,600 cc, while the ST came with a twin downdraft-carburetor 2T-B engine. The 2T-G that powered the high-end GT model was a DOHC 1,600 cc engine equipped with twin Mikuni-Solex Carburetors.

The first Celica for North America, 1971 ST was powered by 1.9-liter 8R engine. The 1972-1974 models have 2.0-liter 18R-C engines. For 1975-77, the engine for the North American Celica is the 2.2-liter 20R. The Celica GT and LT models were introduced in the U.S. for the 1974 model year. The top-line GT included a 5-speed manual transmission, rocker panel GT stripes, and styled steel wheels with chrome trim rings. The LT was marketed as an economy model. Mid-1974 saw minor changes in the Celica's trim and badges and slightly different wheel arches. The A30 automatic transmission became an option on North American ST and LT models starting in the 1973 model year. For 1975, the 1974 body was used, but body-color plastic fascia and sturdier chrome and black rubber bumpers, replaced the chrome bumpers used in the earlier cars (in accordance with US Federal bumper laws). Unfortunately the early 8R and 18R series engines proved to be less than durable, with early failures common. The 1974 18R-C engine's durability was improved somewhat, but the 20R introduced for 1975 proved to be a better engine in most respects.

Car Of The Day: June 29, 2012

Today's car of the day comes from juantoo3's collection and is Yat Ming's 1937 Studebaker Coupe Express.

Jump to: navigation, search The Studebaker Coupe Express was a coupe utility, produced by the Studebaker Corporation of South Bend, Indiana, between 1937 and 1939. Unlike other concurrent pick-up trucks, the coupe express mated Studebaker's passenger car styling to a full size truck bed.
The Coupe Express was created by using the Studebaker Dictator passenger car frame, running gear, and front sheet metal. A new body stamping was made to form the cab back. An all-steel pickup box was built for the pickup models. The model was sold as a cab and chassis, with rear fenders attached, so a service box could be fabricated by the end user (such as a plumber, or depot hack).
The truck was powered by the larger of Studebaker's L-head six-cylinder flathead engines and mated to a 3-speed manual transmission. Studebaker offered a Borg-Warner 3-speed transmission with overdrive as an option. Other options included, a radio, heater, wire reinforced sliding back window and turn indicators. Two wheel options were available including a stamped steel disc wheel and a stamped steel 'artillery' spoked wheel.

For more information and pictures of the real car please visit: Studebaker Coupe Express

If it ever comes time to pick a definitive small scale Yat Ming casting- one car to represent the company as a whole, I vote for this one.  An extremely well-detailed, accurate casting with an opening hood of an obscure pickup from a defunct manufacturer.  With about 5,000 units built over a three year period more than seventy years ago, there aren't a lot of these left out there in 1:1.  When Yat Ming goes for it, they really can hold their own with any other company in the 1/64 arena.

Production for the 1937 model year was approximately 3,000 units.

The truck's passenger cab was restyled in 1938 to reflect the modernized passenger car sheet metal resulted a slightly longer pickup bed. Production for 1938 was approximately 1,200 units.

The 1939 model was again remodeled to reflect Studebaker's annual design updates. Production was approximately 1,000 units. The Coupe Express model was discontinued after the 1939 model year, and Studebaker did not offer a successor model for 1940.

Studebaker introduced the M-Series pickup truck 1941, while the company used the Coupe Express name in advertising for a time, but no M-Series trucks were ever officially designated as the Coupe Express.

Car Of The Day: June 28, 2012

Today's car of the day comes from juantoo3's collection and is Tomica Volkswagon 1200 LSE.

The Volkswagen Beetle, officially called the Volkswagen Type 1 (or informally the Volkswagen Bug), is an economy car produced by the German auto maker Volkswagen (VW) from 1938 until 2003. With over 21 million manufactured in an air-cooled, rear-engined, rear-wheel drive configuration, the Beetle is the longest-running and most-manufactured car of a single design platform anywhere in the world.

For more information and pictures of the real car please visit: Volkswagen 1200

Name a diecast manufacturer that hasn't done a Beetle.  It's possible (M2 comes to mind immediately), but challenging.  Here's Tomica's version.

The Beetle underwent significant changes for the 1967 model. While the car appeared similar to earlier models, much of the drivetrain was noticeably upgraded. Some of the changes included a larger-displacement engine for the second year in a row. Horsepower had been increased to 37 kW (50 hp) the previous year, and for 1967 it was increased even more, to 40 kW (54 hp).
On U.S. models, the output of the electrical generator was increased from 180 to 360 watts, and upgraded from a 6-volt to a 12-volt system. The clutch disc also increased in size, and changes were made to the flywheel, braking system, and rear axle. New standard equipment included two-speed windscreen wipers, reversing lights, a driver's armrest on the door, locking buttons on the doors, and a passenger's side exterior mirror.

The 1967 model weighed 840 kg (1,900 lb), which was a typical weight for a European car at this time.
That same year, in accord with the newly enacted U.S. Federal Motor Vehicle Safety Standard 108, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels. For the 1968 model year, Beetles sold outside North America received the same more upright and forward headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the U.S. sealed beams.

Car Of The Day: June 27, 2012

Today's car of the day comes from juantoo3's collection and is M2 Machines' 1957 Ford Fairlane.

The Ford Fairlane was an automobile model sold between 1955 and 1970 by the Ford Motor Company in North America. The name was taken from Henry Ford's estate, Fair Lane, near Dearborn, Michigan.
Over time, the name referred to a number of different cars in different classes; the Fairlane was initially a full-size car but became a mid-size car from the 1962 model year. The mid-sized model spawned the Australian-built Fairlane in 1967, although it was considered a large car there.

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

The pictures speak for themselves.  M2 did a marvelous job on the car that helped Ford outsell Chevrolet in 1957.

For 1957, a new look gave a longer, wider, lower and sleeker look with low tailfins. A new top trim level was added, the Fairlane 500. For the first time, the lower-level Custom line had a shorter wheelbase than the Fairlane. Engines were largely the same as the year before. The big news for 1957 was the introduction of the Fairlane 500 Skyliner power retractable hardtop, whose solid top hinged and folded down into the trunk space at the touch of a button. Unfortunately, it attracted more attention than sales; the option was expensive, somewhat unreliable, and took up almost all the trunk space when retracted. Even so, it required the roof to be made shorter than the other Fairlanes, and the trunk to be larger.

Taxi Of The Day: June 26, 2012

Today's car of the day comes from juantoo3's collection and is Efsi's 1919 Ford Model T taxi.

The Ford Model T (colloquially known as the Tin Lizzie, T‑Model Ford, or T) is an automobile that was produced by Henry Ford's Ford Motor Company from September 1908 to October 1927. It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's innovations, including assembly line production instead of individual hand crafting. The Ford Model T was named the world's most influential car of the 20th century in an international poll.

The Model T set 1908 as the historic year that the automobile became popular. The first production Model T was produced on August 12, 1908 and left the factory on September 27, 1908, at the Piquette Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.

There were several cars produced or prototyped by Henry Ford from the founding of the company in 1903 until the Model T came along. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S, an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). Company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was the first automobile mass produced on moving assembly lines with completely interchangeable parts, marketed to the middle class.

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

I think from the first three selections we've seen from Wes, it's safe to say he has a little bit of everything!

The Ford Model T car was designed by Childe Harold Wills and Hungarian immigrants, Joseph A. Galamb and Eugene Farkas. Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team. Production of the Model T began in the third quarter of 1908. Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as we conceive it today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.

Early Ts had a brass radiator and headlights. The horn and numerous small parts were also brass. Many of the early cars were open-bodied touring cars and runabouts, these being cheaper to make than closed cars. Prior to the 1911 model year (when front doors were added to the touring model), US - made open cars did not have an opening door for the driver. Later models included closed cars (introduced in 1915), sedans, coupes, and trucks. The chassis was available so trucks could be built to suit. Ford also developed some truck bodies for this chassis, designated the Model TT. The headlights were originally acetylene lamps made of brass (commonly using Prest-O-Lite tanks), but eventually the car gained electric lights after 1910, initially powered from the magneto until the electrical system was upgraded to a battery, generator, and starter motor, when lighting power was switched to the battery source.

The Model T production system, the epitome of Fordism, is famous for representing the rigidity of early mass production systems that were wildly successful at achieving efficiency but that could accommodate changes in product design only with great difficulty and resistance. The story is more complicated; there were few major, publicly visible changes throughout the life of the model, but there were many smaller changes. Most were driven by design for manufacturability considerations, but styling and new features also played more of a role than commonly realized. In fact, one of the problems for the company regarding design changes was the T's reputation for not changing and being "already correct", which Henry Ford enjoyed and which was a selling point for many customers, which made it risky to admit any changes actually were happening. (The idea of simply refining a design without making radical visible changes would resurface, and score even greater production success, with the VW Type 1.)

Today's car of the day comes from juantoo3's collection and is Aurora's 1866 Oldsmobile Toronado.

The Oldsmobile Toronado was a two-door coupe produced by the Oldsmobile division of General Motors from 1966 to 1992.

The name "Toronado" has no meaning, and was originally invented for a 1963 Chevrolet show car. Conceived as Oldsmobile's full-size personal luxury car and competing directly with the Ford Thunderbird, the Toronado is historically significant as the first front-wheel drive automobile produced in the United States since the demise of the Cord in 1937.

The Toronado was structurally related to the 1966 rear-wheel-drive Buick Riviera and the following year's Cadillac Eldorado, although each had quite different styling. The Toronado continued to share its E-body platform with the Riviera and Eldorado for most of its 28-year history.

For more information and pictures of the real car please visit: Oldsmobile Toronado

In the 1960s, Aurora made an Oldsmobile.  In the 1990s...Oldsmobile made an Aurora.  Coincedence?  Actually, probably.  But interesting nonetheless!

The original Toronado began as a design painting by Oldsmobile stylist David North in 1962. His design, dubbed the "Flame Red Car," was for a compact sports/personal car never intended for production. A few weeks after the design was finished, however, Oldsmobile division was informed it would be permitted to build a personal car in the Riviera/Thunderbird class for the 1966 model year, and North's design was selected. For production economy, the still-unnamed car was to share the so-called E-body shell with the redesigned 1966 Buick Riviera, which was substantially bigger than North had envisioned. Despite the efforts of Oldsmobile and General Motors styling chief Bill Mitchell to put the car on the smaller A-body intermediate, they were overruled for cost reasons.

Oldsmobile had been working on front-wheel drive since 1958, a project shepherded by engineer John Beltz (who originated the 442 and would later become head of the division). Although initially envisioned for the smaller F-85 line, its cost and experimental nature pushed the program towards a larger, more expensive car. Engineer F. J. Hooven of the Ford Motor Company, had patented a similar FWD layout, and Ford was seriously considering the design for the 1961 Ford Thunderbird. However, the time to develop and engineer such a design in such short notice made this a doubtful proposition.

Oldsmobile spent seven years developing the Toronado. Prior to its introduction to the public, over 1.5 million test miles were performed to verify the strength and reliability of the Toronado's front-drive components. The Toronado design was over-built; the GMC motorhome of the 1970s used a basically unchanged Toronado-derived drivetrain. Nevertheless, the Toronado won Motor Trend "Car of the Year" honors in 1966.

Other known names considered during development included: Magnum (later used by Dodge), Scirocco (later used by Volkswagen) and Raven.

During its seven-year development period, several General Motors innovations and designs came about because of the Toronado:

-Heavy-duty Turbo-Hydramatic 400 3-speed automatic transmission (named THM425 in FWD form)
-Rochester Quadrajet 4-barrel carburetor
-Spherical shaped exhaust-manifold flange gaskets, which provided freedom of movement in the exhaust system and prevented leaks
-"Draft-Free" ventilation system, which reduced wind noise considerably by eliminating the conventional front-door vent windows

Firestone also designed an 8.85" x 15" tire especially for the Toronado called the TFD (Toronado-Front-Drive) tire. It had a stiffer sidewall than normal, and the tread and stylishly thin white pin-stripe were also unique.

The unusual Toronado powertrain was dubbed the Unitized Power Package (UPP). It was designed to combine an engine and transmission into an engine bay no larger than a conventional rear-wheel drive car.
To power the car, Oldsmobile engineers selected a conventional, although performance-boosted, Olds 425 cu in (7.0 L) Super Rocket V8 rated at 385 hp (287 kW) and 475 ft·lb (644 Nm) of torque. It provided an increase of 10 hp (7 kW) over the Starfire 425, and an increase of 20 hp (15 kW) over the standard 425 engine in the Ninety-Eight. The Toronado's intake manifold was unique and was depressed down to allow for engine hood clearance.

The Turbo-Hydramatic heavy-duty 3-speed automatic transmission, (or THM400, TH400) came about during development of the Toronado. Called the TH425 in FWD form, the transmission's torque converter was separated from its planetary gearset, with the torque converter driving the gearset through a 2" wide silent chain-drive called Hy-Vo, riding on two 12" sprockets. The Hy-Vo chain drive was developed by GM's Hydra-Matic Division and Morse Chain Division of Borg-Warner. The chains were made from a very strong hardened steel and required no tensioners or idler pulleys because they were pre-stretched on a special machine at the factory. Although the rotation direction of the transmission's gearing had to be reversed, a large number of components were shared with the conventional TH400. Use of the automatic also obviated the need to devise a workable manual-shift linkage; no manual transmission was ever contemplated, as engineers deemed performance to be adequate with the automatic transmission and the fact that virtually all U.S.-built luxury cars during this period came with automatic transmissions as standard equipment.

The Toronado was GM's first subframe automobile, which means it was partly unitized, and used a subframe that ended at the forward end of the rear suspension leaf springs, serving as an attachment point for the springs. It carried the powertrain, front suspension and floorpan, allowing greater isolation of road and engine harshness (the design was conceptually similar to the Chevrolet Camaro and Pontiac Firebird that would debut for 1967).

For space reasons, Oldsmobile adopted torsion bars for the Toro's front suspension (the first GM passenger car application of torsion bars), with conventional, unequal-length double wishbones. Rear suspension was a simple beam axle on single leaf springs, unusual only in having dual shock absorbers, one vertical, one horizontal (allowing it to act as a radius rod to control wheel movement).

Brakes were conventional drums of 11 inch (279 mm) diameter), which were generally considered the Toronado's weak link. Being a rather heavy car, after several panic stops, the brake drums would overheat, resulting in considerable fade and long stopping distances. The 1967 addition of front vented disc brakes as an option provided substantial improvement.

The Toronado's UPP enabled the interior to have a completely flat floor, but interior space (primarily rear seat headroom) was somewhat restricted by the fastback styling. Although a coupe (or 2-door hard-top,) the Toronado featured elongated doors, allowing easier access for passengers boarding the rear seating area. Door-latch handles were even duplicated at the rears of the doors, to enable back-seat passengers to open the doors by themselves without having to reach over or around the front seat; this feature was also available on the other 2 E-bodies, continuing until 1980 on the Eldorado. Head rests were optional for $52. Also optional was a tilt-telescopic steering column.

Drivers faced a highly stylized steering wheel with a double-delta shaped horn ring which framed the view of an unusual "slot-machine" speedometer, which consisted of a stationary horizontal "needle" and a vertically rotating drum on which the numerals were printed. All other gauges, indicators and controls were grouped within fairly easy reach of the driver.

Despite an average test-weight approaching 5,000 lb (2,300 kg), published performance test data shows the 1966 Toronado was capable of accelerating from 0–60 mph (0–97 km/h) in 7.5 seconds, and through the standing 1/4 mile (~400 m) in 16.4 seconds at 93 mph (150 km/h). It was also capable of a maximum speed of 135 mph (217 km/h). Testers found the Toro's handling, despite its noticeable front weight bias and consequent understeer, was not substantially different from other full-size American cars when driven under normal conditions. In fact, many contemporary testers felt that the Toronado was more poised and responsive than other cars, and when pushed to the limits, exhibited superior handling characteristics, although it was essentially incapable of terminal oversteer.

A special option code called W-34 was available on the 1968–70 Toronado. This option included a cold air induction system for the air cleaner, a special performance camshaft and a "GT" transmission calibrated for quick and firm up-shifts and better torque multiplication at 5 mph (8 km/h). Dual exhaust outlets similar to the 1966–67 model years with cutouts in the bumper were also included with W-34. The standard models did have dual exhaust systems, but only a single somewhat hidden outlet running from the muffler exiting rearward on the right side. For 1970 only, the W-34 option also included special "GT" badges on the exterior of the car. The W-34 Toronado was capable of 0–60 mph in 7.5 seconds and the standing 1/4 mile in 15.7 seconds at 89.8 mph (144.5 km/h).

The Toronado sold reasonably well at introduction, with 40,963 produced for 1966. The car also gained great publicity for the division by winning several leading automotive awards, such as Motor Trend's Car of the Year Award and Car Life's Award for Engineering Excellence. It also was a third-place finisher in the European Car of the Year competition.

Sales for the 1967 model, which was most notably distinguished by a slight facelift, the addition of optional disc brakes, and a slightly softer ride, dropped by nearly half, to 22,062. A stereo tape player was optional. It would be 1971 before the Toro would match its first-year sales mark.

In 1967 Cadillac adopted its own version of the UPP for the Cadillac Eldorado, using the Cadillac V8 engine. The Eldorado also shared the basic E-body shell with the Toronado and Riviera, but its radically different styling meant that the three cars did not look at all similar.

The first-generation Toronado lasted with the usual annual facelifts through 1970. Other than the brakes, the major changes were the replacement of the original 425 cu in (7.0 L) V8 with the new 455 cu in (7.5 L) in 1968 that was rated at 375 hp (280 kW) in standard form or 400 hp (300 kW) with the W-34 option, revised rear quarter panels (with small fins to disguise the slope of the rear body in side view) in 1969, and the disappearance of hidden headlights and the introduction of squared wheel arch bulges in 1970. A ignition lock became standard in 1969.

Slight interior cosmetic changes were also implemented for each new model year, and a full-length center console with floor-mounted shifter was available as an extra-cost option with the Strato bucket seats from 1968 to 1970, though few Toronados were so ordered. The vast majority of customers went for the standard Strato bench seat to take full advantage of the flatter floor resulting from the front-drive layout; the lack of a "hump" in the floor made three-abreast seating more comfortable than in rear-drive cars, as the center passengers both front and rear did not have to sit with their legs in an awkward position.

The firmness of the suspension, and thus the quality of the ride, was gradually softened through the years as well, hinting at what Toronado eventually would become in 1971. Interestingly, a heavy-duty suspension was offered optionally on later first generation Toronados, which included the original torsion bar springs that were used on the 1966

Although the Toronado and Troféo were, by this time, as good as GM's designers and engineers could make them, buyers were not buying them since the "SUV craze" was in its infancy and personal luxury coupes, in general, were declining in sales. Oldsmobile management realized this, and decided to cancel the Toronado and Troféo at the end of the 1992 model year. They were replaced in the lineup by the Aurora sports sedan which debuted in early 1994 as a 1995 model.

The last Toronado rolled off the assembly line on May 28, 1992.

Truck Of The Day: June 24, 2012

Today's car of the day comes from juantoo3's collection and is Welly's 1977 Chevrolet C/K-Series.

The C/K is the name for Chevrolet and GMC's full-size pickup truck line from 1960 until 1999 in the United States, from 1965 to 1999 Canada, from 1964 through 2001 in Brazil, and from 1975 to 1982 in Chile. The first Chevrolet pickup truck appeared in 1924, though in-house designs did not appear until 1930. "C" indicated two-wheel drive and "K" indicated four-wheel drive. The aging C/K light-duty pickup truck was replaced with the Chevrolet Silverado and GMC Sierra in 1999 in the US and Canada, and 2001 in Brazil; the Chevrolet Silverado HD and GMC Sierra HD heavy-duty pickup trucks followed in 2001.

For the first Chevrolet C Series, made from 1911 to 1913, see Chevrolet Series C Classic Six, (the first Chevy).

For more information and pictures of the real car please visit: Chevrolet C/K-Series

A pickup converted into an airport stairway truck- definitely something you don't see in diecast frequently.  And of course, the side saddle controversy that proved "Dateline NBC" is a sensationalist outfit and not a real news program.  Not that it stopped people from watching...

An all-new clean sheet redesign of General Motors' Chevrolet and GMC brand C/K-Series pickups débuted in 1972 for the 1973 model year. Development of the new third generation trucks began in 1968, four years prior to production in 1972, with vehicle components undergoing simulated testing on computers, before the first prototype pickups were even built for real world testing. The redesign was revolutionary in appearance at the time, particularly the cab, departing from typical American pickup truck designs of the era. Aside from being near twins, the Chevrolet and GMC pickups looked like nothing else on the road. As a result, the third generation trucks quickly became known as the "rounded-line" generation; although some people may refer to them as "square bodys", given that the trucks appear square-like by more modern automotive design standards.

GM's design engineers fashioned the "rounded-line" exterior in an effort to improve aerodynamics and fuel efficiency, using wind tunnel technology to help them sculpt the body. Third generation design traits include "double-wall" construction, sleek sculpted body work, flared secondary beltline and an aerodynamic cab which featured rounded doors cutting high into the roof and steeply raked windshield featuring an available hidden radio antenna embedded into the glass.

There were two types of pickup boxes to choose from. The first type, called Fleetside by Chevrolet and Wideside by GMC, was a "double-wall" constructed full width pickup box and featured a flared secondary beltline to complement the cab in addition to new wraparound tail lamps. Both steel and wood floors were available. The second type, called Stepside by Chevrolet and Fenderside by GMC, was a narrow width pickup box featuring steps and exposed fenders with standalone tail lamps. Initially, only wood floors were available.

The wheelbase length was extended to 117.5 in (2985 mm) for the short wheelbase pickups, and 131.5 in (3340 mm) for the long wheelbase pickups. A new dual rear wheel option called "Big Dooley" was introduced on 1-ton pickups, along with a new Crew Cab option on the 164.5 in (4,178 mm) wheelbase. Crew Cabs were available in two versions: a "3+3" which seated up to six occupants and "bonus cab" which deleted the rear seat and added rear lockable storage in its place. The fuel tank was moved from the cab to the outside of the frame, and a dual tank option was available which brought fuel capacity to 40 US gallons. 1980 was the first year that a cassette tape could be purchased, along with a CB radio.

The rounded-line generation ultimately ran for a lengthy 15 model years (1973–1987) with the exception of the Crew-Cab, Blazer, Jimmy, and Suburban versions, which continued up until the 1991 model year.

The third generation of GM's full-size pickup line featured a design improvement that saw some criticism long after the model run ended. The fuel tank was relocated from the cab to outboard sides of one or both frame rails beneath the cab floor extending under the leading edge of the bed, commonly referred to as sidesaddle. This enlarged fuel capacity from 16 up to 40 gallons depending on wheelbase and the number of tanks. This also removed the tank from the passenger compartment.

According to a now debunked 1993 report which aired on Dateline, this placement made the trucks capable of exploding when involved in a side impact accident. The faked video was staged by an expert witness for hire against GM, Bruce Enz of The Institute for Safety Analysis. Enz used incendiary devices and a poorly fitting gas cap to create the impression of a dangerous vehicle. GM soon sued NBC over the false report, with the broadcaster settling the same day.

Fatality figures vary wildly. A study by Failure Analysis Associates (now Exponent, Inc.) found 155 fatalities in these GM trucks between 1973 and 1989 involving both side impact and fire. The Center for Auto Safety, Ralph Nader's lobbying group, claims "over 1,800 fatalities" between 1973 and 2000 involving both side impact and fire. Other commentators noted that regardless of any increased risk of fire, the GM trucks had statistically indistinguishable safety records in side-impact crashes from their Ford and Dodge equivalents.

In 1993 the bad publicity generated by the later debunked Dateline story spawned several class action lawsuits. As settlement GM offered owners $1000 coupons toward the purchase of a new truck with a trade-in of the old one. Even though the trucks met NHTSA 15 and 20 mph side impact crash test standards in place at the time of manufacture GM eventually settled with the NHTSA in 1994 for the amount of $51 million to be used for safety programs. The Fourth Generation (1988–2001) was designed and produced well before the lawsuits with one fuel tank inside the frame rails.

SUV Of The Day: June 23, 2012

Today's car of the day comes from Dean-O-mite's collection and is Matchbox Collectibles' 1999 Jeep Grand Cherokee Limited.

The Jeep Grand Cherokee is a mid-size SUV produced by the Jeep division of Chrysler. While some other SUVs were manufactured with body on frame construction, the Jeep Grand Cherokee has always used a unibody chassis.

For more information and pictures of the real car please visit: Jeep Grand Cherokee

From the Matchbox Collectibles line, this is a very different casting from the basic Matchbox Grand Cherokee (the one with or without the raft on the roof). The Collectibles version sports a much higher level of detailing, and opening doors. Original retail for these was a staggering $10, and this Grand Cherokee was one of the slowest sellers at the time. As a result it could later be found, clearance priced to a fraction of the original cost. There is also a silver version, which was only produced in small numbers before the series was killed off, and that elusive silver version has become a holy-grail for me. Someday, maybe....

The redesigned WJ 1999 Grand Cherokee shared just 127 parts with its predecessor (mostly fasteners). The spare tire was relocated from the side of the cargo compartment to under the floor. The two heavy pushrod V8 engines were replaced by Chrysler's then-new PowerTech. New V8 engine produced less torque than the old pushrods, but was lighter, offered better fuel economy, and provided similar on road performance figures (the 23-gallon fuel tank was replaced with one of a 20.5-gallon capacity). The Inline 6 engine was also updated in 1999.

A notable feature available in this generation was the automatic four wheel drive option called Quadra-Drive, which employed the New Venture Gear NV247 transfer case. This two-speed chain-driven transfer case uses a gerotor, a clutch pack coupled to a hydraulic pump, to transfer torque between the front and rear axles. The transfer case contains three modes, 4-All Time, Neutral, and 4-Lo. In 4-All Time, 100% of torque is sent to the rear axle in normal conditions. If the rear axle starts spinning at a higher rate than the front axle, hydraulic pressure builds up in the gerotor and causes the clutch pack to progressively transfer torque to the front axle until both axles return to the same speed. Neutral mode is intended for towing the vehicle. In 4-Lo, the front and rear axles are locked together through a 2.72 reduction gear ratio. The NV247 transfer case is mated to front and rear axles containing Jeep's Vari-Lok differentials. Vari-Lok differentials also use a gerotor to transfer torque between the wheels on either side of the axle. The major advantage of Quadra-Drive was that the combined transfer case and progressive locking differentials in each axle could automatically control traction between all four wheels. However, only the center differential could be permanently locked, and only in 4Lo. The Quadra-Trac II system included the NV247 transfer case with the standard open front and rear differentials.

The interior was also completely redesigned in 1999. The redesign allowed for larger rear doors, and more space for rear passengers. Controls for various items like headlights, heated seats, and rear wiper were moved to more convenient locations. The electronic Vehicle Information center was moved from below the radio to above the windshield, and was standard on all 2000 and up models. Limited models included automatic dual-zone climate control.