Car Of The Day: June 21, 2011

Today's car of the day comes from Bruce Slifer's collection and is Shrock Brothers' 1960 Studebaker Lark convertible.

The Studebaker Lark is a "compact car" which was produced by Studebaker from 1959 to 1966.

From its introduction in early 1959 until 1962, the Lark was a product of the Studebaker-Packard Corporation. In mid-1962, the company dropped "Packard" from its name and reverted to its pre-1954 name, the Studebaker Corporation. In addition to being built in Studebaker's South Bend, Indiana, home plant, the Lark and its descendants were also built in Hamilton, Ontario, Canada, from 1959-1966 by Studebaker of Canada Limited. The cars were also exported to a number of countries around the world as completed units and completely knocked down (CKD) kits.

Lark-based variants represented the bulk of the range produced by Studebaker after 1958 and sold in far greater volume than the contemporary Hawk and Avanti models. Beginning with the 1963 Cruiser, the Lark name was gradually phased out of the company catalog and by early 1964, Lark-based models were being marketed under Commander, Daytona and Cruiser nameplates only. The Studebaker company, which celebrated its 100th anniversary in 1952, ceased automobile production in 1966.

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

Unlike the rest of the Shrocks featured this week, this model is not 1/72 scale.  Before they focused on 1/72, the Shrocks did a series of models in 1/55, most prominently a series of Larks, of which this is one of them.

Sales of the Lark were good for the 1959 and 1960 model year, thanks to the fact that Studebaker had obtained "dual" dealerships with dealers of the Big Three manufacturers that did not as yet have their own compacts to sell.

Initial models included two- and four-door sedans, a two-door hardtop coupe and a two-door station wagon, with two levels of trim (Deluxe and Regal) offered on most. Aside from American Motors Corporation's Rambler line, the Lark offered the broadest line of compacts on the U.S. market. Indeed, the Lark was the first car of its size to offer a V-8 engine — the similarly-sized Rambler American offered only an inline six.

The lineup grew for 1960, when the company issued a convertible (Studebaker's first since 1952) and a four-door station wagon. Two-door wagons were fast falling from favor throughout the industry, despite a minor redesign which made the two-door Lark wagon's tailgate and rear side windows more user-friendly, and indeed the four-door quickly proved the more popular of the two available wagons from Studebaker.
A taxicab version of the Lark, originally called the "Econ-O-Miler," was built on the station wagon's longer 113 in (2,900 mm) wheelbase. The extra 4.5 in (110 mm) of wheelbase translated into extra rear seat legroom, which was important in the taxi trade.

For 1959 and 1960, Larks were available with either an L-head (flathead) 170 cu in (2.8 L) six-cylinder engine or the company's 259 cu in (4.2 L) V8. Testers at the time gave high marks to the V-8's performance. A V-8 Lark could turn out a 0 to 60 mph time of around 10 seconds, which was on par with much larger cars. By comparison, among the early Big Three compacts (Ford Falcon, Mercury Comet, Chevrolet Corvair and Plymouth Valiant) that arrived on the scene in 1960, only the Valiant could break the 20-second mark from 0-60 mph. None of the Big Three compacts offered a V-8 until the second wave of such cars — the so-called "senior compacts" — arrived for 1961.

To meet the challenge of those new cars head-on, for 1961 Studebaker created a new four-door sedan, the Cruiser, using the Econ-O-Miler taxicab body with an upgraded, more luxurious interior. The resulting car harked back to the long-wheelbase Studebaker Land Cruiser sedans of the late Forties and early Fifties. These cars can be distinguished from their lesser four-door counterparts by the 1959-60-style roofline and operational vent windows in the rear doors, while other sedans used one-piece glass in the rear doors.
A new option, a canvas-covered folding sunroof dubbed the "Skytop" was introduced as an extra-cost feature for sedans and the two-door hardtop. A mild restyling, too, was carried out. Non-Cruiser sedans and the two-door hardtop received a squared-off roofline, and a new front end design gave the Lark a broader grille and the availability of quad headlamps (as standard equipment on Regal and Cruiser models, optional on Deluxes).

Although the styling was modified, engineering enhancements were the big news for 1961, as the Larks received a performance boost. Studebaker advertised as "the compact with Performability," and this was abetted by the addition of the 289 cu in (4.7 L) V8 from the Hawk family sports car as an option, although this was mainly for Larks intended for police pursuit packages. The bigger news, as far as the general public was concerned, involved the six-cylinder engine. Studebaker's engineers had long known that their little flathead mill, which dated in its basic form to 1939, was falling farther and farther behind the competition in both power and fuel economy. Lacking the budget to design a completely new engine, the engineering staff converted the 170 engine to overhead valves while retaining much of the basic design. The "new" six, which displaced the same 170 cu. in. as before, went from 90 hp (67 kW) to 112 hp (84 kW), all without a loss in fuel economy. Indeed, most road testers of the day found the new engine to be easier on fuel than the flathead, and cars so equipped were able to shave nearly four seconds off the all-important 0-60 mph time. The redesigned six, known as the "Skybolt Six," was marketed by Studebaker extensively in 1961.
Other engineering improvements that modernized the '61 Larks included the introduction of cowl ventilation, suspended brake and clutch pedals (accompanied by a firewall-mounted brake master cylinder) and revamped steering systems.

Unfortunately, for all of its new engineering and the mild restyling, sales of the Lark dropped off precipitously for 1961. Even more new competitors were squeezing their way into the marketplace, as Dodge brought out the Lancer, and General Motors issued the Buick Special, Oldsmobile F-85 and Pontiac Tempest. These new "senior compacts", in addition to their very presence in the market, caused other problems for Studebaker. Most of the Big Three dealers who had signed on with the independent when the Lark debuted dropped the smaller company under pressure from the Detroit manufacturers once the new cars broke cover. Those who did not drop Studebaker outright often put more effort to selling their other product lines.

Car Of The Day: June 20, 2011

Today's car of the day comes from Bruce Slifer's collection and is Shrock Brothers' 1955 Studebaker President Speedster.

The Studebaker Speedster was an automobile produced by the Studebaker Corporation of South Bend, Indiana during the 1955 model year. The vehicle is considered Studebaker’s halo model for the 1955 season. Studebaker had previously used the Speedster name in the early 1920s.

For more information and pictures of the real car please visit: Studebaker President Speedster

Another Shrock masterpiece!  This was considered a halo car for Studebaker at the time, something to bring traffic into showrooms, even if the people looking at it drove off in lesser models like Champions.

The Speedster was a member of the Studebaker President series, and was based on Studebaker’s President hardtop coupe. For 1955, the company heavily restyled its models to incorporate a larger front bumper and a massive chrome grille more in keeping with American cars of the era.

The Speedster's list price started at $3,253, or about $800 more than a base 1955 President State hardtop. The reason was the 1955 President Speedster was loaded with standard equipment including: choice of Studebaker Automatic Drive or overdrive transmissions, power steering and brakes, dual exhaust, four-barrel carburetor, "Shoemaker-stitched" diamond-quilted genuine top-grain leather seating, carpeting front and rear, a map pocket (but no glove box) an eight-tube push-button radio, a Stewart-Warner 160 mph (260 km/h) speedometer and 8,000 rpm tachometer in a simulated engine-turned facing, turn signals, electric clock, tinted glass, cigarette lighter, oil filter and oil bath air cleaner, dual backup lamps, triple horns, two-speed electric wipers, tubeless whitewall tires, simulated wire wheel covers and fog-light bumperettes.
There was also Speedster-specific trim including a hood-length hood ornament, stainless roof band, Speedster nameplates and checkered emblems as well as chrome-plated ashtrays, rear-view mirror, moldings and tailpipe extensions. They also came in 2- and 3-tone paint jobs, the most famous of which was called "lemon/lime" by spectators. Studebaker's moniker was Hialeah Green & Sun Valley Yellow.

Studebaker produced 2,215 Speedsters during the 1955 model year.

Car Of The Day: June 19, 2011

Today's car of the day comes from Bruce Slifer's collection and is Shrock Brothers' 1941 Studebaker Champion Coupe Delivery.

The Champion was an automobile of the Studebaker Corporation of South Bend, Indiana. Production for the model began at the beginning of the 1939 model year and continued until 1958, when the model was phased out in preparation for the 1959 Studebaker Lark. Prior to that time, Studebaker had been placed under receivership, and the company was trying to return to a profitable position.
Success of the Champion in 1939 was imperative to Studebaker’s survival following weak sales during the 1938 model year.

Unlike most other cars, the Champion was designed from a "clean sheet"; that is, having no restrictions caused by necessarily utilizing older parts or requiring the subsequent use of its components in heavier vehicles. Careful market research guided the selection of features, but a key principle adhered to was the engineering watchword "Weight is the enemy." For its size, it was one of the lightest cars of its era; its main competitor in this respect, the Willys Americar, did not go through as thorough a design process. And the engineering was good; its compact straight-6 engine was maintained to the end of the 1964 model year (with a change to an OHV design in 1961).

The Champion was one of Studebaker's best-selling models by virtue of its low price (US$660 for the two-door business coupe in 1939), durable engine and styling. The car's ponton styling was authored by industrial designer Raymond Loewy who had been under contract with Studebaker for the design of their automobiles. Champions won Mobilgas economy runs by posting the highest gas mileage tests. During World War II, Champions were coveted for their high mileage at a time when gas was rationed in the United States. From 1943-1945, the Champion motor was used as the powerplant for the unique Studebaker M29 Weasel personnel and cargo carrier, which also used four sets of the Champion's leaf springs arranged transversely for its bogie suspension.

In 1946, Studebaker built a limited number of cars based on their 1942 body shell in preparation of its new body and design roll out in 1947. All Studebakers built in 1946 were designated Skyway Champion models.
In 1957, the Champion Scotsman, a stripped down Champion, was introduced by Studebaker in an attempt to compete with the Big Three and Nash in the low price field. Shortly after its introduction, the car was redesignated the Studebaker Scotsman.

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

The Coupe Delivery was an aftermarket conversion kit to turn your Champion coupe into a pickup truck.

As you can tell, the PMCC returned to Bruce's house for our meeting this month, and based on how popular the original Studebaker week was back in February, he invited me to take more pictures.  So I present, the second Swifty's Garage Studebaker Week.  This one is entirely comprised of Shrock Brothers models.

Car Of The Day: June 18, 2011

Today's car of the day is Johnny Lightning's 1969 Mercury Cougar convertible.

The Mercury Cougar is an automobile which was sold under the Mercury brand of the Ford Motor Company's Lincoln-Mercury Division from 1967 to 2002. The name was first used in 1967 and was carried by a diverse series of cars over the next three decades. As is common with Mercury vehicles, the Cougar shared basic platforms with Ford models. Originally this was the Mustang, but later versions of the Cougar were based on the Thunderbird, and the last was a version of the Contour/Mondeo. The Cougar was important to Mercury's image for many years, and advertising often identified its dealers as being "at the sign of the cat." Female models holding big cats on leashes were used on Cougar ads in the early 1970s. The car was assembled at the Dearborn Assembly Plant (DAP) (one of six plants within the Ford Rouge Center) in Dearborn, Michigan from 1967–73, at the San Jose Assembly Plant in Milpitas, California from 1968 into early 1969 and at the Lorain Assembly Plant (LAP) in Lorain, Ohio from 1974-97.

For more information and pictures of the real car please visit: Mercury Cougar

Why is Mercury dead?  Because they stopped making cars like this.  Mercury had problems defining themselves almost since day one.  The Cougar gave them an identity, and that identity was "The sign of the cat".  The Cougar was joined by other cat-themed models like the Bobcat and it's replacement the Lynx.  Most other feline names having been claimed already (Tiger: Sunbeam, Leopard: Nissan,  and do I really need to spell out who owns Jaguar?).  With no Cougar around since 2002 (and with the Cougar really losing relevance by the late '80s anyway) Mercury's brand image faded away- and so did their sales.

The 1967 Cougar was based on that year's refaced first-generation Mustang, but with a 3 inch (76 mm) longer wheelbase and new sheet metal. A full-width divided grille with hidden headlamps and vertical bars defined the front fascia—it was sometimes called the electric shaver grille. At the rear, a similar treatment saw the license plate surrounded on both sides with vertically slatted grillework concealing taillights (with sequential turn signals), a styling touch taken from the Thunderbird. A deliberate effort was made to give the car a more "European" flavor than the Mustang, at least to American buyers' eyes. Aside from the base model and the luxurious XR-7, only one trim package was available for either model: the sporty GT. The XR-7 model brought a wood-grained steering wheel, a simulated wood-grained dashboard with a full set of black-faced competition instruments and toggle switches, an overhead console, a T-type center automatic transmission shifter, and leather or vinyl seats. The GT package, meanwhile, supplied a much larger engine, Ford's 390 in³ (6.4 L) FE-series big block to replace the small-block 289 in³ (4.7 L) standard powerplant. Along with this came an upgraded suspension to handle the extra weight of the big engine and give better handling, more powerful brakes, better tires and a low-restriction exhaust system. The Cougar was Motor Trend magazine's Car of the Year for 1967.

The Cougar continued to be a Mustang twin for seven years, and could be optioned as a genuine muscle car. Nevertheless, it gradually tended to shift away from performance and toward luxury, evolving into something new in the market — a plush pony car. The signs were becoming clear as early as 1970, when a special edition styled by fashion designer Pauline Trigere appeared, complete with a hound's-tooth pattern vinyl roof and upholstery. A reskinning in 1971 saw the hidden headlights vanish for good, although hidden wipers were adopted. Between 1969 and 1973, Cougar convertibles were offered.

The introduction of the Cougar finally gave Mercury its own pony car. Slotted between the Ford Mustang and the Ford Thunderbird, the Cougar would be the performance icon and eventually the icon for the Mercury name for several decades. The Cougar was available in two models (base and XR-7) and only came in one body style (a two door hardtop). Engine choices ranged from the 200 hp (149 kW) 289 in³ 2-barrel V8 to the 335 hp (250 kW) 390 in³ 4-barrel V8. A notable performance package called the GT was available on both the base and XR-7 Cougars. This included the 390 in³ V8 as well as a performance handling package and other performance goodies.

Not much changed for the Cougar in its second year. The addition of federally mandated side marker lights was the major change, but the biggest changes were under the hood and in performance for the XR-7 model. A 210 hp (157 kW) 302 in³, 2-barrel V8 was the base engine on all XR-7s and early standard Cougars. Three new engines were added to the option list this year: the 230 hp (172 kW) 302 in³, 4-barrel V8; the 335 hp (250 kW) 428 in³, 4-barrel V8; and the 390 hp (291 kW) 427 in³, 4-barrel V8. In addition, the 289 in3 engine was made standard on base cars without the interior decor group mid way through the model year. Mercury was serious about the Cougar being the performance icon for the company. The XR-7G, named for Mercury road racer Dan Gurney, came with all sorts of performance add-ons, including a hood scoop, Lucas fog lamps and hood pins. Engine selection was limited only to the 302, 390, and 428 V8. A grand total of 619 XR-7Gs were produced, and only 14 G's were produced with the 428 CJ. The mid-year 7.0 L GT-E package was available on both the standard and XR-7 Cougars and came with the 427 V8. The 428 Cobra Jet Ram Air was available in limited numbers on the GT-E beginning 1 April 1968.

Conservatively rated at 335 hp (250 kW) , the 428 Cobra Jet could produce much more (306 kW (410 hp)) from the factory. A grand total of 394 GT-Es were produced, 357 with the 427 and 37 with the 428.
The third year of production, 1969, brought several new additions to the Cougar lineup. A convertible model was now available in either standard and XR-7 trim. These highly anticipated soft tops proved quite popular and today are considered, by many, among the most desirable of the '67-'70 production run. On the exterior, the grille switched from vertical bars to horizontal bars, and a spoiler and a Ram Air induction hood scoop were added as options. A new performance package appeared and several disappeared. The XR-7G and the 7.0 L GT-E disappeared, but the 390 and 428 V8s remained. The 290 hp (216 kW) 351 Windsor V8 was added to the engine lineup. The Eliminator performance package appeared for the first time. A 351 in3 4-barrel V8 was standard under the hood, with the 390 4-barrel V8, the 428CJ and the Boss 302 available as an option. The Eliminator was the new top of the line performance model of the Cougar lineup. It also featured a blacked-out grille, special side stripes, front and rear spoilers, an optional Ram Air induction system, and a more performance-tuned suspension and handling package. It also came in a variety of vibrant colors like White, Bright Blue Metallic, Competition Orange, and Bright Yellow. Only two Cougars came with the Boss 429 V8, making them the rarest Cougars ever built. Both were factory drag cars built for "Fast Eddie" Schartman & "Dyno" Don Nicholson.

The 1970, the Cougar appearance was similar to the 1969 model, however there were numerous changes inside and out. It now sported a new front end which featured a pronounced center hood extension and electric shaver grille similar to the 1967 and 1968 Cougars. Federally mandated locking steering columns appeared inside, and the aforementioned new nose and taillight bezels updated the look on the outside. The 300 hp (224 kW) 351 "Cleveland" V8 was now available for the first time, though both the Cleveland and Windsor engines were available, if the buyer selected the base model 2-barrel motor. The 390 FE engine was now dropped, and the Boss 302 and 428CJ soldiered on.

Total production: 1967: 150,893 1968: 113,720 1969: 100,060 1970: 72,343

Car Of The Day: June 17, 2011

Today's car of the day is Muky's 1969 Lincoln Continental MK III.

The Lincoln Continental Mark III was a personal luxury car produced by Lincoln and sold in North America in the 1969 through 1971 model years.

For more information and pictures of the real car please visit: Lincoln Continental Mark III

Here's a Reline Club exlcusive Muky version of the Redline-era Hot Wheels MK III.  Mukys are not known for their quality, but this one isn't as bad as the bulk of the ones I've seen over the years.

Introduced in April 1968 as an early 1969 model, the Continental Mark III is the direct spiritual successor of the limited production, ultra-luxurious Continental Mark II produced by a short-lived Continental division of Ford Motor Company between in 1956 and 1957.

Confusingly, a direct linear descendent of the Mark II, the Continental Mark III, first wore the name in 1958. Large and somewhat extravagant even for its time, it did not sell as well as Cadillac, but nonetheless earned high reviews from motoring periodicals of the day. The 1958 Mark III was the first car to be built at the new Wixom, Michigan assembly plant.

Intended to compete head-to-head with Cadillac's heavily redesigned front wheel drive Eldorado, the Mark III made its debut a clear notch above less expensive, less well-appointed personal luxury cars such as the Ford Thunderbird, Buick Riviera and Oldsmobile Toronado. As the Eldorado was built upon the Toronado frame, so the Mark III was the Thunderbird's. While the side-rail frame was identical to the Thunderbird's, the Mark III bore almost 300 lb (140 kg) more bodywork. demanding all the power Lincoln's all-new 460 cu in (7.5 l) 365 bhp (272 kW) V8 could generate.

In style, the Mark III was squarer and more upright than the sleek Thunderbird, featured a Rolls-Royce like grill, hidden headlights, and a classic albeit ersatz Mark II spare tire bulge on its trunk.

Despite some bad reviews by the automotive press, the public took to the car, with some 7,000 built during the remainder of the 1968 model year, and another 23,858 cars for the 1969 model year, a respectable showing; Lincoln had always trailed Cadillac in production numbers, but the Mark III almost equalled the Eldorado, which tallied 23,333 for 1969. This was the start of a long, successful run for the Lincoln Continental Mark Series.

Because of its early introduction and extended production year, the 1969 model had several running changes made. Cars produced prior to July 1968 had a steering wheel pad with a much larger wood applique and Continental star logo than later cars. Cars produced prior to July 1968 featured a decorative stitching pattern on the face of the rear seat above the center arm rest. After July 1968 the seatbelt retractors were relocated and eight additional exterior color choices were added. Cars produced before the second week of December 1968 had white indicator needles for all instruments and controls, and an electric clock with Arabic Numerals was used. Cars Produced after the second week of December 1968 utilized orange indicator needles for all instruments and controls, and a Cartier Chronometer with Roman Numerals was installed. All cars produced after December 31, 1968 were equipped with driver and front passenger head rests per Federal mandate.

Car Of The Day: June 16, 2011

Today's car of the day is Mattel's Disney/Pixar "Cars 2" 1974 AMC Gremlin "Grem".

The AMC Gremlin is a subcompact car from American Motors Corporation, introduced as a 1970½ model and produced through the 1978 model year. AMC reduced development and manufacturing costs by adapting a shortened compact Hornet platform with Kammback-like tail producing what was described at its introduction as "the first American-built import".

The AMC Gremlin was introduced April 1, 1970 competing with the Chevrolet Vega and Ford Pinto introduced six months later, as well as imported cars including the VW Beetle and the Toyota Corona.  The Gremlin would become American Motors' best-selling passenger car since the Rambler Classic. From April 1970 through 1978, a total of 671,475 Gremlins were built in the United States and Canada. With a mild body restyling, the basic design continued with the AMC Spirit and the all-wheel-drive AMC Eagle until 1983."

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

The other AMC from the "Cars" sequel, this is another accurately done casting in this line.  I love it!

The Arab Oil Embargo of October 1973 came just as the 1974 model year began. AMC improved the Gremlin's back seat. A deeper front fascia made the car appear longer. The front bumper was larger and mounted on self-restoring telescoping gas and oil cylinders. Unlike most other designs, the Gremlin did not use filler panel between bumper and body. The car's appearance was also changed at the rear with a stronger bumper that was set lower. Front and rear passenger car bumpers were now required by NHTSA to have uniform heights, take angle impacts, and sustain 5-mile-per-hour (8 km/h) impacts with no damage. The rear fascia was modified slightly to blend with the design changes. The Gremlin X stripe pattern took on a "hockey stick" look for 1974, with the stripes following the window line as it tapered aft, and swept up now to include four new slanted vertical impressions on the wide C-pillar. A new typeface for nameplates was used by AMC for 1974 and the Gremlin was no exception. AMC extended the 1974 model year into November 1974 to delay the need to install catalytic converters required by United States Environmental Protection Agency (EPA) 2004 regulations starting with 1975 models. In so doing, AMC sold 171,128 1974 Gremlins, an increase of nearly 40% over 1973 and 130% over 1971.

Truck Of The Day: June 15, 2011

Today's car of the day is Yat Ming's 1991 Chevrolet C1500.

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_C1500

Judging from the regular ride height of this one, I'm going to say this is the C half of the C/K-Series.  Normally pickups in diecast come with lift kits that would make Bob Chandler jealous (creator of Bigfoot and the monster truck craze), or slammed into the ground riding on 26" Dubs.  Those that are nicely done tend to be classics like the '50s Chevrolets and GMCs.  So to see a nicely done contemporary pickup is a rare sight indeed.  The hard part is believing this is from Yat Ming's cheapie 800 series.  At least until you pick it up.  Unfortunately this casting is as light as a feather.

Introduced in April 1987 as 1988 models (known as the GMT400 platform), there were eight different versions of the C/K line for 1988: Fleetside Single Cab, Fleetside Extended Cab, Fleetside Crew Cab, and Stepside Single Cab, each in either 2WD (C) or 4WD (K) drivelines. All C/K models would ride on independent front suspension. Three trim levels were available: Cheyenne, Scottsdale, and Silverado. Engines were a 160 hp (119 kW) 4.3 L V6, a 175 hp (130 kW) 5.0 L V8, a 210 hp (157 kW) 5.7 L V8 and a 6.2 L diesel V8. A 230 hp (172 kW) 7.4 L V8 was available in the 3/4-ton and one-ton trucks.

In 1989, a half ton 2WD fleetside Sport appearance package was available with black and red bumper and body trim, and a black grille with red outlined Chevrolet emblem, chrome wheels with custom center caps, and fog lights. The 89 was a limited production run set to determine how well the "sport" package would be received by consumers in the years to follow. The Sport package was more of a trim and towing package edition as well as a few engine enhancements that weren't on available on other Chevrolet trucks of the time.
Also in '89, the 4x4 sport appearance package included black bumper and body trim, wheel flares, mirrors, sport grille, 16" cast aluminum wheels and special "4x4" badging on the box and "SPORT" badged on the tailgate. The box and tailgate decals were flanked by red outlined Chevy bowties. The sport package was only offered from 1989 until 1992 as some insurance companies began to express concerns with the idea of a high performance truck. RPO code was BYP. This model was only available with the standard cab and regular fleetside box. Colors included white, black, and red. A Z71 off-road package was also available with skid plates and Bilstein shocks. The Work Truck (W/T) was also introduced in 1990, which featured a single cab long bed with Cheyenne trim and new grille with black bumpers. Also in 1990 the GMC 3500 EFI with a powerful 454 (7.4 L) was available. The 454 EFI produced 230 hp (172 kW) and 385 lb·ft (522 N·m). In 1991, the 4L80-E automatic transmission was available for the 3/4-ton and one-ton trucks. In 1992, the 4-speed manual transmission was dropped and the stepside trucks were available with extended cabs. The 6.5 L diesel V8 was also made available with a turbocharger. In 1993, the Sport package was made available for the stepside models, featuring body color bumpers, mirrors, and grille with cast aluminum wheels. The 700R4 transmission was replaced with the 4L60-E automatic in 1993 also. In 1994, the 6.2 L diesel V8 was dropped and the trucks received grille updates. In 1995, the trucks received an updated audio system and interior (including full instrumentation with tachometer standard). Four wheel ABS brakes were made standard in 1995 as well as driver's side airbag on 1/2 ton models. The Vortec V8s were introduced in 1996, with power boosts across the board for the gasoline engines. The Vortec V8's made between 255 to 290 horsepower, thanks to high-flow cylinder heads, new camshaft, roller valve lifters and a higher compression ratio. Speed sensitive steering was introduced on the trucks in 1997 along with a passenger side airbag. 1998 saw a revision to the steering wheel and airbag system and also the addition of the PASSLOCK II antitheft system.

This platform was one of two where the traditional small-block Chevrolet V8 was last used (the G-series van was the last platform using the small block until the end of the 2002 model year).

The GMT800 platform was introduced in 1999 although the GMT400 platform was produced until the 2000 model year in response to fleet sales. Although no longer produced in the U.S., GMT400s are currently produced in Brazil powered with a Chevrolet inline six.

In 1990, Chevrolet introduced a high performance variant of the GMT400 under the Super Sport emblem called the 454SS. It was available only as a 2WD half-ton regular cab short box in Onyx Black, White and even more rare; red. The 454SS was powered by a 454 cu in (7.4 L) V8 producing 230 hp (172 kW) and 385 lb·ft (522 N·m). A 3-speed automatic transmission (Turbo Hydra-Matic 400) and 3.73 rear axle ratio added to the truck's performance. The suspension was also upgraded with 32 mm (1.3 in) Bilstein gas-filled shock absorbers, a 32 mm (1.3 in) front stabilizer bar, and 12.7:1 fast-ratio steering gear assembly.
Unique exterior features included a front air dam with fog lights, special rims, decals displaying "454SS" on the bed sides, red trim emblems, and black painted grille, bumpers, and mirrors. The interior was also unique with a special plush Garnet Red cloth with black trim, high-back reclining sport bucket seats, and center console.

For 1991, a four-speed electronic automatic transmission (known as the 4L80E), 25 more horsepower, and even higher torque (405 lbs/ft at 2400 rpm) were added to the 454SS. The rear-axle ratio was also lowered to 4.10:1 for extra jolt off the line. On the dash was a tachometer, oddly omitted from 1990 models.

The MSRP of the 1990 model was US$18,295 with a $550 destination charge. A total of 16,953 units were sold over the 4 years the 454SS was in production, with 1990, the first year of production, selling 13,748 units alone. The 454SS was discontinued after the 1993 model year.

Car Of The Day: June 14, 2011

Today's car of the day is Matchbox's 1993 Mazda RX-7.

The Mazda RX-7 is a sports car by the Japanese automaker Mazda. It was produced from 1978 to 2002. The original RX-7 featured a 1146 cc twin-rotor Wankel rotary engine and a sporty front-midship, rear-wheel drive layout. The RX-7 was a direct replacement for the RX-3 (both were sold in Japan as the Savanna) and subsequently replaced all other Mazda rotary cars with the exception of the Cosmo.

The original RX-7 was a sports car. The compact and lightweight Wankel engine (rotary engine) is situated slightly behind the front axle, a configuration marketed by Mazda as "front mid-engine". It was offered as a two-seat coupé, with optional "occasional" rear seats in Japan, Australia, the United States, and other parts of the world. These rear seats were initially marketed as a dealer-installed option for the North American markets.

The RX-7 made Car and Driver magazine's Ten Best list five times. In total, 811,634 RX-7s were produced.

For more information and pictures of the real car please visit: Mazda RX-7

Color fades were more of a Yat Ming specialty, but as you can see Matchbox did them too.  This is the last of the RX-7 line (we won't discuss that ugly monstrosity with too many doors that followed it), at least for the time-being.  But much like the Toyota Supra, rumors of an RX-7 (RX-9?) revival surface every year or so.

The third generation of the RX-7, FD (with FD3S for the JDM and JM1FD for the USA VIN), featured an updated body design. The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255 PS (188 kW; 252 hp) in 1993 and finally 280 PS (206 kW; 276 hp) by the time production ended in Japan in 2002.

Series 6 (1992–1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its Efini brand as the Efini RX-7. Models in Japan included the Type R, the top-of-the-range Type RZ, the Type RB, the A-spec and the Touring X, which only came with a 4-speed automatic reducing power to 255 PS (188 kW; 252 hp), but the others ran on the standard 265 PS (195 kW; 261 hp) engine with a 5-speed manual gearbox. Only the 1993–1995 model years were sold in the U.S. and Canada. Series 6 came with 255 PS (188 kW; 252 hp) and 294 N·m (217 ft·lbf). In the UK only 124 examples of this model were sold through the official Mazda network, Only one spec. was available and this included twin oil-coolers, electric sunroof, cruise control and the rear storage bins in place of the back seats.

In North America, three models were offered; the "base", the touring, and the R models. The touring FD had a sunroof, leather seats, and a complex Bose Acoustic Wave system. The R (R1 in 1993 and R2 in 1994–95) models featured stiffer suspensions, an aerodynamics package, suede seats, and Z-rated tires.

There is also a "Touring Model" which includes a sun roof, and Bose stereo system. Compared to the R1 and R2 which both don't have a moon roof, and they have an extra front oil cooler in the front bumper, and other race modification equipment.

Car Of The Day: June 13, 2011

Today's car of the day is Zylmex's 1981 Zakspeed Ford Capri.

Zakspeed is a motor racing team from Germany, founded in 1968 by Erich Zakowski and nowadays run by his son Peter Zakowski. Their home town of Niederzissen is located not far away from the Nürburgring race track.

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

Corgi and Zylmex did the Zakspeed Capris, and Summer did a Zakspeed Mustang.  Matchbox did the Zakspeed Mustang in a larger scale, but not in 1/64.  This is not an official racing livery, and I'm unaware of any examples of this car with racing graphics.

In the late 1970s, Zakspeed was the official Ford team in the German Deutsche Rennsport Meisterschaft (DRM) series, a predecessor of the current DTM. The company constructed and entered an FIA Group 2 Escort and the Group 5 Capri, based on the MKIII production model. During this period, the Zakspeed team achieved a number of victories including the overall championship in 1981 with driver Klaus Ludwig (car shown left).

In the early 1980s, Zakspeed also prepared a Mustang for Ford USA's Special Vehicle Operations to race in the domestic IMSA Camel GT series. The Mustang chassis was based on the Group 5 Capri.