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Get ready for a rescue on this bright red fire truck! This ride will sure to become popular and features funny sound effects.
FEATURES:
Pushbutton sounds
Video monitor
Braking sounds
Two accelerator pedals to make the vehicle go faster and realistic truck accelerating sound effects
Made by Ital-Resina in 2016.
This is the 4th sound effect and pushbutton sound for Scoop (standard version). It is also used as the 3rd sound effect of Roley.
"Can we fix it? Yes, we can!"
General Motors RPO...A to Z
A simple list of some common 60's codes. If you have any not on here, add them in a comment. Please check out www.canadianponcho.ca
A01 Body Glass - Tinted
A02 Windshield Glass - Tinted
A13 Power Door Locks
A16 Power Tailgate Release
A20 Custom Seat Belts (1964)
A20 Rear Quarter Glass Swingout
A31 Window Electric Control
A33 Tail Gate Window Electric Control
A37 Standard Seat Belts (1964)
A39 Front and Rear Seat Belts w/Retractors on Front Belts
A41 Front Seat Electric Control (4-way)
A42 Front Seat Electric Control (6-way)
A43 Six Way Manual Seat Adjuster
A44 Seat Adjuster
A46 Drivers Seat Electric Control (4-way Bucket Seat)
A47 Custom Deluxe Seat Belts
A48 seat belt delete
A49 Front Seat Belt (With Retractors) (Use with RPO A63)
A50 Seat Assy., Front Bucket, Formed
A51 Front Bucket Seat - Astro Type
A51 Sports Option (Canada prior to December 1966)
A52 Seat Assy., Bench
A53 Front Bench Seat - Astro Type
A62 Less Front Seat Belt
A63 Less Rear Seat Belt
A65 Front Bench Seat - Split Seat Belt
A66 Split Second Seat
A67 Folding Rear Seat
A68 Rear Seat Center Belt - Std.
A75 H.D. Front Seat - Low Profile Type
A76 H.D. Rear Seat
A81 Headrest - Astro Type Seat
A82 Headrest - Conventional Type Seat
A85 Deluxe Shoulder Harness
A90 Rear Compartment Lid Release Electric Control
A91 Rear Compartment Lid Release - Vacuum Control
A93 Vacuum Operated Door Lock
A96 Rear Compartment Lock
A99 Glove Compartment Lock
AG7 6-Way Power Seat *
AK1 Deluxe Seat Belts and Shoulder Harness
AL4 Front Bench Seat - Special Contour (Strato)
AL5 Rear Seat Center Belt - Deluxe
AN5 Lateral Restraint Seat
AN7 Front Bucket Seat -Swivel -Shell type
AQ2 Electric Seat Back Lock Release (1971)
AQ5 Electric Seat Back Lock Release (1970)
AS1 Shoulder Harness - Std. (1967 and later)
AS1 Standard Front Harness - (1970)
AS2 Headrest - Special Contour Type Seat (Strato)
AS4 Rear Seat Shoulder Harness - Deluxe (1968 and later)
AS5 Rear Seat Shoulder Harness - Std. (1968 and later)
AU1 Electric Door Lock
AU3 Electric Door Clock
AV3 Three Point Seat & Shldr Harness
B01 Heavy Duty Body - 1964-5
B02 Taxi Cab (Includes 3.07 Rear Axle)
B07 Police Car
B22 Door Panel Mouldings (n/c) (seen on 70 and 71 SS cars)
B30 Mat. Lug. Comp. Floor Cover
B32 Front Rubber Floor Mats (Protective)
B34 H.D. Front Floor Mats
B35 H.D. Rear Floor Mats
B37 Floor Mats Front & Rear
B39 Load Floor Carpet
B50 Foam Rubber Seat Cushion
B55 Deluxe Front Seat Cushion
B56 Wheel House Moldings
B70 Instrument Panel Pad
B79 Exterior Quarter SS 396/EXT ORN SS396 Exterior Ornamentation Rear End
B80 Roof Drip Molding
B81 Moulding-Body Side Delete
B84 Body Side Molding
B85 Belt Reveal Molding
B90 Door Window Frame Molding
B93 Door Edge Guards
B94 Ornamentation Package
B96 Rear Wheel Opening Molding
BX4 Body Side Molding - Upper
C05 Folding Top
C06 Folding Top Power Lift
C07 Auxiliary Top
C08 Exterior Soft Trim Roof Cover
C14 2-Speed W/S Wiper and Washer
C24 Special Windshield Wiper (Recessed)
C28 Dual Action Tailgate
C48 Less Heater
C49 Rear Window Electric Defogger
C50 Rear Window Defroster and Defogger
C51 Rear Window Air Deflector
C56 Upper Level Ventilation
C60 Air Conditioning - All Weather
C64 Air Conditioning
C75 Air Conditioning Automatic Temperature Control
CD2 Windshield Washer Fluid Level Monitor
CD3 Electro-Tip Windshield Wiper Control
CE1 Headlamp Washer
CF1 Folding Vinyl Sunroof-Manual
D10 Arm Rest Rear
D31 Inside Non-Glare Rear View Mirror
D33 Outside Rear View Mirror L.H. Remote Control
D34 Visor Vanity Mirror
D35 Outside Rear View Mirror
D55 Front Compartment Floor Console
D80 Auxiliary Panel and Valance
D88 SS Hood & Deck Lid Stripe
D91 Front End Paint Stripe
D96 Wide Paint Stripe - Side
D99 Special Two-Tone Paint Moulding
DX1 Front End and Hood Stripe
F40 Heavy Duty Front and Rear Suspension
F41 Special Performance - Front and Rear Suspension
F60 Heavy Front Spring
F62 Front Springs Computer selected
FR1 Front Spring L.H.
FR2 Front Spring R.H.
G31 Special Rear Spring
G32 Rear Springs computer selected
G33 Rear Spring L.H.
G34 Rear Spring R.H.
G66 Air Booster Rear Shock Absorber
G67 Rear Shock Absorber Level Control
G75 Rear Axle - 3.70 Ratio
G76 Rear Axle - 3.36 Ratio
G80 Rear Axle - Positraction
G81 Differential Carrier - Positraction
G84 Differential Carrier - 3.31 Ratio
G91 Differential Carrier - 3.08 Ratio
G92 Rear Axle - 3.08 Ratio
G93 Differential Carrier - 3.27 Ratio
G94 Rear Axle - 3.31 Ratio
G95 Differential Carrier - 3.55 Ratio
G96 Rear Axle - 3.55 Ratio
G97 Rear Axle - 2.37 Ratio
GS1 Rear Axle - 2.73 Ratio
GS3 Rear Axle - 3.73 Ratio
GS4 Differential Carrier - 3.70 Ratio Positraction
GS5 Differential Carrier - 4.11 Ratio
GS6 Differential Carrier - 4.56 Ratio Positraction
GS8 Rear Axle - 3.42 Ratio
GS9 Rear Axle - 3.73 Ratio
GT1 Rear Axle - 2.56 Ratio
GT2 Rear Axle - 2.29 Ratio
GT4 Rear Axle - 3.73 Ratio
GT5 Rear Axle - 4.10 Ratio
GT6 Rear Axle - 3.42 Ratio
GU8 Rear Axel 3.90 ratio
GV1 Differential Carrier - 2.73 Ratio Positraction
GV2 Differential Carrier - 3.08 Ratio
GV3 Differential Carrier - 3.08 Ratio
GV4 Differential Carrier - 3.36 Ratio
GV5 Differential Carrier - 3.55 Ratio
GV7 Differential Carrier - 3.55 Ratio
GV8 Differential Carrier - 4.11 Ratio
GW2 Rear Axle - 2.56 Ratio
GW3 Rear Axle - 2.56 Ratio
GW4 Rear Axle - 2.56 Ratio
GW5 Rear Axle - 2.73 Ratio
GW8 Rear Axle - 4.10 Ratio
GX1 Rear Axle - 3.07 Ratio
GX2 Rear Axle - 3.07 Ratio
GX5 Rear Axle - 3.08 Ratio
GX9 Rear Axle - 2.92 Ratio
GY2 Rear Axle - 3.31 Ratio
GY4 Rear Axle - 3.73 Ratio
GZ1 Rear Axle - 3.08 Ratio
GZ3 Rear Axle - 3.08 Ratio
GZ5 Rear Axle - 3.42 Ratio
GZ6 Rear Axle - 3.42 Ratio
H56 Wheel House Mouldings
H01 Rear Axle - 3.07 Ratio
H02 Rear Axel -3.55 Ratio
H05 Rear Axle - 3.73 Ratio
J50 Vacuum Power Brake
J52 Disc Brakes - Front
J55 Heavy Duty Brake
J56 Heavy Duty Brake
J61 Shoe and Drum Type Brake (Disc Brakes Deleted)
J65 Metallic Brake Facing
JL2 Power Disc Brake - Front
JL8 Disc Brake - Front and Rear
K02 Fan Drive
K05 Engine Block Heater
K19 Air Injection Reactor
K21 Engine Controlled Combustion System
K24 Closed Engine Positive Ventilation
K30 Speed and Cruise Control
K45 Air Cleaner - Oil Bath Type 1 Lb. Capacity
K46 Air Cleaner - Heavy Duty Pre-Cleaner
K47 Air Cleaner - Oil Bath Pre-Cleaner
K66 Transistor Ignition
K76 61 Amp. Generator - Delcotron
K79 42 Amp. Generator - Delcotron
K81 62 Amp. Generator - Delcotron
K84 Amp. Generator - Delcotron
K85 63 Amp. Generator - Delcotron
KD5 Heavy Duty Closed Position Ventilation
L08 Engine Emission Certification
L11 L-4 Engine - 170 Cu. In. (OHC Aluminum-2bbl)
L13 L-4 Engine - 140 Cu. In. (OHC Aluminum-1bbl)
L14 V8 Engine - 307 Cu. In.
L22 L-6 Engine - 250 Cu. In.
L26 L-6 Engine - 230 Cu. In.
L30 V8 Engine - 327 Cu. In.
L34 V8 Engine - 396 Cu. In. Hi-Perf. (350hp)
L35 V8 Engine - 396 Cu. In. (325hp)
L36 V8 Engine - 427 Cu. In. Hi-Perf.
L46 V8 Engine - 350 Cu. In.
L48 V8 Engine - 350 Cu. In.
L62 P-6 Engine - Hi-Perf.
L63 P-6 Engine - Spec. Hi-Perf.
L65 V8 Engine - 350 Cu. In. (2 Bbl. Carb.)
L66 V8 Engine - 396 Cu. In. (2 Bbl. Carb.)
L68 V8 Engine - 427 Cu. In. - Hi-Perf. - Tri Carb.
L71 V8 Engine - 427 Cu. In. - Spec. Hi-Perf. - Tri Carb.
L72 V8 Engine - 427 Cu. In. - Spec. Hi-Perf.
L73 V8 Engine - 396 Cu. In. - Spec. Hi-Perf.
L74 V8 Engine - 327 Cu. In. - Hi. Perf.
L74 Engine Ram Air III
L77 V8 Engine - 283 Cu. In.
L78 V8 Engine - 396 Cu. In. - Spec. Hi-Perf. (375hp)
L79 V8 Engine - 327 Cu. IN. - LD - Spec. Hi-Perf. (Hyd. Lifters)
(325hp)
L85 L-6 Engine - 250 Cu. In. (4 Bbl Carburetor)
L87 P-6 Turbo Charged Engine
L88 V8 Engine - 427 Cu. In. Heavy Duty
L89 Aluminum Cylinder Heads (396/375hp)
L90 Low Compression Engine L6 (export)
L92 Low Compression Engine V8 (export)
LF6 V8 Engine - 400 Cu. In. (2 Bbl Carb.) (Reg. Fuel)
LF7 V8 Engine - 327 Cu. In. (2 Bbl Carb.) (Reg. Fuel)
LM1 V8 Engine - 350 Cu. In. (4 Bbl Carb.) (Reg. Fuel)
LO8 Engine Emission Identification Chart
LS1 V8 Engine - 427 Cu. In. (4 Bbl Carb.) (Reg. Fuel)
LS3 V8 Engine 400 Cu. In. 4 Bbl. Carb.
LS4 V8 Engine 454 Cu. In. 4 Bbl. Carb.
LS5 V8 Engine 454 Cu. In. 4 Bbl. Carb. Hi-Perf.
LS6 V8 Engine 454 Cu. In. 4 Bbl. Carb. Spec. Hi-Perf.
LS7 V8 Engine 454 Cu. In. 4 Bbl. Carb. Heavy Duty
LT1 V8 Engine 350 Cu. In. Special High Performance
M01 Heavy Duty Clutch
M10 Transmission Overdrive
M11 Floor Shift Transmission Control
M13 Heavy Duty 3-Speed Transmission
M20 4-Speed Transmission
M21 4-Speed Transmission - Close Ratio
M22 Heavy Duty 4-Speed Transmission
M31 Transmission 2 Speed Automatic Jetaway (OLDS)
M35 Powerglide Transmission
M38 3-Speed Automatic Transmission (TH350)
M40 3-Speed Automatic Transmission (Turbo Hydra-matic 400)
M55 Transmission Oil Cooler
MB1 2-Speed Transmission - Manual Shift
MC1 H.D. 3-Speed Transmission (Munci)
N03 Gas Tank - 36-1/2 Gallon and Wheelhouse Filler Panel
N05 : LOCK CONTROL, FUEL FILLER CAP
N10 Dual Exhaust
N11 Off Road Service Exhaust
N14 Side Mounted Dual Exhaust
N30 Deluxe Steering Wheel
N32 Steering Wheel - Wood
N33 Steering Wheel - Tilt Type
N34 Steering Wheel - Wood Grained Plastic
N36 Telescopic Steering Wheel
N37 Steering Wheel - Tilt - Telescopic
N40 Hydraulic Steering
N44 Special Steering
N61 Dual Exhaust - Deep-Tone Muffler
N65 Space Saver Spare Wheel and Tire
N66 Super Sport Wheel, Hub Cap & Trim Ring (Rally Type)
N89 Aluminum Wheel - 15 x 6
N95 Simulated Wire Wheel Trim Cover
N96 Simulated Magnesium Wheel Trim Cover
N98 Wheel Rally II Road
NA9 Evaporative Emission Control
NC7 Exhaust Noise Control
NC8 Chambered Exhaust
NF2 Dual Exhaust - Deep-Tone Muffler
NK2 Deluxe Vinyl Steering Wheel
NK4 Sport Steering Wheel
P01 Wheel Trim Cover
P02 Simulated Wire Wheel Trim Cover
P06 Wheel Trim Ring
P12 14 x 6 JK Wheel (8.25-14 Tires)
P19 Spare Wheel Lock
P42 15 x 6 J Wheel
P48 15 x 6 L Wheel (Quick Take Off)
P49 Chrome Wheel
P58 7.35-14 Original Equipment Whitewall
P61 7.75-14 W/W (Canada only?)
P62 7.75-14 Original Equipment Whitewall (1969)
P65 7.75-14 Original Equipment Blackwall
P75 Tire 8.25 -14-4 PR-HWY
P84 8.55-14-4 PR Tire HWY OE
PA2 Simulated Magnesium Wheel Trim Cover
PA3 Special Wheel Trim Cover
PH1 15 x 7 Wheel
PK6 E70-14-4 PR Tire OE Red Stripe
PK8 E78-14-4 Tire-HWY -OE-W/Wall
PL1 E70-14-B Tire (2+2) -HWY-BB-White Stripe
PL3 E78-14-B Tire (2+2) - Hwy - BB -w/wall
PL4 F70-14 Steel Belted (2+2) Hwy -BB-B/Wall White Letters
PL5 F70-14 Special Blackwall with White lettering
PM7 F60-15 White Letter
PU6 E70-15-B Tire-HWY-Nylon -B/Wall White Lettering
PU8 G78-15-B (2+2) Tire -HWY-BB-W/Wall
PV4 F78-15-B (2+2) Tire HWY -BB-W/Wall
PV6 H78-15-B (2+2) tire -HWY-BB-W/Wall
PV8 H75-15-D- HWY-BB-W/WALL
PW7 F70-14-4 Special White Stripe
PW8 F70-14-4 Special Red Stripe
PX5 F78-14 Special Belted Blackwall
PX6 F78-14 Special Belted Whitewall
PX8 G70-14 W/S Tire (seen on 70 El Camino exported to Chile)
PY4 F70-14 Special Belted White Stripe
PY5 F70-14 Special Belted Red Stripe
T42 Hood Inlet Ram Air
T58 Rear Wheel Opening Skirt
T60 Heavy Duty Battery
T72 RHD headlight aim
T74 fog light equip
T78 Front Fender Running Lamp
T81 Headlamp Light Watch & Off Control
T83 Retractable Headlamp Cover
T86 Lamps Backup
T93 Lamp and Tail, Stop
TJ2 Front Fender Louver
U03 Low "D" Note Horn
U05 Dual Horn
U08 Dual Electric Horns
U14 Instrument Panel Gauges
U15 Speed Warning Indicator
U16 Tachometer
U17 Front Compartment Console Instrument Cluster
U18 Export KM speedo
U23 Ignition Lock Light
U25 Luggage Compartment Lamp
U26 Underhood Lamp
U27 Glove Compartment Lamp
U28 Ash Tray Lamp
U29 Instrument Panel Courtesy Lights
U35 Electric Clock
U37 Lighter,Cigarette
U46 Lamp Monitoring
U51 Mirror Lamp
U57 Tape Player
U63 Radio - Push Button
U69 Radio - AM/FM - Push Button
U73 Manual Antenna - Rear
U75 Power Antenna - Rear
U76 Windshield Antenna
U79 Radio Stereo
U80 Auxiliary Speaker - Rear
UA6 Horn Alarm System
UB5 Tachometer Hood Mounted
UF1 Map/Mirror Lamp
UM1 AM Pushbutton Radio & Tape Player
UM2 AM-FM Pushbutton Radio & Tape Player
V01 Heavy Duty Radiator
V30 Front Bumper Guards
V31 Front Bumper Guard
V32 Rear Bumper Guard
V48 Engine Coolant Increased Protec (Antifreeze)
V54 Deluxe Adjustable Roof Luggage Carrier
V55 Roof Luggage Carrier
V74 Hazard Warning Switch
V78 Delet Cer Plt (seen on 70 El Camino exported to Chile)
VE3 Special Front Bumper
VF3 Deluxe Front and Rear Bumper
VK3 Front Licence Plate Mounting
W51 Deluxe Belts
W63 Rally Guage Cluster & Clock
W84 Additional Fuel for Delivery
W87 Cigar Lighter Lamp
WT1 Judge Option
WV2 Black Sky Roof
X09 Speedo Adapter
X07 Winter tires
X14 Export spray tarp coating for shipping overseas
X17 underbody oil spray protection
Y80-Exterior Custom
YC1 Differential Carrier - 3.08 Ratio Positraction
YC2 Differential Carrier - 3.36 Ratio Positraction
YC3 Differential Carrier - 3.55 Ratio Positraction
YC4 Differential Carrier - 4.11 Ratio Positraction
YC6 SS 454 Conversion
YF8 Stripe Color Option (70 Chevelle)
Z01 Comfort and Convenience Equipment Includes:
Inside Mirror
Standard Outside Mirror - (Exc. Corvette)
2-Speed Wiper and Washer - (Exc. Corvette)
Back-Up Lights
Glove Box Lamp - (Exc. Corvette)
Luggage Lamp - (Reg. Pass. Only)
Bottle W/S Washer Fluid - (Exc. Corvette)
Z03 Super Sport
Z04 Heavy Duty Chassis
Z06 S.S. 396
Z12 Speedometer Driven Gear & Fitting
Z13 Comfort and Convenience Equipment (Same as
RPO Z01 exc. for Remote Control Mirror)
Z14 Air Conditioning (All Weather) Body Conversion
Z15 SS 454 Group
Z17 Special Suspension and Steering (Monte Carlo SS)
Z21 Exterior Molding
Z22 Rally Sport Package
Z23 Interior Decor Package
Z24 SS427
Z25 Basic SS 396 Sport Package
Z26 Super Sport
Z27 Super Sport
Z28 Special Engine (Special Performace Package)
Z29 Vinyl Stripe
Z49 Mandatory Canadian Base Equip Modifications
Z52 Full Foam Seat
Z53 Ammeter, Oil Pressure and Temperature Gauge
Z55 Special Vehicle Identification Number Plate
Z67 Speedometer Driven Gear Adapters & Keys
Z87 Deluxe Interior
ZH1 Lighting Group
ZJ1 Custom Interior
ZJ2 Custom Exterior
ZJ3 Interior Convenience Package
ZJ5 Exterior Decor
ZJ6 Special Sport Sedan
ZJ7 Special Wheel, Hub Cap and Trim Ring
ZJ9 Auxiliary Lighting Group
ZKQ Tire Pressure Sticker
ZK1 Body Insulation Package
ZK3 Deluxe Seat Belts and Front Seat
Shoulder Harness
ZK8 Tire Pressure Label
ZL2 Special Ducted Hood Air System (Cowl Induction)
ZL3 SS Conversion (Fisher)
ZN1 Front & Rear Spring Option
ZP2 Trim & Colour Overide
ZP5 Appearance Guard Group
ZP8 Tire F70x14
ZQ2 Operating Convenience Group
ZQ7 Canadian Warrenty Booklet & Misc. Literature
ZQ9 Rear Axle - Performance Ratio (4.10)
ZR1 Off Road Package (LT1)
ZR2 Off Road Package (LS7)
ZV7 Freedom Battery Delete
ZX1 Exp Proced #1 (seen on 70 El Camino exported to Chile)
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
De Tomaso Pantera push-button Vignale V8 5.8 I 1971
*** One of the 382 made by Vignale only ***
The very first series of the Pantera, was produced from late 1970 to April 1971.
These cars were built and finished by Carrozzeria Vignale in Torino. In May 1971 De Tomaso opened its own assembly line in Modena.
Since then, Vignale just built the bodies while the finish of the cars – installation of engines, seats, paintwork etc – was done in Modena.
The Vignale-built Panteras are rare. It´s said that about 382 cars were assembled by Vignale in early 1971.
They can be identified by the door handles. The Vignale-built Panteras have push-button door handles (from Fiat 850 Spider)
while all the later models (starting in May 1971) have rectangular ones. In the US, the very early Panteras are called the “Push
button Panteras”. They are very much sought after. I Matthias Zabel, Hamburg
MOTORWorld Classics Berlin
ExpoCenter City under the radio-tower
5 to 8 October 2017
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
The 510N button sucked big time, got rid of the ridiculous IC inside the switch and replaced the button with a real pushbutton. Not only is it mechanically better now, but I'm also getting a much better current from the battery. The IC inside, whatever it was supposed to do, was causing some serious problems. Now this baby kicks ass!
The office where I worked in 1956 had several of these and I had to use one of them at times. They utilized mechanical pushbuttons and the user would often need to push several buttons at a time, thus contorting one's hands to push the right combination of buttons. They were very "clunky" and awkward, but when management offered to buy electrical versions the Cost Department staff wanted nothing to do with them.
'America's Most Carefully Built Car'
In an effort to establish itself as a legitimate contender in the Cadillac class, Imperial became a stand-alone division of the Chrysler Corporation in 1955. An Imperial-exclusive assembly line was the inspiration for the 1960 ad theme, 'America's Most Carefully Built Car.'
The 1960 Imperial continued to play off the successful 'Forward Look' styling themes introduced in 1957, but rooflines and below-the-beltline body panels were all reshaped. In this carry-over year for Cadillac and Lincoln, the 1960 Imperial was promoted as 'America's Only All-New Luxury Car.' But while the rest of the Chrysler line shifted entirely to 'Unibody' construction, the Imperial retained its 1957-vintage body-on-frame platform.
Powered by a 413 cubic-inch, 350 horsepower, 'Golden Lion' Hemi V8, pushbutton Torque-Flite transmission, and torsion-bar suspension, the mighty Imperial was highly regarded as the 'road car' in the luxury class. A 'jet-age' feature that remains fascinating today is the 'Panelscent' (electroluminescent) instrument lighting. 'Auto-Pilot' cruise control was also introduced in 1960.
[Test from Conceptcarz.com]
www.conceptcarz.com/vehicle/z14229/Imperial-Crown.aspx
While many critics of automobile styling rate the 1955 through 1959 Imperials highly,[citation needed] the design of the 1960–1963 period is more controversial. At that time, Exner was increasingly struggling with the Chrysler president and board. "It was during 1962 Exner was dethroned as president of design in Highland Park. His successor was Elwood Engel, lured away from Ford to lead Chrysler Corporation along a more conventional path. Exner continued as a consultant through 1964, after which he had no further involvement." This source also states, "When he was good, he was very good ( re: styling). When he was bad.... it was the epitome of excessive design. Sales dropped off and the board stepped in." Exner's son went on further, in a 1976 interview, "it was time for a change. Their image needed changing. Dad was a great designer and he was always ahead of his time. He gained more freedom from Chrysler in his designs of the modern Stutz." This same source gives blow-by-blow accounts how Chrysler Corporation was revived through corporate changes in leadership. "But on the product front, the influence of Tex Colbert (ousted President of Chrysler in 1961) and Virgil Exner was still present, and it wouldn't be entirely washed away until 1965".
[Text from Wikipedia]
This Lego miniland-scale Imperial 1960 LeBaron has been created for Flickr LUGNut's 88th Build Challenge, - "Let's Break Some Records", - a challenge focused on creating vehicles that set some benchmark for biggness, fastness or other extreme of some specification. The model shown here, the 1960 Imperial, is rumoured to have the tallest tailfin from this era, taller even that the 1959 Cadillac. However, I have not found any documented statistical proof, just lots of verbatim copy of the Cadillac having the tallest fins.
Has anyone measured both cars lately?
What if Jolly Roger LTD made a Lofty ride in 2005 under license from HiT Entertainment & Keith Chapman?
Description:
"Come on, team! Let's start building!" Bob is back on site but this time he's working with Lofty the mobile crane.
This ride is based around Lofty from Bob the Builder and features Bob, the theme tune from the show and four sound effects and phrases spoken by Lofty, Scoop, and Muck. This ride, like Scoop, Roley, and Muck, will also be available as a US release. It will also be released with or without a video screen.
The following phrases and sounds are:
1. "Trrt Trrt!"
2. "L-L-L-L-L-L-L-L-L-Lofty to the rescue!"
3. "BeeBeep!"
4. "Can we fix it? Yes, we can!"
If you're wondering what the attract mode and pushbutton sound could be, they are:
Attract mode: "Vroooooommmmmm... "Can we fix it? Vrooooommmmmmmm..."
Pushbutton sound: "L-L-L-L-L-L-L-L-L-Lofty to the rescue!".
The attract mode is the same attract mode that can be heard on Scoop, Roley and Muck.
However, this is just for fun. JR never made a Lofty ride.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
This vintage magazine advertising from circa 1985 (posting under Fair Use, just in case) features graphics of traditional-featured folk on a Hi-Phone. Eye-catching because the phones look like the old Princess phones from the 70s. And, as we all know, half the Korean peninsula is ruled by a princess. ;-)
This is a fanmade Bafco ride made in 1996 under license from Britt Allcroft (Thomas) Limited.
Description:
All aboard for adventures on the Island of Sodor with Thomas & James! Race around the railway with a semi-rotating movement, fun dialogue and whistle SFX, as well as the popular theme tune from the show.
If you're wondering what this fanmade ride does, it has Bafco's start button message and Amutec's end message and the intro and end credits theme. It also has two small green and yellow circular pushbuttons which feature quotes from Thomas and James, "Slow down!" and "I'm the pride of the line!" alongside whistle SFX from Thomas and James.
Originally launched in 1990, the Renault Clio is currently in its fourth generation as of 2012.
The Clio has seen substantial critical and commercial success, being consistently one of Europe's top-selling cars since its launch, and it is largely credited with restoring Renault's reputation and stature after a difficult second half of the 1980s.
It was a bit of a surprise to be offered a Clio, as Renault's don't feature strongly in Enterprise Rent-a-Car's fleet.
Miles driven: 268.9
Average MPG: 41.1
Type of driving: Mainly motorways and fast A roads.
Likes: economy, keyless entry and starting via START/STOP dashboard pushbutton, in-car entertainment/Sat Nav system (no CD player - you are forced to go MP3, etc), cruise control, maximum speed limiter (adjustable), digital only readout of MPH take getting used to (rev counter and fuel gauges are analogue).
Dislikes: automatic windscreen wipers makes crazy decisions, clutch bites quickly at top end of pedal travel, usual modern car oversized pillars reducing vision (but not as bad as some), rearward vision, just enough power (1.2 petrol), no temperature gauge, the many shiny surfaces of the interior reflect too much sunshine (especially on a low Sun winters day) - and in the future these will probably look awful as the surfaces get marked with scratches, noisy and harsh at motorway speeds.
Items of note:
Renault don't seem to put much effort into the right hand drive model of the Clio. On a previous model of Clio (I forget which) they didn't, or couldn't, swap over the windscreen wipers so they wipe to the right.
On this model the handbrake is not mounted centrally, it is very close to the (now) passengers seat. This can potentially have unforeseen consequences. Either good or bad.
For example: while travelling with a larger than average female, or indeed male, colleague you'd be whipped into the office faster than you can say 'Human Resources' for 'inappropriate behaviour' (aka 'Touching someone up')... or it could turn out in a very different circumstance altogether (Oh la la! - Zeez French!).
en.wikipedia.org/wiki/Renault_Clio
As I returned to the car, the driver of the car parked behind got out and took pictures of his car.
What kind of a loony does that?
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
'America's Most Carefully Built Car'
In an effort to establish itself as a legitimate contender in the Cadillac class, Imperial became a stand-alone division of the Chrysler Corporation in 1955. An Imperial-exclusive assembly line was the inspiration for the 1960 ad theme, 'America's Most Carefully Built Car.'
The 1960 Imperial continued to play off the successful 'Forward Look' styling themes introduced in 1957, but rooflines and below-the-beltline body panels were all reshaped. In this carry-over year for Cadillac and Lincoln, the 1960 Imperial was promoted as 'America's Only All-New Luxury Car.' But while the rest of the Chrysler line shifted entirely to 'Unibody' construction, the Imperial retained its 1957-vintage body-on-frame platform.
Powered by a 413 cubic-inch, 350 horsepower, 'Golden Lion' Hemi V8, pushbutton Torque-Flite transmission, and torsion-bar suspension, the mighty Imperial was highly regarded as the 'road car' in the luxury class. A 'jet-age' feature that remains fascinating today is the 'Panelscent' (electroluminescent) instrument lighting. 'Auto-Pilot' cruise control was also introduced in 1960.
[Test from Conceptcarz.com]
www.conceptcarz.com/vehicle/z14229/Imperial-Crown.aspx
While many critics of automobile styling rate the 1955 through 1959 Imperials highly,[citation needed] the design of the 1960–1963 period is more controversial. At that time, Exner was increasingly struggling with the Chrysler president and board. "It was during 1962 Exner was dethroned as president of design in Highland Park. His successor was Elwood Engel, lured away from Ford to lead Chrysler Corporation along a more conventional path. Exner continued as a consultant through 1964, after which he had no further involvement." This source also states, "When he was good, he was very good ( re: styling). When he was bad.... it was the epitome of excessive design. Sales dropped off and the board stepped in." Exner's son went on further, in a 1976 interview, "it was time for a change. Their image needed changing. Dad was a great designer and he was always ahead of his time. He gained more freedom from Chrysler in his designs of the modern Stutz." This same source gives blow-by-blow accounts how Chrysler Corporation was revived through corporate changes in leadership. "But on the product front, the influence of Tex Colbert (ousted President of Chrysler in 1961) and Virgil Exner was still present, and it wouldn't be entirely washed away until 1965".
[Text from Wikipedia]
This Lego miniland-scale Imperial 1960 LeBaron has been created for Flickr LUGNut's 88th Build Challenge, - "Let's Break Some Records", - a challenge focused on creating vehicles that set some benchmark for biggness, fastness or other extreme of some specification. The model shown here, the 1960 Imperial, is rumoured to have the tallest tailfin from this era, taller even that the 1959 Cadillac. However, I have not found any documented statistical proof, just lots of verbatim copy of the Cadillac having the tallest fins.
Has anyone measured both cars lately?
'America's Most Carefully Built Car'
In an effort to establish itself as a legitimate contender in the Cadillac class, Imperial became a stand-alone division of the Chrysler Corporation in 1955. An Imperial-exclusive assembly line was the inspiration for the 1960 ad theme, 'America's Most Carefully Built Car.'
The 1960 Imperial continued to play off the successful 'Forward Look' styling themes introduced in 1957, but rooflines and below-the-beltline body panels were all reshaped. In this carry-over year for Cadillac and Lincoln, the 1960 Imperial was promoted as 'America's Only All-New Luxury Car.' But while the rest of the Chrysler line shifted entirely to 'Unibody' construction, the Imperial retained its 1957-vintage body-on-frame platform.
Powered by a 413 cubic-inch, 350 horsepower, 'Golden Lion' Hemi V8, pushbutton Torque-Flite transmission, and torsion-bar suspension, the mighty Imperial was highly regarded as the 'road car' in the luxury class. A 'jet-age' feature that remains fascinating today is the 'Panelscent' (electroluminescent) instrument lighting. 'Auto-Pilot' cruise control was also introduced in 1960.
[Test from Conceptcarz.com]
www.conceptcarz.com/vehicle/z14229/Imperial-Crown.aspx
While many critics of automobile styling rate the 1955 through 1959 Imperials highly,[citation needed] the design of the 1960–1963 period is more controversial. At that time, Exner was increasingly struggling with the Chrysler president and board. "It was during 1962 Exner was dethroned as president of design in Highland Park. His successor was Elwood Engel, lured away from Ford to lead Chrysler Corporation along a more conventional path. Exner continued as a consultant through 1964, after which he had no further involvement." This source also states, "When he was good, he was very good ( re: styling). When he was bad.... it was the epitome of excessive design. Sales dropped off and the board stepped in." Exner's son went on further, in a 1976 interview, "it was time for a change. Their image needed changing. Dad was a great designer and he was always ahead of his time. He gained more freedom from Chrysler in his designs of the modern Stutz." This same source gives blow-by-blow accounts how Chrysler Corporation was revived through corporate changes in leadership. "But on the product front, the influence of Tex Colbert (ousted President of Chrysler in 1961) and Virgil Exner was still present, and it wouldn't be entirely washed away until 1965".
[Text from Wikipedia]
This Lego miniland-scale Imperial 1960 LeBaron has been created for Flickr LUGNut's 88th Build Challenge, - "Let's Break Some Records", - a challenge focused on creating vehicles that set some benchmark for biggness, fastness or other extreme of some specification. The model shown here, the 1960 Imperial, is rumoured to have the tallest tailfin from this era, taller even that the 1959 Cadillac. However, I have not found any documented statistical proof, just lots of verbatim copy of the Cadillac having the tallest fins.
Has anyone measured both cars lately?
Completed first draft of the eagle schematic for Stackduino SMD. One or two question marks over components and connections, but that's more or less it.
Stackduino SMD is the next step from the original Stackduino (reallysmall.github.io/Stackduino/). Stackduino is an open source motion controller, designed primarily for focus stacking, which interfaces with a stepper motor, limit switches and a camera shutter.
Key development targets for Stackduino SMD are:
1/ A smaller footprint
2/ More efficient use of battery power
3/ Provision for future expansion of functionality
Power
Automatic switchover between ac adapter and batteries is supported by an LTC4412 and Mosfet at a much lower forward voltage drop than using diode ORing for greater efficiency of battery use.
Step-down to 5v is handled with a LM2675 buck converter for considerable efficiency improvement over the standard linear regulator used in Stackduino 1.
Power on/ off is supported by the LTC2950 pushbutton controller. This also interfaces with the micro-controller to allow the system to switch itself off.
Core functions
MCP23017 port expander allows software control over most stepper driver functions, power monitoring and system switch-off.
FT232RL interfaces microcontroller with onboard usb port for simple reprogramming.
16x2 parallel lcd replaced with 128x64, which is more feature rich, smaller, uses less pins and less power.
I/O
Stackduino 1's DB9 port replaced with a DB15 port, supporting signals for:
Ground (3)
Stepper motor (4)
Limit switches (2)
Focus and shutter (2)
Digital pin (2 - currently unused, to support future functionality)
Analogue pin (2 - currently unused, to support future functionality)
The 1st sound effect and pushbutton sound for Roley (standard version; V2 & V3). It is also used as the attract mode from the video version of Roley (V3).
"Rock and roll!"
P.S. If you're wondering if there's a V3 Video Option, there is. This ride has over 14 sounds and phrases.
What if Jolly Roger LTD made a James ride in 2009 under license from Gullane (Thomas) Limited?
Description:
Here comes James the Red Engine from all-time favourite Thomas & Friends. Features whistle sounds and the catchy theme tune from the show.
This ride is based around James from Thomas & Friends and features the theme tune from the show and James' whistle sound. It will be released with or without a video screen.
The following sounds are:
1. Toot Toot!
If you're wondering what the attract mode and pushbutton sound could be, they are:
The attract mode is part of the theme tune playing and the pushbutton sound is the same. The attract mode also is the same attract mode that can be heard on Thomas and Percy.
However, this is just for fun. JR never made a James ride.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
This 1955 Packard Clipper Super has sat out in front of a small Decatur auto-repair shop for quite some time now. It certainly has some potential. I hope they can do something with it.
auto.howstuffworks.com/1953-1956-packard-clipper4.htm
Packard's increasing inability in the 1950s to compete in the auto business was really a shame, since the '55s -- the first designs President James Nance and his managers had wholly controlled -- were the finest crop of cars Packard had produced since the war. But the 1955-1956 Packards would be the last built in Detroit.
A new body was not in the cards; that awaited a complete restyle and integration with Studebaker, planned for 1957. But Packard stylists did a splendid job with what they had, adopting a fashionable wraparound windshield, attractive new grillework, chic hooded headlights, new side and tail treatments, and a plethora of new colors and upholstery.
Series were shuffled again, with the DeLuxe four-door sedan now the base model topped by hardtops and sedans in the Super and new high-end Custom series.
Even more impressive was 1955 engineering. Leading the list of features was Torsion-Level suspension, an interlinked torsion-bar arrangement Nance acquired from a clever inventor, Bill Allison.
Operating on all four wheels, Torsion-Level was so impressive that Chrysler, which had planned to introduce torsion front suspension, put it off a year lest Packard claim its version was twice as good! A complicated electrical system allowed the suspension to correct for load and weight, and the interlinking of all four wheels provided truly extraordinary ride and handling, especially over very rough surfaces.
Combined with the new ride was potent new power that put Packard back into the horsepower race: oversquare, powerful V-8s, displacing 320 cubic inches in the Clipper DeLuxe and Super, and 352 on the Clipper Custom.
Handling the power was Packard's latest improvement on Ultramatic transmission, designed by engineer Forest McFarland and a young associate named John Z. DeLorean. Called Twin Ultramatic, it featured two ranges. For quick getaway, drivers would select an alternative Drive range that started out in Low, shifted to 1:1 ratio, and then locked into direct drive.
Clippers now did the all-important 0-60 leap in 11 to 12 seconds, keeping pace with the competition. Twin Ultramatic and the new engines were manufactured at an efficient, modernized plant in Utica, Michigan.
But this, like the lease of the Conner Avenue plant, presented another untimely expense. Historians have long questioned why Packard went to all the trouble. The Boulevard plant could have done the work of both.
Clippers were available with three-speed manual and overdrive transmissions, but Twin Ultramatic was vastly preferred, as was Torsion-Level.
Initially, the new suspension was not intended for Clippers, but at the last minute it went in as a $150 option on the top-end Custom. It proved so popular that dealers were soon ordering it on 75 percent of Clippers, so availability was extended to the Super.
"What a fantastic ride," wrote Pete Molson in Motor Trend's Clipper Custom road test. "Everything else dims by comparison." Floyd Clymer reported, "You can drive into a corner at high speed with this car and the body remains almost level. ... It was the most comfortable ride I've ever had." Car Life said, "[C]onventional and coil leaf springs leave much to be desired. ... Not only is the 1955 Packard safer than many of its contemporaries, but it is much more comfortable."
Great styling, potent V-8 power, a fabulous ride, two handsome hardtops with the Super Panama and Custom Constellation: On paper, the Clipper had everything it needed to compete handily.
Its sales were therefore all the more disappointing. Word got out fast about quality problems, from poor fit and finish to transmission and suspension shortcomings. Then dealers couldn't get the trim and color combinations they wanted.
AMC's refusal to consider a further merger combined with Studebaker's horrendous overhead and high break-even point to start rumors that Studebaker-Packard might soon be out of business. Customers and dealers deserted.
On top of all that was a blitz of new models from the competition, led by a revived Chrysler Corporation's most attractive cars in a generation. Clipper production fell short of 39,000 -- better indeed than 1954, but 1954 had been disastrous.
For the 1956 model year, Nance finally achieved his objective, announcing Clipper as a separate make and confining the Packard nameplate to luxury cars only. (Even the name of the division was changed to reflect the split.)
To his shock, the hard-pressed dealers revolted. "Packard," they said, was a needed sales tool on Clippers. Grumbling that they failed to grasp the big picture, Nance relented and granted the use of a small Packard script on Clipper trunklids. The dealers clamored to such a point that kits were offered to retrofit the script on early run Clippers lacking it.
The same line of sedans and hardtops was offered as in 1955, though the Custom series was discontinued in early '56 to make way for the Executive, which was marketed as a "true" Packard even though it used the Clipper bodies and engine. There were no wagons and no convertibles because the old body was in its last year.
Come what may, 1957 would see all-new cars. Nance's plan was a GM-like body-sharing program in which the Clipper would share the inner shell with the senior Studebakers.
The '56 Clippers featured Torsion-Level as standard on both Super and Custom. Before the model year was out, DeLuxes added it, too. A three-speed manual transmission was available but rarely ordered; Twin-Ultramatic dominated.
Clipper's sole engine was the 352-cubic-inch V-8, with 240 horsepower for DeLuxe and Super, 275 for the Custom. New options were electronic pushbutton controls for Twin Ultramatic; and Twin Traction, a limited-slip differential.
The cars were mildly facelifted, with a broad band for two-tone color running along the body sides, wrapped parking lights, a new grille, and fender skirts for the Constellation hardtop. To set off the rear, Dick Teague came up with a taillight he christened the "slipper" or "fish mouth," later popular among customizers.
Once again it was a fine package, but sales were worse than ever, and quality-control problems continued. Nance, meanwhile, was failing to find financing for the modernization and body-sharing programs needed to save the company.
Fighting to survive, he can perhaps be forgiven for giving up on a separate Clipper make. To engineering vice president Herb Misch, Nance minuted: "[W]e can build quality cars on the same line as the Clipper ... this, of course, will be cheaper than to set up two lines until our volume is substantially increased."
"The irony here," wrote Dwight Heinmuller and George Hamlin in the Automobile Quarterly Packard history, "was that Nance had had a two-line setup at [East Grand] Boulevard, and had walked away from it."
The late history of Packard is well known. After failing to finance his mission, Nance gave up and executed a management agreement in which Studebaker-Packard Corporation would be run by Curtiss-Wright, the aircraft engineering firm; he hung around long enough to help find new jobs for those of his colleagues who hadn't already left.
The new management abandoned Detroit, consolidating production at Studebaker in South Bend. A "Packard Clipper" came out in 1957, but it was really a Studebaker President with Packard features and '56 Clipper taillights. It was the last appearance of the Clipper name, and Packard itself died a year later.
The Clipper has always been underrated, except by Packard enthusiasts who know what they have. In its first incarnation, in 1941, it marked a brilliant transition of Packard styling hallmarks from the classic era to the envelope-body age, featured on some of the most luxurious Packards ever produced.
In its second life, the Clipper was a better car every year from 1953, and by 1956, it was one of the best in its field. Like the One Twenty of old, it stood on its own as one of the most refined and innovative cars of its day. Small wonder the survivors are desirable.
Owner Frank Livingston
Built by Oz Welch
Photographed at the Grand National Roadster Show 2009
(Frank passed away on Oct. 13th 2023)
Information from www.kustomrama.com
Photo by Fred R Childers photography
1949 Chevrolet Fleetline owned by Satan's Angels member Frank Livingston of San Leandro, California. Frank bought the car in 1952, while working for San Leandro's Begier Studebaker. One day, at work, bringing a car to Len's Paint Shop in Oakland, Frank spotted the painters' personal car, a mildly customized 1949 Chevrolet Fleetline sitting outside the shop. The car had been nosed and decked, and the stock taillights had been replaced by 1951 Pontiac units. It was lowered, fit with flipper hubcaps and painted Oldsmobile green. Frank liked the mild custom a lot, and he ended up buying it from the painter, a fellow named Phil.[1]
Shortly after buying Phil's Chevy, Frank restyled the car further. As he was working at the local Studebaker dealership at the time, he installed a set of 1953 Studebaker hubcaps on the car. Frank liked the Studebaker caps as they were different from anything else available at the time. A set of Appleton spotlights were also installed shortly after he had bought the car. Then he had the hood louvered. Frank recalls that the primered spots on the beautiful hood really upset his father who had co-signed for the auto loan on the car. After saving up a little more money, Frank had the headlights frenched. Then the door handles were shaved, and the doors pushbutton operated. The grille opening was modified to accept a slightly narrowed 1955 Plymouth grill bar. When they got to the taillights, they had to extend the fenders about 6 inches in order to accept a set of 1951 Frazer taillights. A 1951 Pontiac rear-bumper was installed to provide better protection for the taillights, and the exhaust was routed through the bumper. The lower part of the fender skirts were extended to create a more pleasing line. All of the original body work was done by Bernie Shanklin of Shanklin's Custom Shop in Hayward, California. By then, Frank had decided that he wanted to show the car at the 1955 National Roadster Show in Oakland, so it needed a show quality paint job as well. Frank had seen several cars around town that was painted by Mel Pinoli of Pinoli Paint Shop, so he went over to see him, and he agreed to paint the car in a luminous gold. This version made its public debut at the 1955 National Roadster Show in Oakland. Later on it also appeared in Car Craft June 1956.[1]
Frank redid the car in 1956. This time he brought it over to Bailon's Custom Shop of San Leandro, California. Bailon replaced the 1955 Plymouth center section with a center section from a 1956 Plymouth. He did also make a small grill insert for the new center section from round welding rods. Scoops were incorporated into the leading edge of the rear fenders. The rear fenders did also receive scoops that went from the front and back to the taillights. From the taillights, the scoops were carried over the rear deck lid area. The front fenders did also receive rolled scoops that trailed into the body. The front and rear scoops were fabricated from sheet metal with round rod serving as edges. The scoops over the frenched headlights were fit with 1953 Mercury rear fender trim teeth. The hubcaps on this version were changed to 1956 Buick covers with Oldsmobile flippers. Once the body modifications were completed, the car was given a two-tone Brazilian Gold and Tropic Tangerine Orange paint job by Mel Pinoli of Pinoli Paint Shop. Pinoli applied the Brazilian Gold base, paneling the car with Tropic Tangerine Orange paint. As Frank called his car the Caribbean, he gave the colors these exotic names to build on the Caribbean theme. Pinoli took a bold step when he paneled the car, taking the line of the panel across the middel of the roof.[2] When Pinoli painted a car for you, that was your color for a year, and he wouldn't paint any other car your color for one year. At the end of the year if you wanted to keep your color exclusively yours you had to pay him for another paint job whether you needed it or not.[1] The Caribbean version of the car received a very plush treatment of rolls and pleats in a diamond motif. The upholstery was done by Fremont Trim Shop. The Caribbean was shown at the 1957 National Roadster Show where it won the Colonite Wax Best Paint Award and the Custom Car d'Elegance award. This version of the car did also appear on the cover of Car Craft January 1958.
The panel paint on Frank's car was painted with printing dyes that Mel Pinoli had bought from California Ink. Mel had experimented with Translucent colors trying to achieve a Candy effect. His experimenting didn't go very well, so he tried the ink from California Ink on Frank's car. The ink paint that was used on Frank's car faded badly,[2] so Frank had Mel repaint the upper part that was candy orange a deep emerald green with lighter green scallops in 1958. This version was shown at the ninth annual National Roadster Show, held February 15-23, 1958. At the show, Frank came second in the Semi Custom Sedan class, behind Bill Wolfe’s 1951 Mercury.[3]The green and gold combination of the car never appeared in print.[1]
By 1959, Frank was married and he had gotten his first child. As he wanted something more comfortable for the baby to ride in, he traded the Chevrolet for a 1953 Oldsmobile hardtop and some cash with a guy in Oakland. Later on, he heard that the car had been wrecked in Vallejo, California. As he didn't want to see the car in a wrecked condition he never went over to check out the remains. Later on Frank regret that he never went to Vallejo to see if anything could have been salvaged from his old custom. In 2002, Frank completed a tribute build to the long lost custom named The Caribbean II
Arduino UNO does PWM (pulse width modulation) – 16mm scale.
This test board has a UNO configured to provide 6 PWM servo outputs as a microcontroller for points (turnouts) and/or signals on my 16mm scale narrow gauge exhibit. Two vero strip boards incorporate the required crossovers to provide Futaba/Hitec/etc format servo pinouts on the UNO’s digital output sockets.
Each of the UNO’s analogue inputs is held at intermediate potential by a pair of 1 Kohm resistors. The remote commander has a 20 foot wander lead and its four momentary push buttons short out one or other 1 Kohm resistor to take the analogue input to LOW or HIGH potential as a tri-state switch. The UNO picks up the change in potential and moves the corresponding servo through the number of degrees pre-programmed in the sketch, via the selected PWM output.
This basic setup will enable the option of automated signal and point control on the 16mm scale exhibition layout by linking the UNO's analogue inputs to other sensors.
What if Jolly Roger LTD made a Daisy ride in 2004 under license from Platinum Films?
Description:
Today, Daisy Do-Right is patrolling the town! Why not join in and help her out? Now she is in kiddie ride form with music, sounds and phrases from the show.
This ride is based around Daisy Do-Right from Dream Street and features the theme tune from the show, a siren sound, and phrases spoken by Daisy.
The following sounds and phrases are:
1. "Hello, Buddy!"
2. (siren)
3. "Well done."
4. "I'm giving you a Do-Right Duty."
The attract mode is "Dream Street, join in the fun, Dream Street, the magic's begun..." and the pushbutton sound is "Are you being naughty?"
However, this is just for fun. JR never made a Daisy Do-Right ride.
What if Jolly Roger LTD made a Percy ride in 2007 under license from Gullane (Thomas) Limited?
Description:
Introducing Percy the Small Engine from the popular television series Thomas & Friends. With whistle sound effects and the catchy theme tune, this ride will sure to be a hit!
This ride is based around Percy from Thomas & Friends and features the theme tune from the show and Percy's whistle sound. It will be released with or without a video screen.
The following sounds are:
1. Peep Peep!
If you're wondering what the attract mode and pushbutton sound could be, they are:
The attract mode is part of the theme tune playing and the pushbutton sound is the same. The attract mode also is the same attract mode that can be heard on Thomas and James.
However, this is just for fun. JR never made a Percy ride.
What if Northern Leisure made a Roxy ride in 2015 under license to J.C. Bamford Excavators LTD?
Description:
Kids love Diggers, and our Roxy will be no exception! Licensed from JCB, & made from self coloured Gel. 7 pushbuttons playing some of Roxy's coolest phrases and realistic sound effects help give the child the sense they are really digging with Roxy Robot.
This ride is based around Roxy Robot from My First JCB and features the Joey JCB song and sounds and phrases spoken by Roxy.
The following phrases are:
1. "I'm Roxy Robot!"
2. "I run rings 'round the boys!"
3. "It's only mud, it washes off!"
4. "I've got all the best moves!"
5. "We need to work together!"
6. Vroom!
7. BEEP BEEP!
If you're wondering what the attract mode could be, it's the same as Joey's: "I'm Joey, I'm Joey, I'm Joey JCB! Vroom Vroom! He he hee!".
However, this is just for fun. NLG never made a Roxy ride.
Keyboard with abnormal wear and tear.
Beside the broken cover, the blank parts from repeatet use are clearly visible.
2011-02-02, Views 585
ODT:Worn
What if Jolly Roger LTD. made a Dalek ride in 2013 under license from BBC Worldwide?
Description:
Exterminate! Annihilate! Destroy! Introducing Jolly Roger's newest project, the all-new Dalek ride from the long-running BBC show, Doctor Who! This ride will sure to be a hit with a rocking motion and four realistic Dalek phrases.
This ride is based around the newer Daleks from Doctor Who and features the theme tune from the show and and phrases spoken by the Daleks. This ride is available in five colours: red (Drone), blue (Strategist), orange (Scientist), yellow (Eternal), and white (Supreme) and has the same motor used on Jolly Roger's rides.
The following phrases are:
1. "Stay where you are!"
2. "Exterminate!"
3. "This is only the beginning!"
4. "The Daleks must survive!"
The attract mode is part of the Doctor Who theme and the pushbutton sound is "Exterminate!"
However, this is just for fun. JR never made a Dalek ride. The most common ones you will usually find is Edwin Hall.
What if Jolly Roger LTD. made a Jolly Town Taxi ride in 2016?
Custom description:
Take passengers on a tour on this new Jolly Town Taxi. This ride features a variety of sound effects.
This ride is based around a taxi and features engine sounds and sounds and phrases spoken by a taxi driver. The ride shares the same audio as Paddington Bear's Taxi.
The following sounds and phrases are:
1. "Where to, guv?"
2. Brrp Brrp!
3. "Where to, guv?"
4. Honk Honk!
The attract mode and pushbutton sound is unknown.
However, this is just for fun. JR never made a Jolly Town Taxi ride.
Credit goes to greenth1ng for the audio!
Homemade Pinholaroid Integral.
Eject on pushbutton.
Film: Impossible Cool Shade PX680.
exposure time 12 sec
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
Tutorial: www.instructables.com/id/Electronic-LEGO-DL-44-Blaster-Li...
This is a project I’ve been gradually modifying since spring 2014: a full-size replica of Han Solo’s iconic weapon, rigged up with a small microcontroller programmed by Arduino to play sound effects and to make the muzzle flash blink! Making this project was rather difficult to the say the least, and I frequently ran into errors with the LEGO mechanics, the Arduino programming, the sound box, and the battery power — but nonetheless, I’ve succeeded in making custom toy function. Pulling the trigger makes the gun’s hammer and firing pin (with rubber bands) strike a momentary pushbutton, which is wired to the circuit board to pulse the microcontroller’s sequence of blinking an LED and playing a PCM sound clip of Han Solo’s gun firing. The individual sound effect was extracted by me directly from the scene in Episode IV when Han correctly shoots Greedo first!
Microcontroller: ATmega328P-PU, coded with an Arduino Uno
Power: 2 AAA batteries (3 volts DC)
I remember this car running around San Fernando , Trinidad in the early 1990's when I was at school. These were imported RHD from Australia through Southern Sales and Services Ltd. who also sold Holdens . The car has a slant 6 and auto trans. A good resto project.
After the Plymouth Valiant turned out to be a success in the United States (starting with its 1959 introduction), Chrysler released Australia's first locally-assembled Valiant, the R-series. It was officially unveiled by South Australia's Premier, Sir Thomas Playford, in January 1962.Also notable was the Valiant's performance with 145 brake horsepower (108 kW) from the 225 slant-6 engine. This was a lot of power compared to the competing Holdens and Fords, which offered only 75 bhp (56 kW) and 85 bhp (63 kW) respectively.
Transmission options were a floor-shifted three-speed manual with a non-syncro first gear, or the pushbutton-operated three-speed TorqueFlite automatic. Options included a heater-demister unit, as well as a "Moparmatic" deluxe pushbutton transistor radio.
What if Jolly Roger LTD. made a Budgie the Little Helicopter ride in 2005 under license from Fred Wolf Films, H.R.H. The Duchess of York and The Sleepy Kid Company?
Description:
Budgie the Little Helicopter is flying into town! He will entertain children with character phrases, music and other sounds. This new ride for 2005 will be sure to get ready for takeoff.
This ride is based around Budgie from Budgie the Little Helicopter and features the theme tune from the show and four phrases spoken by Budgie, Pippa, Lionel, and Chuck.
The following sounds are:
1. "Rocketing Rotors!"
2. "Oh, Budgie!"
3. "Juddering Joysticks!"
4. "Gee, you guys are slow! Ha ha ha ha ha!"
The attract mode is "Budgie is a little helicopter, he is brave, a little hero" and the pushbutton sound is "Hello, everyone! Rocketing Rotors!"
However, this is just for fun. JR never made a Budgie ride, but refurbished a few MCR Budgie rides. The most common ones you will usually find is MCR (currently JR) and Kidzstuff.
Nº 24A.
Chrysler New Yorker Convertible (1955).
Red body, plastic windscreen, tin base plate "New Yorker 1955", white detailed interior, cast ridged hubs, plain rubber tyres.
Escala 1/50.
Dinky Toys.
Made in France by Meccano.
"It was introduced in 1956, renumbered 520 in 1959, and deleted in 1961 ."
More info:
fr.wikipedia.org/wiki/Liste_des_mod%C3%A8les_Dinky_Toys
natnet.free.fr/IMAGES/dinky/24A/dinky24A.htm
www.nigelg.info/diecast/detail.php?ID=2244
books.google.es/books?id=0-_tBAAAQBAJ&pg=PA45&lpg...
Other Variants in:
www.hobbydb.com/catalog_items/search?utf8=%E2%9C%93&k...
-----------------------------------------------------------------------------------------
Les Dinky Toys série 24 et précédentes
"La série 24 est la série emblématique de Dinky Toys. Pendant dix ans (1948 – 1959), elle va couvrir la production automobile des routes françaises. A partir de 1960, certains modèles de la série 24 seront renumérotés dans la nouvelle série 500, ils sont repris dans ce chapitre. Quelques modèles dans l’esprit de la série 24 sont numérotés en 14, 22 et 23, peu nombreux, ils sont intégrés ici, ainsi que la référence 35 sortie avant puis après guerre."
Source:
www.filrouge-automobile.fr/collectionner-dinky-toys/les-d...
More info:
-----------------------------------------------------------------------------------------
Chrysler New Yorker
From Wikipedia, the free encyclopedia
"The Chrysler New Yorker is an automobile model which was produced by Chrysler from 1940 to 1996, serving for several years as the brand's flagship model. A trim level named the "New York Special" first appeared in 1938 and the "New Yorker" name debuted in 1939. Until its discontinuation in 1996, the New Yorker had made its mark as the longest-running American car nameplate.
The New Yorker name helped define the Chrysler brand as a maker of upscale models, priced and equipped above mainstream brands like Ford, Chevrolet/Pontiac, and Dodge/Plymouth, but below full luxury brands like Cadillac, Lincoln and Packard. During the New Yorker's tenure, it competed against upper level models from Buick, Oldsmobile and Mercury."
(...)
1955–1956
[Fourth generation]
"In 1955, Chrysler did away with the out of fashion high roofline designs of K.T. Keller and came out with a new sedan that borrowed styling cues from Virgil Exner's custom 1952 Imperial Parade Phaeton.
The hemi engine produces 250 hp (190 kW) this year. The result would become an ongoing trend for increasing engine output throughout the next two decades with Chrysler and its rival competitors. The Powerflite transmission was controlled by a lever on the instrument panel.
The base model was dubbed the New Yorker DeLuxe, with the "plain" New Yorker name dropped. The club coupe was replaced by the Newport two-door hardtop, and a new, higher priced St.Regis two-door hardtop filled the spot of the former Newport. The sedan, convertible and Town & Country wagon were still offered.
Chrysler christened the 1956 model year's design "PowerStyle," a product of prolific Chrysler designer Virgil Exner. The New Yorker gained a new mesh grille, leather seats, pushbutton PowerFlite selector, and a 354 cubic inch Hemi V8 with 280 hp (210 kW).
Also new for 1956, Chrysler introduced an under-dash mounted 16 2/3 rpm record player, dubbed the “Highway Hi-Fi”, manufactured by CBS electronics. A two way switch in the dash changed the input for the speaker from the all transistor radio to the 7 inch record player."
(...)
--------------------------
Fourth generation
Model years
1955–1956
Body style
2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door station wagon
Layout
FR layout
Related
Chrysler 300
Chrysler Town and Country
Chrysler Windsor
DeSoto Fireflite
DeSoto Firedome
DeSoto Adventurer
Engine
354 cu in (5.8 L) V8
Transmission
3-speed automatic
Dimensions
Wheelbase
126.0 in (3,200 mm)
Length
218.8 in (5,558 mm) (1955–1956)
Width
79 in (2,007 mm)
The Dodge Mayfair was an automobile built by Chrysler Corporation of Canada Ltd. This vehicle was produced solely for the Canadian market from 1953 to 1959. Its American equivalent was the Plymouth Belvedere. It was based on the Plymouth, a vehicle that Chrysler of Canada had been offering since 1935 and Chrysler in Detroit started offering in export markets in 1936.
The Mayfair name first appeared as a 2-door hardtop in the 1951 Dodge Regent series, just as the Belvedere appeared in the Cranbrook series. The 1952 Mayfair adopted the same paint scheme as the 1952 Belvedere with the roof color sweeping down onto the rear trunk.
When the 1953 models were introduced, the Mayfair was again the hardtop in the Dodge Regent series. In April, 1953, though, Chrysler of Canada introduced a new, upscale series to do battle with the Chevrolet Bel Air and Pontiac Laurentian.
Thus the D43-3 Dodge Mayfair was introduced in both hardtop and sedan models. (Contrary to published articles, the D43-3 series was not a wagon). The exterior had the front fender trim extend onto the front door and backup lamps were standard. Interiors were two-tone, in either blue or green, with a matching steering wheel. With the new D43-3 Mayfair, Regent Mayfair hardtop was dropped.
Under the hood, the engine was increased from 218.0 CID to 228.1 CID. And Chrysler of Canada introduced Hy-Drive on Plymouth and Dodge models. The system was a torque converter that shared it oil with the engine, along with a clutch and a 3-speed manual transmission.
For 1954 the Mayfair used the interiors of the new full-line Plymouth Belvedere. The engine continued to be a 228.1 CID unit, and Hy-Drive continued as an option. For the first time since 1937, Chrysler of Canada offered a convertible in its Plymouth-based models, importing the Mayfair convertible from Detroit, being a Dodge Kingsway Custom convertible with Mayfair nameplates.
The V8 engine came to Chrysler of Canada's low-priced models in 1955. The engines were imported from Detroit with various covers, manifolds, electrical pieces and rubber parts added in Windsor. Only the Mayfair offered the V8. And both Plymouth and Dodge offered PowerFlite, 2-speed automatic with its new dash-mounted control lever. The Hy-Drive unit was eliminated.
Power Flite, Dodge Mayfair.
Things changed in 1956 when Chrysler of Canada opened a new V8 engine plant. The Mayfair was now V8 only, while the lower-priced Dodge Crusader and Dodge Regent could be had with either the six or V8. Early in the model the 270 cubic inch engine was unstalled while later in the year the all new 277 cubic inch version was introduced. A 4-door hardtop was added to the Mayfair line and the Powerflite automatic was controlled by new dash-mounted pushbuttons.
Totally new bodies designed by Virgil Exner debuted for 1957. They were a styling sensation with their low lines, plenty of glass and thin roof designs. Body engineering and tooling errors, though, resulted in a car that quickly gained a reputation for poor quality and rust. Chrysler Corporation's new 3-speed Torqueflite automatic was now available on all Mayfair models, still only with the 303 CID V8 engine, and all Chrysler Corporation cars adopted Torsion-Aire torsion bar front suspension.
Sales for 1957 were down from 1956 for all Canadian built Dodge models, but 1958 was a disaster with sales falling over 40%. Grilles, taillights and trim were all that were new for 1958. The Dodge Mayfair adopted the 313 CID poly V8 engine.
The Mayfair's last year was 1959, when it downgraded a notch to take the place of the Regent, while the Crusader was dropped from the line up. The 1959 Mayfair still came in two and four door versions of the sedan and hardtop, plus the imported 3-seat Custom Suburban station wagon and convertible. Although the wagon models were 318 CID V8 only, the other models were now available with either the 251 CID flathead six or the 313 CID V8.
For 1960 the Canadian Dodge based on the Plymouth would be replaced by another Plymouth-based car, the Dodge Dart. For 1960 the Mayfair would become a sub-model of the Dart line, and renamed the Phoenix.
The vehicle has been commonly referred to as a Plodge because of the extensive use of Plymouth components with Dodge front grilles and sold at Dodge sales outlets.
Shot on Kodak Ektar 100
This 1955 Packard Clipper Super has sat out in front of a small Decatur auto-repair shop for quite some time now. It certainly has some potential. I hope they can do something with it.
auto.howstuffworks.com/1953-1956-packard-clipper4.htm
Packard's increasing inability in the 1950s to compete in the auto business was really a shame, since the '55s -- the first designs President James Nance and his managers had wholly controlled -- were the finest crop of cars Packard had produced since the war. But the 1955-1956 Packards would be the last built in Detroit.
A new body was not in the cards; that awaited a complete restyle and integration with Studebaker, planned for 1957. But Packard stylists did a splendid job with what they had, adopting a fashionable wraparound windshield, attractive new grillework, chic hooded headlights, new side and tail treatments, and a plethora of new colors and upholstery.
Series were shuffled again, with the DeLuxe four-door sedan now the base model topped by hardtops and sedans in the Super and new high-end Custom series.
Even more impressive was 1955 engineering. Leading the list of features was Torsion-Level suspension, an interlinked torsion-bar arrangement Nance acquired from a clever inventor, Bill Allison.
Operating on all four wheels, Torsion-Level was so impressive that Chrysler, which had planned to introduce torsion front suspension, put it off a year lest Packard claim its version was twice as good! A complicated electrical system allowed the suspension to correct for load and weight, and the interlinking of all four wheels provided truly extraordinary ride and handling, especially over very rough surfaces.
Combined with the new ride was potent new power that put Packard back into the horsepower race: oversquare, powerful V-8s, displacing 320 cubic inches in the Clipper DeLuxe and Super, and 352 on the Clipper Custom.
Handling the power was Packard's latest improvement on Ultramatic transmission, designed by engineer Forest McFarland and a young associate named John Z. DeLorean. Called Twin Ultramatic, it featured two ranges. For quick getaway, drivers would select an alternative Drive range that started out in Low, shifted to 1:1 ratio, and then locked into direct drive.
Clippers now did the all-important 0-60 leap in 11 to 12 seconds, keeping pace with the competition. Twin Ultramatic and the new engines were manufactured at an efficient, modernized plant in Utica, Michigan.
But this, like the lease of the Conner Avenue plant, presented another untimely expense. Historians have long questioned why Packard went to all the trouble. The Boulevard plant could have done the work of both.
Clippers were available with three-speed manual and overdrive transmissions, but Twin Ultramatic was vastly preferred, as was Torsion-Level.
Initially, the new suspension was not intended for Clippers, but at the last minute it went in as a $150 option on the top-end Custom. It proved so popular that dealers were soon ordering it on 75 percent of Clippers, so availability was extended to the Super.
"What a fantastic ride," wrote Pete Molson in Motor Trend's Clipper Custom road test. "Everything else dims by comparison." Floyd Clymer reported, "You can drive into a corner at high speed with this car and the body remains almost level. ... It was the most comfortable ride I've ever had." Car Life said, "[C]onventional and coil leaf springs leave much to be desired. ... Not only is the 1955 Packard safer than many of its contemporaries, but it is much more comfortable."
Great styling, potent V-8 power, a fabulous ride, two handsome hardtops with the Super Panama and Custom Constellation: On paper, the Clipper had everything it needed to compete handily.
Its sales were therefore all the more disappointing. Word got out fast about quality problems, from poor fit and finish to transmission and suspension shortcomings. Then dealers couldn't get the trim and color combinations they wanted.
AMC's refusal to consider a further merger combined with Studebaker's horrendous overhead and high break-even point to start rumors that Studebaker-Packard might soon be out of business. Customers and dealers deserted.
On top of all that was a blitz of new models from the competition, led by a revived Chrysler Corporation's most attractive cars in a generation. Clipper production fell short of 39,000 -- better indeed than 1954, but 1954 had been disastrous.
For the 1956 model year, Nance finally achieved his objective, announcing Clipper as a separate make and confining the Packard nameplate to luxury cars only. (Even the name of the division was changed to reflect the split.)
To his shock, the hard-pressed dealers revolted. "Packard," they said, was a needed sales tool on Clippers. Grumbling that they failed to grasp the big picture, Nance relented and granted the use of a small Packard script on Clipper trunklids. The dealers clamored to such a point that kits were offered to retrofit the script on early run Clippers lacking it.
The same line of sedans and hardtops was offered as in 1955, though the Custom series was discontinued in early '56 to make way for the Executive, which was marketed as a "true" Packard even though it used the Clipper bodies and engine. There were no wagons and no convertibles because the old body was in its last year.
Come what may, 1957 would see all-new cars. Nance's plan was a GM-like body-sharing program in which the Clipper would share the inner shell with the senior Studebakers.
The '56 Clippers featured Torsion-Level as standard on both Super and Custom. Before the model year was out, DeLuxes added it, too. A three-speed manual transmission was available but rarely ordered; Twin-Ultramatic dominated.
Clipper's sole engine was the 352-cubic-inch V-8, with 240 horsepower for DeLuxe and Super, 275 for the Custom. New options were electronic pushbutton controls for Twin Ultramatic; and Twin Traction, a limited-slip differential.
The cars were mildly facelifted, with a broad band for two-tone color running along the body sides, wrapped parking lights, a new grille, and fender skirts for the Constellation hardtop. To set off the rear, Dick Teague came up with a taillight he christened the "slipper" or "fish mouth," later popular among customizers.
Once again it was a fine package, but sales were worse than ever, and quality-control problems continued. Nance, meanwhile, was failing to find financing for the modernization and body-sharing programs needed to save the company.
Fighting to survive, he can perhaps be forgiven for giving up on a separate Clipper make. To engineering vice president Herb Misch, Nance minuted: "[W]e can build quality cars on the same line as the Clipper ... this, of course, will be cheaper than to set up two lines until our volume is substantially increased."
"The irony here," wrote Dwight Heinmuller and George Hamlin in the Automobile Quarterly Packard history, "was that Nance had had a two-line setup at [East Grand] Boulevard, and had walked away from it."
The late history of Packard is well known. After failing to finance his mission, Nance gave up and executed a management agreement in which Studebaker-Packard Corporation would be run by Curtiss-Wright, the aircraft engineering firm; he hung around long enough to help find new jobs for those of his colleagues who hadn't already left.
The new management abandoned Detroit, consolidating production at Studebaker in South Bend. A "Packard Clipper" came out in 1957, but it was really a Studebaker President with Packard features and '56 Clipper taillights. It was the last appearance of the Clipper name, and Packard itself died a year later.
The Clipper has always been underrated, except by Packard enthusiasts who know what they have. In its first incarnation, in 1941, it marked a brilliant transition of Packard styling hallmarks from the classic era to the envelope-body age, featured on some of the most luxurious Packards ever produced.
In its second life, the Clipper was a better car every year from 1953, and by 1956, it was one of the best in its field. Like the One Twenty of old, it stood on its own as one of the most refined and innovative cars of its day. Small wonder the survivors are desirable.
This 1955 Packard Clipper Super has sat out in front of a small Decatur auto-repair shop for quite some time now. It certainly has some potential. I hope they can do something with it.
auto.howstuffworks.com/1953-1956-packard-clipper4.htm
Packard's increasing inability in the 1950s to compete in the auto business was really a shame, since the '55s -- the first designs President James Nance and his managers had wholly controlled -- were the finest crop of cars Packard had produced since the war. But the 1955-1956 Packards would be the last built in Detroit.
A new body was not in the cards; that awaited a complete restyle and integration with Studebaker, planned for 1957. But Packard stylists did a splendid job with what they had, adopting a fashionable wraparound windshield, attractive new grillework, chic hooded headlights, new side and tail treatments, and a plethora of new colors and upholstery.
Series were shuffled again, with the DeLuxe four-door sedan now the base model topped by hardtops and sedans in the Super and new high-end Custom series.
Even more impressive was 1955 engineering. Leading the list of features was Torsion-Level suspension, an interlinked torsion-bar arrangement Nance acquired from a clever inventor, Bill Allison.
Operating on all four wheels, Torsion-Level was so impressive that Chrysler, which had planned to introduce torsion front suspension, put it off a year lest Packard claim its version was twice as good! A complicated electrical system allowed the suspension to correct for load and weight, and the interlinking of all four wheels provided truly extraordinary ride and handling, especially over very rough surfaces.
Combined with the new ride was potent new power that put Packard back into the horsepower race: oversquare, powerful V-8s, displacing 320 cubic inches in the Clipper DeLuxe and Super, and 352 on the Clipper Custom.
Handling the power was Packard's latest improvement on Ultramatic transmission, designed by engineer Forest McFarland and a young associate named John Z. DeLorean. Called Twin Ultramatic, it featured two ranges. For quick getaway, drivers would select an alternative Drive range that started out in Low, shifted to 1:1 ratio, and then locked into direct drive.
Clippers now did the all-important 0-60 leap in 11 to 12 seconds, keeping pace with the competition. Twin Ultramatic and the new engines were manufactured at an efficient, modernized plant in Utica, Michigan.
But this, like the lease of the Conner Avenue plant, presented another untimely expense. Historians have long questioned why Packard went to all the trouble. The Boulevard plant could have done the work of both.
Clippers were available with three-speed manual and overdrive transmissions, but Twin Ultramatic was vastly preferred, as was Torsion-Level.
Initially, the new suspension was not intended for Clippers, but at the last minute it went in as a $150 option on the top-end Custom. It proved so popular that dealers were soon ordering it on 75 percent of Clippers, so availability was extended to the Super.
"What a fantastic ride," wrote Pete Molson in Motor Trend's Clipper Custom road test. "Everything else dims by comparison." Floyd Clymer reported, "You can drive into a corner at high speed with this car and the body remains almost level. ... It was the most comfortable ride I've ever had." Car Life said, "[C]onventional and coil leaf springs leave much to be desired. ... Not only is the 1955 Packard safer than many of its contemporaries, but it is much more comfortable."
Great styling, potent V-8 power, a fabulous ride, two handsome hardtops with the Super Panama and Custom Constellation: On paper, the Clipper had everything it needed to compete handily.
Its sales were therefore all the more disappointing. Word got out fast about quality problems, from poor fit and finish to transmission and suspension shortcomings. Then dealers couldn't get the trim and color combinations they wanted.
AMC's refusal to consider a further merger combined with Studebaker's horrendous overhead and high break-even point to start rumors that Studebaker-Packard might soon be out of business. Customers and dealers deserted.
On top of all that was a blitz of new models from the competition, led by a revived Chrysler Corporation's most attractive cars in a generation. Clipper production fell short of 39,000 -- better indeed than 1954, but 1954 had been disastrous.
For the 1956 model year, Nance finally achieved his objective, announcing Clipper as a separate make and confining the Packard nameplate to luxury cars only. (Even the name of the division was changed to reflect the split.)
To his shock, the hard-pressed dealers revolted. "Packard," they said, was a needed sales tool on Clippers. Grumbling that they failed to grasp the big picture, Nance relented and granted the use of a small Packard script on Clipper trunklids. The dealers clamored to such a point that kits were offered to retrofit the script on early run Clippers lacking it.
The same line of sedans and hardtops was offered as in 1955, though the Custom series was discontinued in early '56 to make way for the Executive, which was marketed as a "true" Packard even though it used the Clipper bodies and engine. There were no wagons and no convertibles because the old body was in its last year.
Come what may, 1957 would see all-new cars. Nance's plan was a GM-like body-sharing program in which the Clipper would share the inner shell with the senior Studebakers.
The '56 Clippers featured Torsion-Level as standard on both Super and Custom. Before the model year was out, DeLuxes added it, too. A three-speed manual transmission was available but rarely ordered; Twin-Ultramatic dominated.
Clipper's sole engine was the 352-cubic-inch V-8, with 240 horsepower for DeLuxe and Super, 275 for the Custom. New options were electronic pushbutton controls for Twin Ultramatic; and Twin Traction, a limited-slip differential.
The cars were mildly facelifted, with a broad band for two-tone color running along the body sides, wrapped parking lights, a new grille, and fender skirts for the Constellation hardtop. To set off the rear, Dick Teague came up with a taillight he christened the "slipper" or "fish mouth," later popular among customizers.
Once again it was a fine package, but sales were worse than ever, and quality-control problems continued. Nance, meanwhile, was failing to find financing for the modernization and body-sharing programs needed to save the company.
Fighting to survive, he can perhaps be forgiven for giving up on a separate Clipper make. To engineering vice president Herb Misch, Nance minuted: "[W]e can build quality cars on the same line as the Clipper ... this, of course, will be cheaper than to set up two lines until our volume is substantially increased."
"The irony here," wrote Dwight Heinmuller and George Hamlin in the Automobile Quarterly Packard history, "was that Nance had had a two-line setup at [East Grand] Boulevard, and had walked away from it."
The late history of Packard is well known. After failing to finance his mission, Nance gave up and executed a management agreement in which Studebaker-Packard Corporation would be run by Curtiss-Wright, the aircraft engineering firm; he hung around long enough to help find new jobs for those of his colleagues who hadn't already left.
The new management abandoned Detroit, consolidating production at Studebaker in South Bend. A "Packard Clipper" came out in 1957, but it was really a Studebaker President with Packard features and '56 Clipper taillights. It was the last appearance of the Clipper name, and Packard itself died a year later.
The Clipper has always been underrated, except by Packard enthusiasts who know what they have. In its first incarnation, in 1941, it marked a brilliant transition of Packard styling hallmarks from the classic era to the envelope-body age, featured on some of the most luxurious Packards ever produced.
In its second life, the Clipper was a better car every year from 1953, and by 1956, it was one of the best in its field. Like the One Twenty of old, it stood on its own as one of the most refined and innovative cars of its day. Small wonder the survivors are desirable.
With the only crosswalk pushbutton I saw in the entire city. Everywhere else the signals are often broken, but pedestrians have the right to the street with every cycle.
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
A Dodge Royal Lancer Custom Royal, converted to RHD in Australia and imported into Trinidad in the 1950's. The first owner of this car must have had a lot of bread as this cost nearly TT$ 20,000.00 BRAND NEW (equivalent to a townhouse and two Morris Minors) .
Its now rusting in peace in San Fernando, and is still solid enough for restoration. The original hemi motor and pushbutton tranny are still in place. This is one of five orginally imported into the island . I know of two others on the road.