The Maserati Coupé and Spyder (Tipo M138) are a series of grand tourers produced by Italian automaker Maserati from 2001 to 2007. The two nameplates refer to the four-seater coupé and two-seater convertible models, respectively. The design of both models was based on the preceding 3200 GT, which was not sold in the US. Due to the confusing nature of the names "Maserati Coupé" and "Maserati Spyder" (which could refer to any coupé or convertible Maserati has made) the Coupé and Spyder are both commonly referred to as the 4200 GT, which is an evolution of the prior model name and a reference to the increase in engine displacement from 3.2 L (3,217 cc) to 4.2 L (4,244 cc).

 

The Spyder was first unveiled to the public at the 2001 Frankfurt Auto Show with the Coupé's debut following shortly thereafter at the 2002 Detroit Auto Show. Sales in the United States began in March 2002 for the Spyder and in May for the Coupé. The introduction of the Spyder heralded Maserati's return to the North American market after an 11-year hiatus. Almost as soon as it was introduced, the Spyder was selected by Forbes as the Best GT for 2001

 

The Coupé and Spyder were designed by Giorgetto Giugiaro of ItalDesign, who also designed the Ghibli, mid-engined Bora, Quattroporte III and the 3200 GT as well. Interior design was commissioned to Enrico Fumia[13] and was based heavily on the 3200 GT's interior, restyled in 1999. The cars were built at the Viale Ciro Menotti plant in Modena, Italy. In total, 13,423 cars were produced before being replaced by the GranTurismo.

Australia.

British automaker Bentley was founded in 1919 by W.O.Bentley. Rolls Royce took over Bentley in 1931.

The first Bentley produced after the War was the 1946-52 Mk VI with the same body as the Rolls Royce Silver Dawn.

The Bentley R Type was built from 1952-55, sometimes called the Mark VII, it replaced the 1946-52 Mark VI. The front of the saloon was identical to the Mark VI, but the boot was almost doubled in capacity.

Mainly available as a 4 door Saloon from Bentley, but separate coach builders did build other versions, such as the Bentley R Type Continental 2 door Coupe built by H.J.Mulliner & Co, the fastest 4 seat production car in the world at the time.

2323 R Type 4 door Saloons were built

208 R Type 2 door Continentals were built

295 built from other coach builders

Engine; 130hp 4600cc 6 cyl

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

Latil was a French automaker specializing in heavy duty vehicles, such as trucks, tractors and buses. Beyond the design and production of vehicles for civil use, Latil also built after World War I a number of military vehicles. For instance, in 1911, Latil designed and built its first four-wheel drive vehicle. This type of vehicle interested the French Army in 1913 for its ability to tow heavy artillery on every field and the TAR (Tracteur d'Artillerie Roulante) was built.

 

Beyond a number of field tractors, Latil also designed and built an armed combat vehicle for the French Army, the armored AMD-37 scout car. The origins of this design can be traced back until December 1931, when the French Cavalry conceived a plan for the future production of armored fighting vehicles. One of the classes foreseen was that of an Automitrailleuse de Découverte (AMD), a specialized long range reconnaissance vehicle. The specifications were formulated on 22 December 1931, changed again on 18 November 1932 and finally approved on 9 December 1932. They called for a weight of 4 metric tons (4.0 t), a range of 400 kilometers (250 mi), a road speed of 70 km/h, a cruising speed of 40 km/h, a turning circle of 12 meters (39 ft), 5–8 mm armor, a 20 mm gun and a 7.5 mm machine gun.

 

In 1933, several competing companies responded (including Latil, Renault, Panhard and Berliet) with their proposals. Being rooted in rather heavy machinery, Latil proposed two designs: one was a 4x4 vehicle which would meet the required specification profile, but it was eventually rejected due to poor off-road performance in favor of the Panhard design, which would become the highly successful Panhard 178.

The other proposal fell outside of the specification limits. It was a bigger and much heavier 8x8 design, certainly influenced by the German SdKfz. 232 heavy scout car family. However, despite falling outside of the requirements, the Commission de Vincennes was impressed enough to order a prototype of this vehicle.

 

The Latil prototype had basically a conservative layout and was ready in October 1933. It was presented to the Commission de Vincennes in January 1934 under the name Latil Automitrailleuse de Découverte, Modèle 1934 (AMD-34). The AMD-34 was, despite its 8x8 chassis and tank-like silhouette, based on modified Latil truck elements. Onto the ladder frame chassis, a hull made of screwed cast armor elements with a maximum thickness of 25 mm was mounted. The leaf spring suspension as well as the all-wheel drive were based on components of Latil’s heavy duty trucks. The eight large and steerable wheels were spaced apart as far as possible, with almost no overhang at the front and at the rear for a very good off-road performance and climbing capability. The crew consisted of three men: a driver and a radio operator, who both sat in the front of the hull, plus the commander, who, beyond directing the vehicle, also had to operate the weapons. The radio operator also had to support the commander as loader in the event of combat.

 

Power came from a water-cooled V8 petrol engine, an uprated version of Latil’s own V3 truck engine from 1933, with an output of 180 hp (132 kW). The engine was in the rear of the hull, separated from the fighting compartment at the front by a firewall bulkhead, and flanked side-by-side with two self-sealing fuel tanks with the large capacity of 80 and 320 liters capacity (the smaller tank fueled the engine and was constantly replenished from the bigger tank). A novel feature was an automatic fire extinguishing system, which used several tanks placed at critical spots of the vehicle, containing methyl bromide. The vehicle’s armament was mounted in a standardized, cast APX-R turret (which was also used on several light tanks like the Renault R-35) and consisted of a short-barreled Puteaux 37mm/L21 SA 18 gun as well as a coaxial 7.5 mm MAC31 Reibel machine gun. 42 armor-piercing and 58 high explosive rounds were typically carried, plus 2.500 rounds for the machine gun.

 

The hexagonal turret had a 30 mm thick, domed rotatable cupola with vertical vision slits. It had to be either hand cranked or moved about by the weight of the commander. The rear of the turret had a hatch that hinged down which could be used as a seat to improve observation. Driver and radio operator (who had an ER 54 radio set available) had no hatches on their own. They entered the vehicle through a relatively large door on the vehicle’s left side.

 

After testing between 9 January and 2 February 1934 and comparison with the lighter 4 ton types, the AMR-34 was, despite its weight of almost 10 tons, accepted by the commission on 15 February under the condition some small modifications were carried out. In the autumn, the improved prototype was tested by the Cavalry and in late 1934 the type was accepted under the name Latil Automitrailleuse de Découverte, Modèle 1935, better known under its handle “AMD-35”. Production started on a small scale in 1935 and by the end of the year the first AMD-35’s reached the Cavalry units. After complaints about reliability, such as cracking gun sights, and overheating, between 29 June and 2 December 1936 a new test program took place, resulting in many more detail modifications, including the fitting of a silencer, a ventilator on the turret and in the main cabin and a small, round hatch for the driver which allowed a better field of view when the crew did not have to work under armor cover.

The main weapon was also changed into a SA 38 37mm cannon with a longer (L33) barrel, since the original Puteaux cannon had only a very poor armor penetration of 12 mm at 500 meters. In this form, the vehicle was re-designated AMD-37. Several older vehicles were updated with this weapon, too, or they received a 25mm (0.98 in) SA35 L47.2 or L52 autocannon.

 

Overall, the AMD-37 proved to be an effective design. The eight-wheel armored car with all-wheel-drive and all-wheel-steering had a very good performance on- and off-road, even though with certain limits due to the vehicle’s weight and resulting ground pressure. The cabin was relatively spacious and comfortable, so that long range missions of 500 km (319 ml) and more could be endured well by the crews.

 

However, several inherent flaws persisted. One problem (which the AMD-37 shared with almost every French combat vehicle from the pre-WWII era) was that the commander was overburdened with tasks, especially under stressful combat conditions. The French Cavalry did not see this as a major flaw: A commander was supposed to acquire such a degree of dexterity that his workload did not negate the lack of need to coordinate the actions of two or even three men in a larger turret crew or the advantage of a quicker reaction because of a superior rotation speed. At first, a two-man-turret was required, but when it transpired that this would reduce the armor protection, it was abandoned in favor of thicker steel casts. However, the AMD-37’s armor level was generally relatively low, and hull’s seams offered attackers who knew where to aim several weak points that allowed even light hand weapons to penetrate the armor. Another tactical flaw associated with the turret was the hatchless cupola, forcing the commander to fight buttoned-up or leave the vehicle’s armor protection for a better field of view.

 

Operationally, though, the AMD-37 suffered from poor mechanical reliability: the suspension units were complicated and, since they were based on existing civil truck elements, too weak for heavy off-road operations under military conditions. The AMD-37’s weight of almost 10 tons (the comparable German SdKfz 231 was bigger but weighed only 8.3 tons) did not help, either. In consequence, the AMD-37 demanded enormous maintenance efforts, especially since the cast armor modules did not allow an easy access to the suspension and engine.

 

On 10 May 1940, on the eve of the German invasion in mainland France, the AMD-37 was part of 14 Divisions Légères Mécaniques (Mechanized Light Divisions; "light" meaning here "mobile", they were not light in the sense of being lightly equipped) battalions, each fielding dedicated reconnaissance groups with four to ten vehicles, which also comprised light Panhard 178 scout cars.

45 French AMD-37s were in Syria, a mandate territory, and 30 more were based in Morocco. The tanks in Syria would fight during the allied invasion of that mandate territory in 1941 and then partly be taken over by the Free French 1e CCC, those in North Africa during Operation Torch in November 1942.

The majority of AMD-37s in Western Europe fell into German hands, though: 78 were used as “Panzerkampfwagen 37R(f)” and mainly used in second line units for policy and security duties or for driver training. A small number of these German vehicles were sent to Finland, fighting on the Eastern Front, where they were outclassed by Soviet KV-1s and T-34s and quickly destroyed or abandoned.

 

Plans to augment the AMD-35’s armament with a bigger turret and a more powerful 47mm SA 35 gun (basically the same turret fitted to the SOMUA S-35 medium tank and the heavy Char B1bis) or an additional machine in the front bow for the radio operator were, due to the German invasion, never carried out.

  

Specifications:

Crew: Three (commander, radio operator/loader, driver)

Weight: 9,600 kg (21,145 lb)

Length: 5.29 m (17 ft 4 in)

Width: 2.52 m (8 ft 3 in)

Height: 2.44 metres (8 ft ½ in)

Suspension: Wheeled (Tires: 270–20, bulletproof), with leaf springs

Wading depth: 1.2 m (3 ft 11 in)

Trench crossing capability: 1.8 m (5 ft 11 in)

Ground clearance: 350 mm (13 3/4 in)

Climbing capability: 30°

Fuel capacity: 400 l

 

Armor:

9-30 mm (.35-1.18 in) cast steel

 

Performance:

Maximum speed: 75 km/h (47 mph) on road, 55 km/h (34 mph) off-road

Operational range: 600 km (375 mi) on road

Power/weight: 18,7 PS/t

 

Engine:

Water-cooled Latil V8 gasoline engine with 7.336 cm³ displacement and 180 hp (132 kW) output

Transmission:

Latil gearbox with 4 forward and 1 reverse gears, eight-wheel drive and steering

 

Armament:

1× Puteaux 37mm/L33 SA 18 gun with 100 rounds

1× coaxial 7.5 mm MAC31 Reibel machine gun with 2.500 rounds

  

The kit and its assembly:

This build was inspired by a drawing that I came across at DeviantArt a while ago, created by someone called MedJoe:

www.deviantart.com/medjoe/art/Autoblinde-SOMUA-S35bis-679...

The picture showed a Somua S-35 tank, set on eight wheels that heavily resembled those of the SdKfz. 234/2 “Puma”, in French colors and markings and designated S-35bis. I found the idea weird (since a full-fledged S-35 would certainly have at 20 tons been too heavy for a wheeled chassis), but the overall look of this combo was very convincing to me. I kept the idea in the back of my mind, until I came across a cheap Heller Somua S-35 in 1:72 scale and decided to take the concept to the (model) hardware stage and offer a personal interpretation.

 

Work started when I was able to acquire a sprue from a Plastic Soldier SdKfz. 231 kit, which provided a total of nine wheels in a suitable size and style, as well as suspension elements.

 

Building the hull was a straightforward affair: The Heller S-35 was built OOB, just the parts for the tracked suspension were left away. Some details and attachment points in the lower hull sections had to be removed, too. From the SdKfz. 232 I took the leaf spring suspension parts (these came as two frames for four wheels each, rather crude and solid parts) and cut the outer leaf spring packs off, so that their depth was reduced but the attachment points for the wheels were still there. These were simply glued into the space for the former tracks, similar to the drawing. This resulted in a slightly wide track, but narrowing the lower hull for a better look would have been a complicated affair, so I stuck with the simple solution. It does not look bad, though.

 

In order to make the vehicle’s role as a scout car more plausible and to avoid a head-heavy look, I decided to replace the original S-35 turret with a smaller APX turret from a Renault R-35. I found a suitable resin donor at ModelTrans, which was easily integrated to the S-35 hull. I perfectly fits into the S-35’s rounded cast armor style, which is so typical for many early French WWII tanks. Unfortunately, the resin R-35 turret had an air bubble at the rear, which had to be filled with putty. In order to differentiate the turret a little and modernize it, I added a longer gun barrel – in this case a piece from a hollow steel needle.

 

Other small mods include a pair of scratched rear-view mirrors for the driver, the spare wheel at the front (certainly not the best position, but the only place that was available and practical, and other armored vehicles of the time like the British Humber scout car also carried a spare wheel at the front) and an antenna at the rear, made from heated black sprue material.

  

Painting and markings:

This was not easy and it took a while to settle on a design. There were rather gaudy camouflage designs in the French army, but due to the model’s small scale I did not want a too complex design. I eventually decided to apply a rather simple scheme, inspired by the painting suggestions from the Heller kit: a disruptive two-tone scheme in a pale beige tone and a rather bluish dark green, which was confirmed through museum tanks. An odd quirk of the Heller kit is that the instructions and the box art show the same camouflage, but in inverted colors!?

 

I stuck to Heller’s suggestions and decided to follow the box art camouflage, which uses dark green (Humbrol 30) as basic color with light sand blotches (Humbrol 103) on top, which I found more appropriate for the middle European theatre of operations. I assume that these two tones were in real life separated by very narrow black or dark brown lines for more contrast – but I did not try this stunt on the small 1:72 scale model, it would IMHO have looked rather awkward. And there are French vehicles of the era that show these colors without any additional lines, too.

 

Markings/decals were mostly puzzled together from the scrap box, since the Heller decals turned out to be rather stiff and lack any adhesion to the model. I only used the “license plates”, which were fixed to the model with acrylic varnish, the rest are spares.

 

The kit received an overall washing with dark brown and a careful dry-brushing treatment with light grey.

After the final coat of matt varnish had been applied and all parts assembled, I dusted the lower areas with a dull grey-brown mix of artist pigments, simulating dust.

  

An experimental build, since drawing a whif is easier than actually building it, where parts have to fit somehow and you cannot change the size of them. Even though the resulting 8x8 scout car looks a little weird with its minimal overhang at the front and the rear, I like the result a lot – it looks very plausible to me. I also think that the smaller turret underlines the vehicle’s role as a rather lightly armed reconnaissance vehicle. It lowers the size and the silhouette, and subdues the S-35 origin – but without neglecting the typical French cast armor look. Certainly not a 1:1 copy of the inspiring drawing, but true to the original idea.

 

Think French automakers, and you think Peugeot, Renault and Citroen. For a great many years these three marques have dominated French sales and production.

 

France though, has a long history of car making, innovation, styling and coachbuilding. Unfortunately, like in many countries, most of this activity was severely hampered by WWII, and what was left struggled to find their feet in the 1950s and 1960s.

 

France, now part of the common European market, was more isolationist in the 1950s. If you wanted to sell cars in France you probably had to build cars in France. For a car-maker like Ford, this meant a French manufacturing arm combined with a design and engineering centre - Ford of France. Contrary to popular modern wisdom, Ford of France models were significantly different to those made in Germany and England - the two other large European car markets. Ultimately the market forces and logic corrected this oversight, and Ford of France's assets were sold to rival Simca in 1954.

 

Prior to this date though, Ford France produced this gem, the Comète. The Comète was based on the platform of the Ford Vedette, a range of cars bearing a resemblance to a 8/10ths scale Mercury from 1948. The Comète deployed a shorter wheelbase, and used the Vedette's Aquilon V8 engine, first at 2.2 litres (1951), 2.4 litres (1952) and switched to the Ford truck Mistral V8 of 3.9 litres for 1953-1954. The Mistral provided a big uplift in power and torque, but was ill-favoured due to its commercial vehicle roots, and secondly, the taxation regime for automobiles in France had strong disincentive for engine capacities over 2.0 litres.

 

Of further interest, the Comète had its body built by the Facel concern, who would later go on to make their own high-end luxury cars using large capacity Chrysler V8s (the Facel Vega).

 

In all, this is a handsome car, and very powerful for the period. The car is rare, and surviving examples have a strong following.

 

Read more on wikipedia:

 

en.wikipedia.org/wiki/Ford_Com%C3%A8te

 

This Lego Miniland-scale 1954 Ford Comète Monte Carlo has been created for Flickr LUGNuts' 115th Build Challenge, - "The French Connection", - for cars from France.

  

“Complementing the major maritime, air and rail lines, Panhard serves the road network.” [From the ad copy]

 

French automaker Panhard et Levassor was one of the pioneering companies in the automobile industry. The company was known for its unique and advanced engineering solutions, which made its cars stand out in the early automotive market. The 1932 Panhard X49, for example, is a notable model from the French automaker and a direct competitor to luxury cars like the Bugatti Type 46 and Hispano-Suiza H6B. The X49 was designed with lightweight engineering principles, focusing on efficiency rather than just large displacement. It featured a four-cylinder sleeve-valve engine with a displacement of 4845cc. Despite its smaller engine size, it was powerful and well-regarded for its performance.

 

[Sources: Wikipedia, Supercars.net and TheTruthAboutCars.com]

United States.

British automaker Bentley was founded in 1919 by W.O.Bentley. The company was well respected for its racing success.

The 1921-29 Bentley 3 litre was replaced with the more powerful 1927-31 Bentley 4½ litre. The 1926-30 Bentley 6½ litre was available at the same time, although very powerful, the 6½ litre was unsafe for the roads. 720 4½ litre Bentleys were built, including 55 'Blower' Bentleys. The Supercharged Blower Bentley was the performance version, the supercharger was installed at the end of the crankshaft, in front of the radiator. This gave them an easily recognisable appearance.

The Bentley 3 litre won Le Mans in 1924 and 1927

The Bentley 4½ litre won Le Mans in 1928

The Bentley 6½ litre Speed Six won Le Mans in 1929 and 1930.

Engine; 110hp 270 cu in 4 cyl (Blower Bentley; 175hp)

Cussler Museum, Colorado, USA

The Citroën XM is an executive car that was produced by the French automaker Citroën between 1989 and 2000. The XM was voted 1990 European Car of the Year.

 

Design:

 

The angular, dart-like Bertone design was a development of Marcello Gandini's Citroën BX concept. It was a longer car with a longer, inclined nose, more refined details and with headlamps that were very much slimmer than the norm (Gandini's own XM proposal was rejected as looking too much like an Opel). The design process of the car was described in the journal Car Styling. In the article Citroen's design chief, Art Blakeslee, explained the appearance of the car, saying "I believe the XM is a modern and dynamic shape, with unique styling elements such as the very long, low hood, the extensive use of glass and the kick-up in the belt line". In the book Citroen XM another Citroen designer, Daniel Abramson, explained: "We lowered the belt line to give the shape a stronger image. It is purely a 'design statement' that is not functional and does nothing for the aerodynamics of the vehicle. We wanted a car that looks good from every angle". Abramson is also reported as saying that they "picked three areas to emphasise: 1) A very aggressive look ("Almost sinister"), 2) Lots of glass to create a greenhouse effect, and 3) An aerodynamic accent based on fact (low drag)".

 

There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (most surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM of 1970.

 

Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design - a feature thought to be desirable in certain European markets.

 

History:

 

Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a replacement for the Citroën CX. It was intended to compete against vehicles like the Audi 100 and BMW's 5-series in a sector that accounted for 14.2% of the European market. Citroen was quoted as saying that the car was supposed to "take what Citroen means and make it acceptable". The car's initial reception was positive. The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 awards that year.

 

The anticipated annual sales were 450 cars a day in the first full year of production, or 160,000 units a year. Sales never reached this level for a variety of reasons. The market for executive cars made by mainstream manufacturers was in decline as customers opted for offerings from more prestigious marques such as BMW and Mercedes-Benz; in parallel customers were placing a higher priority on speed and handling rather than ride comfort which was Citroen's specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM's styling was also controversial and alienated those who desired a more conventional three box sedan. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroen DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989.

 

The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. Export markets experienced lower sales from the outset, partly due to the XM's pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. The problem was caused by defective electrical connectors. Cost-cutting on the components was needed since the parent company was in financial difficulty at the time of the design of the XM. Between 1980 and 1984 the company lost $1.5 billion.

 

In mid-1994, the XM was revised in order to improve competitiveness. All models were fitted with driver's airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroen Xantia. This sharpened the "steering without inducing a nervous twitch." Power output on the turbocharged motor was increased to 150 bhp (112 kW; 152 PS) from 145 bhp (108 kW; 147 PS) at 4400 rpm. This allowed the car to develop more torque at much lower revs.

 

By the mid-1990s, it was apparent that the XM's image meant it was less desirable than German products such as the BMW 5 Series. The view of the XM as commercially unsuccessful is reported by Compucars, the used car website, along with numerous other period commentaries. Production ended in June 2000.

 

With total sales over its lifetime of just 330,000 units in more than 10 years, and the fact that its replacement took 5 years to arrive, the XM might be considered a failure. This was the case particularly in the United Kingdom market, where demand was reduced to a virtual trickle by the late 1990s. But despite its common roots with the Peugeot 605, the XM may still emerge as a collectible car, as the DS and CX both did.

 

[Text taken from Wikipedia]

 

The Citroen XM joins my recent Citroen Traction Avant, along with the Citroen DS and CX in my large Citroen collection.

The Citroën XM is an executive car that was produced by the French automaker Citroën between 1989 and 2000. The XM was voted 1990 European Car of the Year.

 

Design:

 

The angular, dart-like Bertone design was a development of Marcello Gandini's Citroën BX concept. It was a longer car with a longer, inclined nose, more refined details and with headlamps that were very much slimmer than the norm (Gandini's own XM proposal was rejected as looking too much like an Opel). The design process of the car was described in the journal Car Styling. In the article Citroen's design chief, Art Blakeslee, explained the appearance of the car, saying "I believe the XM is a modern and dynamic shape, with unique styling elements such as the very long, low hood, the extensive use of glass and the kick-up in the belt line". In the book Citroen XM another Citroen designer, Daniel Abramson, explained: "We lowered the belt line to give the shape a stronger image. It is purely a 'design statement' that is not functional and does nothing for the aerodynamics of the vehicle. We wanted a car that looks good from every angle". Abramson is also reported as saying that they "picked three areas to emphasise: 1) A very aggressive look ("Almost sinister"), 2) Lots of glass to create a greenhouse effect, and 3) An aerodynamic accent based on fact (low drag)".

 

There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (most surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM of 1970.

 

Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design - a feature thought to be desirable in certain European markets.

 

History:

 

Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a replacement for the Citroën CX. It was intended to compete against vehicles like the Audi 100 and BMW's 5-series in a sector that accounted for 14.2% of the European market. Citroen was quoted as saying that the car was supposed to "take what Citroen means and make it acceptable". The car's initial reception was positive. The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 awards that year.

 

The anticipated annual sales were 450 cars a day in the first full year of production, or 160,000 units a year. Sales never reached this level for a variety of reasons. The market for executive cars made by mainstream manufacturers was in decline as customers opted for offerings from more prestigious marques such as BMW and Mercedes-Benz; in parallel customers were placing a higher priority on speed and handling rather than ride comfort which was Citroen's specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM's styling was also controversial and alienated those who desired a more conventional three box sedan. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroen DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989.

 

The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. Export markets experienced lower sales from the outset, partly due to the XM's pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. The problem was caused by defective electrical connectors. Cost-cutting on the components was needed since the parent company was in financial difficulty at the time of the design of the XM. Between 1980 and 1984 the company lost $1.5 billion.

 

In mid-1994, the XM was revised in order to improve competitiveness. All models were fitted with driver's airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroen Xantia. This sharpened the "steering without inducing a nervous twitch." Power output on the turbocharged motor was increased to 150 bhp (112 kW; 152 PS) from 145 bhp (108 kW; 147 PS) at 4400 rpm. This allowed the car to develop more torque at much lower revs.

 

By the mid-1990s, it was apparent that the XM's image meant it was less desirable than German products such as the BMW 5 Series. The view of the XM as commercially unsuccessful is reported by Compucars, the used car website, along with numerous other period commentaries. Production ended in June 2000.

 

With total sales over its lifetime of just 330,000 units in more than 10 years, and the fact that its replacement took 5 years to arrive, the XM might be considered a failure. This was the case particularly in the United Kingdom market, where demand was reduced to a virtual trickle by the late 1990s. But despite its common roots with the Peugeot 605, the XM may still emerge as a collectible car, as the DS and CX both did.

 

[Text taken from Wikipedia]

 

The Citroen XM joins my recent Citroen Traction Avant, along with the Citroen DS and CX in my large Citroen collection.

The Peugeot 107 is a city car produced by French automaker Peugeot and launched in June 2005.

 

The 107 was developed by the B-Zero project of PSA Peugeot Citroën in a joint-venture with Toyota; the Citroën C1 and Toyota Aygo are badge engineered versions of the same car, although the Aygo has more detail differences than the C1. All three are built at the new facilities of the Toyota Peugeot Citroën Automobile Czech joint-venture in the city of Kolin, Czech Republic. It is a four-seater available as a three- or five-door hatchback. The 107 replaces the 106, which ceased production at the end of 2003 after 12 years.

 

After a string of larger and much more sophisticated cars, this little car was refreshing. It was small and it was basic but still features such as electric windows (but if you want to open the passengers window you have to lean over and press the button on the passengers door!) and Air Conditioning (needs to be turned off if more power is required, for example on a motorway climb).

 

Mileage driven: 281.5

Average MPG: Unknown (no onboard calculation, and I haven't got round to comparing miles versus how much fuel it used - i.e. the old school way).

 

Likes: Basic, easy to drive, 1 step from the drivers door and you are at the rear hatch, short, easy to park, very willing 1.0 litre 3 cylinder Petrol engine, £0 Vehicle Excise Duty (AKA tax disc) due to CO₂ Emissions being 99 g/km, ability to cruise in excess of the national speed limit.

 

Dislikes: Flimsy in certain areas of trim and bodywork. No character unlike the FIAT 500 for example.

 

The general gearing on the 107 is quite high, I was constantly surprised at how high the road speed could be in each gear. And how far down you could change down - this was required to keep the little engine working hard.

 

en.wikipedia.org/wiki/Peugeot_107

 

Note the Kia Picanto DF54 NFK parked across two parking spaces. This is regularly parked in the same spot in the same across two spaces style. I presume it belongs to an someone who works at the services.

 

Auto Express review of the 107:

www.autoexpress.co.uk/car-reviews/40387/peugeot-107-10-ac...

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

Latil was a French automaker specializing in heavy duty vehicles, such as trucks, tractors and buses. Beyond the design and production of vehicles for civil use, Latil also built after World War I a number of military vehicles. For instance, in 1911, Latil designed and built its first four-wheel drive vehicle. This type of vehicle interested the French Army in 1913 for its ability to tow heavy artillery on every field and the TAR (Tracteur d'Artillerie Roulante) was built.

 

Beyond a number of field tractors, Latil also designed and built an armed combat vehicle for the French Army, the armored AMD-37 scout car. The origins of this design can be traced back until December 1931, when the French Cavalry conceived a plan for the future production of armored fighting vehicles. One of the classes foreseen was that of an Automitrailleuse de Découverte (AMD), a specialized long range reconnaissance vehicle. The specifications were formulated on 22 December 1931, changed again on 18 November 1932 and finally approved on 9 December 1932. They called for a weight of 4 metric tons (4.0 t), a range of 400 kilometers (250 mi), a road speed of 70 km/h, a cruising speed of 40 km/h, a turning circle of 12 meters (39 ft), 5–8 mm armor, a 20 mm gun and a 7.5 mm machine gun.

 

In 1933, several competing companies responded (including Latil, Renault, Panhard and Berliet) with their proposals. Being rooted in rather heavy machinery, Latil proposed two designs: one was a 4x4 vehicle which would meet the required specification profile, but it was eventually rejected due to poor off-road performance in favor of the Panhard design, which would become the highly successful Panhard 178.

The other proposal fell outside of the specification limits. It was a bigger and much heavier 8x8 design, certainly influenced by the German SdKfz. 232 heavy scout car family. However, despite falling outside of the requirements, the Commission de Vincennes was impressed enough to order a prototype of this vehicle.

 

The Latil prototype had basically a conservative layout and was ready in October 1933. It was presented to the Commission de Vincennes in January 1934 under the name Latil Automitrailleuse de Découverte, Modèle 1934 (AMD-34). The AMD-34 was, despite its 8x8 chassis and tank-like silhouette, based on modified Latil truck elements. Onto the ladder frame chassis, a hull made of screwed cast armor elements with a maximum thickness of 25 mm was mounted. The leaf spring suspension as well as the all-wheel drive were based on components of Latil’s heavy duty trucks. The eight large and steerable wheels were spaced apart as far as possible, with almost no overhang at the front and at the rear for a very good off-road performance and climbing capability. The crew consisted of three men: a driver and a radio operator, who both sat in the front of the hull, plus the commander, who, beyond directing the vehicle, also had to operate the weapons. The radio operator also had to support the commander as loader in the event of combat.

 

Power came from a water-cooled V8 petrol engine, an uprated version of Latil’s own V3 truck engine from 1933, with an output of 180 hp (132 kW). The engine was in the rear of the hull, separated from the fighting compartment at the front by a firewall bulkhead, and flanked side-by-side with two self-sealing fuel tanks with the large capacity of 80 and 320 liters capacity (the smaller tank fueled the engine and was constantly replenished from the bigger tank). A novel feature was an automatic fire extinguishing system, which used several tanks placed at critical spots of the vehicle, containing methyl bromide. The vehicle’s armament was mounted in a standardized, cast APX-R turret (which was also used on several light tanks like the Renault R-35) and consisted of a short-barreled Puteaux 37mm/L21 SA 18 gun as well as a coaxial 7.5 mm MAC31 Reibel machine gun. 42 armor-piercing and 58 high explosive rounds were typically carried, plus 2.500 rounds for the machine gun.

 

The hexagonal turret had a 30 mm thick, domed rotatable cupola with vertical vision slits. It had to be either hand cranked or moved about by the weight of the commander. The rear of the turret had a hatch that hinged down which could be used as a seat to improve observation. Driver and radio operator (who had an ER 54 radio set available) had no hatches on their own. They entered the vehicle through a relatively large door on the vehicle’s left side.

 

After testing between 9 January and 2 February 1934 and comparison with the lighter 4 ton types, the AMR-34 was, despite its weight of almost 10 tons, accepted by the commission on 15 February under the condition some small modifications were carried out. In the autumn, the improved prototype was tested by the Cavalry and in late 1934 the type was accepted under the name Latil Automitrailleuse de Découverte, Modèle 1935, better known under its handle “AMD-35”. Production started on a small scale in 1935 and by the end of the year the first AMD-35’s reached the Cavalry units. After complaints about reliability, such as cracking gun sights, and overheating, between 29 June and 2 December 1936 a new test program took place, resulting in many more detail modifications, including the fitting of a silencer, a ventilator on the turret and in the main cabin and a small, round hatch for the driver which allowed a better field of view when the crew did not have to work under armor cover.

The main weapon was also changed into a SA 38 37mm cannon with a longer (L33) barrel, since the original Puteaux cannon had only a very poor armor penetration of 12 mm at 500 meters. In this form, the vehicle was re-designated AMD-37. Several older vehicles were updated with this weapon, too, or they received a 25mm (0.98 in) SA35 L47.2 or L52 autocannon.

 

Overall, the AMD-37 proved to be an effective design. The eight-wheel armored car with all-wheel-drive and all-wheel-steering had a very good performance on- and off-road, even though with certain limits due to the vehicle’s weight and resulting ground pressure. The cabin was relatively spacious and comfortable, so that long range missions of 500 km (319 ml) and more could be endured well by the crews.

 

However, several inherent flaws persisted. One problem (which the AMD-37 shared with almost every French combat vehicle from the pre-WWII era) was that the commander was overburdened with tasks, especially under stressful combat conditions. The French Cavalry did not see this as a major flaw: A commander was supposed to acquire such a degree of dexterity that his workload did not negate the lack of need to coordinate the actions of two or even three men in a larger turret crew or the advantage of a quicker reaction because of a superior rotation speed. At first, a two-man-turret was required, but when it transpired that this would reduce the armor protection, it was abandoned in favor of thicker steel casts. However, the AMD-37’s armor level was generally relatively low, and hull’s seams offered attackers who knew where to aim several weak points that allowed even light hand weapons to penetrate the armor. Another tactical flaw associated with the turret was the hatchless cupola, forcing the commander to fight buttoned-up or leave the vehicle’s armor protection for a better field of view.

 

Operationally, though, the AMD-37 suffered from poor mechanical reliability: the suspension units were complicated and, since they were based on existing civil truck elements, too weak for heavy off-road operations under military conditions. The AMD-37’s weight of almost 10 tons (the comparable German SdKfz 231 was bigger but weighed only 8.3 tons) did not help, either. In consequence, the AMD-37 demanded enormous maintenance efforts, especially since the cast armor modules did not allow an easy access to the suspension and engine.

 

On 10 May 1940, on the eve of the German invasion in mainland France, the AMD-37 was part of 14 Divisions Légères Mécaniques (Mechanized Light Divisions; "light" meaning here "mobile", they were not light in the sense of being lightly equipped) battalions, each fielding dedicated reconnaissance groups with four to ten vehicles, which also comprised light Panhard 178 scout cars.

45 French AMD-37s were in Syria, a mandate territory, and 30 more were based in Morocco. The tanks in Syria would fight during the allied invasion of that mandate territory in 1941 and then partly be taken over by the Free French 1e CCC, those in North Africa during Operation Torch in November 1942.

The majority of AMD-37s in Western Europe fell into German hands, though: 78 were used as “Panzerkampfwagen 37R(f)” and mainly used in second line units for policy and security duties or for driver training. A small number of these German vehicles were sent to Finland, fighting on the Eastern Front, where they were outclassed by Soviet KV-1s and T-34s and quickly destroyed or abandoned.

 

Plans to augment the AMD-35’s armament with a bigger turret and a more powerful 47mm SA 35 gun (basically the same turret fitted to the SOMUA S-35 medium tank and the heavy Char B1bis) or an additional machine in the front bow for the radio operator were, due to the German invasion, never carried out.

  

Specifications:

Crew: Three (commander, radio operator/loader, driver)

Weight: 9,600 kg (21,145 lb)

Length: 5.29 m (17 ft 4 in)

Width: 2.52 m (8 ft 3 in)

Height: 2.44 metres (8 ft ½ in)

Suspension: Wheeled (Tires: 270–20, bulletproof), with leaf springs

Wading depth: 1.2 m (3 ft 11 in)

Trench crossing capability: 1.8 m (5 ft 11 in)

Ground clearance: 350 mm (13 3/4 in)

Climbing capability: 30°

Fuel capacity: 400 l

 

Armor:

9-30 mm (.35-1.18 in) cast steel

 

Performance:

Maximum speed: 75 km/h (47 mph) on road, 55 km/h (34 mph) off-road

Operational range: 600 km (375 mi) on road

Power/weight: 18,7 PS/t

 

Engine:

Water-cooled Latil V8 gasoline engine with 7.336 cm³ displacement and 180 hp (132 kW) output

Transmission:

Latil gearbox with 4 forward and 1 reverse gears, eight-wheel drive and steering

 

Armament:

1× Puteaux 37mm/L33 SA 18 gun with 100 rounds

1× coaxial 7.5 mm MAC31 Reibel machine gun with 2.500 rounds

  

The kit and its assembly:

This build was inspired by a drawing that I came across at DeviantArt a while ago, created by someone called MedJoe:

www.deviantart.com/medjoe/art/Autoblinde-SOMUA-S35bis-679...

The picture showed a Somua S-35 tank, set on eight wheels that heavily resembled those of the SdKfz. 234/2 “Puma”, in French colors and markings and designated S-35bis. I found the idea weird (since a full-fledged S-35 would certainly have at 20 tons been too heavy for a wheeled chassis), but the overall look of this combo was very convincing to me. I kept the idea in the back of my mind, until I came across a cheap Heller Somua S-35 in 1:72 scale and decided to take the concept to the (model) hardware stage and offer a personal interpretation.

 

Work started when I was able to acquire a sprue from a Plastic Soldier SdKfz. 231 kit, which provided a total of nine wheels in a suitable size and style, as well as suspension elements.

 

Building the hull was a straightforward affair: The Heller S-35 was built OOB, just the parts for the tracked suspension were left away. Some details and attachment points in the lower hull sections had to be removed, too. From the SdKfz. 232 I took the leaf spring suspension parts (these came as two frames for four wheels each, rather crude and solid parts) and cut the outer leaf spring packs off, so that their depth was reduced but the attachment points for the wheels were still there. These were simply glued into the space for the former tracks, similar to the drawing. This resulted in a slightly wide track, but narrowing the lower hull for a better look would have been a complicated affair, so I stuck with the simple solution. It does not look bad, though.

 

In order to make the vehicle’s role as a scout car more plausible and to avoid a head-heavy look, I decided to replace the original S-35 turret with a smaller APX turret from a Renault R-35. I found a suitable resin donor at ModelTrans, which was easily integrated to the S-35 hull. I perfectly fits into the S-35’s rounded cast armor style, which is so typical for many early French WWII tanks. Unfortunately, the resin R-35 turret had an air bubble at the rear, which had to be filled with putty. In order to differentiate the turret a little and modernize it, I added a longer gun barrel – in this case a piece from a hollow steel needle.

 

Other small mods include a pair of scratched rear-view mirrors for the driver, the spare wheel at the front (certainly not the best position, but the only place that was available and practical, and other armored vehicles of the time like the British Humber scout car also carried a spare wheel at the front) and an antenna at the rear, made from heated black sprue material.

  

Painting and markings:

This was not easy and it took a while to settle on a design. There were rather gaudy camouflage designs in the French army, but due to the model’s small scale I did not want a too complex design. I eventually decided to apply a rather simple scheme, inspired by the painting suggestions from the Heller kit: a disruptive two-tone scheme in a pale beige tone and a rather bluish dark green, which was confirmed through museum tanks. An odd quirk of the Heller kit is that the instructions and the box art show the same camouflage, but in inverted colors!?

 

I stuck to Heller’s suggestions and decided to follow the box art camouflage, which uses dark green (Humbrol 30) as basic color with light sand blotches (Humbrol 103) on top, which I found more appropriate for the middle European theatre of operations. I assume that these two tones were in real life separated by very narrow black or dark brown lines for more contrast – but I did not try this stunt on the small 1:72 scale model, it would IMHO have looked rather awkward. And there are French vehicles of the era that show these colors without any additional lines, too.

 

Markings/decals were mostly puzzled together from the scrap box, since the Heller decals turned out to be rather stiff and lack any adhesion to the model. I only used the “license plates”, which were fixed to the model with acrylic varnish, the rest are spares.

 

The kit received an overall washing with dark brown and a careful dry-brushing treatment with light grey.

After the final coat of matt varnish had been applied and all parts assembled, I dusted the lower areas with a dull grey-brown mix of artist pigments, simulating dust.

  

An experimental build, since drawing a whif is easier than actually building it, where parts have to fit somehow and you cannot change the size of them. Even though the resulting 8x8 scout car looks a little weird with its minimal overhang at the front and the rear, I like the result a lot – it looks very plausible to me. I also think that the smaller turret underlines the vehicle’s role as a rather lightly armed reconnaissance vehicle. It lowers the size and the silhouette, and subdues the S-35 origin – but without neglecting the typical French cast armor look. Certainly not a 1:1 copy of the inspiring drawing, but true to the original idea.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

Latil was a French automaker specializing in heavy duty vehicles, such as trucks, tractors and buses. Beyond the design and production of vehicles for civil use, Latil also built after World War I a number of military vehicles. For instance, in 1911, Latil designed and built its first four-wheel drive vehicle. This type of vehicle interested the French Army in 1913 for its ability to tow heavy artillery on every field and the TAR (Tracteur d'Artillerie Roulante) was built.

 

Beyond a number of field tractors, Latil also designed and built an armed combat vehicle for the French Army, the armored AMD-37 scout car. The origins of this design can be traced back until December 1931, when the French Cavalry conceived a plan for the future production of armored fighting vehicles. One of the classes foreseen was that of an Automitrailleuse de Découverte (AMD), a specialized long range reconnaissance vehicle. The specifications were formulated on 22 December 1931, changed again on 18 November 1932 and finally approved on 9 December 1932. They called for a weight of 4 metric tons (4.0 t), a range of 400 kilometers (250 mi), a road speed of 70 km/h, a cruising speed of 40 km/h, a turning circle of 12 meters (39 ft), 5–8 mm armor, a 20 mm gun and a 7.5 mm machine gun.

 

In 1933, several competing companies responded (including Latil, Renault, Panhard and Berliet) with their proposals. Being rooted in rather heavy machinery, Latil proposed two designs: one was a 4x4 vehicle which would meet the required specification profile, but it was eventually rejected due to poor off-road performance in favor of the Panhard design, which would become the highly successful Panhard 178.

The other proposal fell outside of the specification limits. It was a bigger and much heavier 8x8 design, certainly influenced by the German SdKfz. 232 heavy scout car family. However, despite falling outside of the requirements, the Commission de Vincennes was impressed enough to order a prototype of this vehicle.

 

The Latil prototype had basically a conservative layout and was ready in October 1933. It was presented to the Commission de Vincennes in January 1934 under the name Latil Automitrailleuse de Découverte, Modèle 1934 (AMD-34). The AMD-34 was, despite its 8x8 chassis and tank-like silhouette, based on modified Latil truck elements. Onto the ladder frame chassis, a hull made of screwed cast armor elements with a maximum thickness of 25 mm was mounted. The leaf spring suspension as well as the all-wheel drive were based on components of Latil’s heavy duty trucks. The eight large and steerable wheels were spaced apart as far as possible, with almost no overhang at the front and at the rear for a very good off-road performance and climbing capability. The crew consisted of three men: a driver and a radio operator, who both sat in the front of the hull, plus the commander, who, beyond directing the vehicle, also had to operate the weapons. The radio operator also had to support the commander as loader in the event of combat.

 

Power came from a water-cooled V8 petrol engine, an uprated version of Latil’s own V3 truck engine from 1933, with an output of 180 hp (132 kW). The engine was in the rear of the hull, separated from the fighting compartment at the front by a firewall bulkhead, and flanked side-by-side with two self-sealing fuel tanks with the large capacity of 80 and 320 liters capacity (the smaller tank fueled the engine and was constantly replenished from the bigger tank). A novel feature was an automatic fire extinguishing system, which used several tanks placed at critical spots of the vehicle, containing methyl bromide. The vehicle’s armament was mounted in a standardized, cast APX-R turret (which was also used on several light tanks like the Renault R-35) and consisted of a short-barreled Puteaux 37mm/L21 SA 18 gun as well as a coaxial 7.5 mm MAC31 Reibel machine gun. 42 armor-piercing and 58 high explosive rounds were typically carried, plus 2.500 rounds for the machine gun.

 

The hexagonal turret had a 30 mm thick, domed rotatable cupola with vertical vision slits. It had to be either hand cranked or moved about by the weight of the commander. The rear of the turret had a hatch that hinged down which could be used as a seat to improve observation. Driver and radio operator (who had an ER 54 radio set available) had no hatches on their own. They entered the vehicle through a relatively large door on the vehicle’s left side.

 

After testing between 9 January and 2 February 1934 and comparison with the lighter 4 ton types, the AMR-34 was, despite its weight of almost 10 tons, accepted by the commission on 15 February under the condition some small modifications were carried out. In the autumn, the improved prototype was tested by the Cavalry and in late 1934 the type was accepted under the name Latil Automitrailleuse de Découverte, Modèle 1935, better known under its handle “AMD-35”. Production started on a small scale in 1935 and by the end of the year the first AMD-35’s reached the Cavalry units. After complaints about reliability, such as cracking gun sights, and overheating, between 29 June and 2 December 1936 a new test program took place, resulting in many more detail modifications, including the fitting of a silencer, a ventilator on the turret and in the main cabin and a small, round hatch for the driver which allowed a better field of view when the crew did not have to work under armor cover.

The main weapon was also changed into a SA 38 37mm cannon with a longer (L33) barrel, since the original Puteaux cannon had only a very poor armor penetration of 12 mm at 500 meters. In this form, the vehicle was re-designated AMD-37. Several older vehicles were updated with this weapon, too, or they received a 25mm (0.98 in) SA35 L47.2 or L52 autocannon.

 

Overall, the AMD-37 proved to be an effective design. The eight-wheel armored car with all-wheel-drive and all-wheel-steering had a very good performance on- and off-road, even though with certain limits due to the vehicle’s weight and resulting ground pressure. The cabin was relatively spacious and comfortable, so that long range missions of 500 km (319 ml) and more could be endured well by the crews.

 

However, several inherent flaws persisted. One problem (which the AMD-37 shared with almost every French combat vehicle from the pre-WWII era) was that the commander was overburdened with tasks, especially under stressful combat conditions. The French Cavalry did not see this as a major flaw: A commander was supposed to acquire such a degree of dexterity that his workload did not negate the lack of need to coordinate the actions of two or even three men in a larger turret crew or the advantage of a quicker reaction because of a superior rotation speed. At first, a two-man-turret was required, but when it transpired that this would reduce the armor protection, it was abandoned in favor of thicker steel casts. However, the AMD-37’s armor level was generally relatively low, and hull’s seams offered attackers who knew where to aim several weak points that allowed even light hand weapons to penetrate the armor. Another tactical flaw associated with the turret was the hatchless cupola, forcing the commander to fight buttoned-up or leave the vehicle’s armor protection for a better field of view.

 

Operationally, though, the AMD-37 suffered from poor mechanical reliability: the suspension units were complicated and, since they were based on existing civil truck elements, too weak for heavy off-road operations under military conditions. The AMD-37’s weight of almost 10 tons (the comparable German SdKfz 231 was bigger but weighed only 8.3 tons) did not help, either. In consequence, the AMD-37 demanded enormous maintenance efforts, especially since the cast armor modules did not allow an easy access to the suspension and engine.

 

On 10 May 1940, on the eve of the German invasion in mainland France, the AMD-37 was part of 14 Divisions Légères Mécaniques (Mechanized Light Divisions; "light" meaning here "mobile", they were not light in the sense of being lightly equipped) battalions, each fielding dedicated reconnaissance groups with four to ten vehicles, which also comprised light Panhard 178 scout cars.

45 French AMD-37s were in Syria, a mandate territory, and 30 more were based in Morocco. The tanks in Syria would fight during the allied invasion of that mandate territory in 1941 and then partly be taken over by the Free French 1e CCC, those in North Africa during Operation Torch in November 1942.

The majority of AMD-37s in Western Europe fell into German hands, though: 78 were used as “Panzerkampfwagen 37R(f)” and mainly used in second line units for policy and security duties or for driver training. A small number of these German vehicles were sent to Finland, fighting on the Eastern Front, where they were outclassed by Soviet KV-1s and T-34s and quickly destroyed or abandoned.

 

Plans to augment the AMD-35’s armament with a bigger turret and a more powerful 47mm SA 35 gun (basically the same turret fitted to the SOMUA S-35 medium tank and the heavy Char B1bis) or an additional machine in the front bow for the radio operator were, due to the German invasion, never carried out.

  

Specifications:

Crew: Three (commander, radio operator/loader, driver)

Weight: 9,600 kg (21,145 lb)

Length: 5.29 m (17 ft 4 in)

Width: 2.52 m (8 ft 3 in)

Height: 2.44 metres (8 ft ½ in)

Suspension: Wheeled (Tires: 270–20, bulletproof), with leaf springs

Wading depth: 1.2 m (3 ft 11 in)

Trench crossing capability: 1.8 m (5 ft 11 in)

Ground clearance: 350 mm (13 3/4 in)

Climbing capability: 30°

Fuel capacity: 400 l

 

Armor:

9-30 mm (.35-1.18 in) cast steel

 

Performance:

Maximum speed: 75 km/h (47 mph) on road, 55 km/h (34 mph) off-road

Operational range: 600 km (375 mi) on road

Power/weight: 18,7 PS/t

 

Engine:

Water-cooled Latil V8 gasoline engine with 7.336 cm³ displacement and 180 hp (132 kW) output

Transmission:

Latil gearbox with 4 forward and 1 reverse gears, eight-wheel drive and steering

 

Armament:

1× Puteaux 37mm/L33 SA 18 gun with 100 rounds

1× coaxial 7.5 mm MAC31 Reibel machine gun with 2.500 rounds

  

The kit and its assembly:

This build was inspired by a drawing that I came across at DeviantArt a while ago, created by someone called MedJoe:

www.deviantart.com/medjoe/art/Autoblinde-SOMUA-S35bis-679...

The picture showed a Somua S-35 tank, set on eight wheels that heavily resembled those of the SdKfz. 234/2 “Puma”, in French colors and markings and designated S-35bis. I found the idea weird (since a full-fledged S-35 would certainly have at 20 tons been too heavy for a wheeled chassis), but the overall look of this combo was very convincing to me. I kept the idea in the back of my mind, until I came across a cheap Heller Somua S-35 in 1:72 scale and decided to take the concept to the (model) hardware stage and offer a personal interpretation.

 

Work started when I was able to acquire a sprue from a Plastic Soldier SdKfz. 231 kit, which provided a total of nine wheels in a suitable size and style, as well as suspension elements.

 

Building the hull was a straightforward affair: The Heller S-35 was built OOB, just the parts for the tracked suspension were left away. Some details and attachment points in the lower hull sections had to be removed, too. From the SdKfz. 232 I took the leaf spring suspension parts (these came as two frames for four wheels each, rather crude and solid parts) and cut the outer leaf spring packs off, so that their depth was reduced but the attachment points for the wheels were still there. These were simply glued into the space for the former tracks, similar to the drawing. This resulted in a slightly wide track, but narrowing the lower hull for a better look would have been a complicated affair, so I stuck with the simple solution. It does not look bad, though.

 

In order to make the vehicle’s role as a scout car more plausible and to avoid a head-heavy look, I decided to replace the original S-35 turret with a smaller APX turret from a Renault R-35. I found a suitable resin donor at ModelTrans, which was easily integrated to the S-35 hull. I perfectly fits into the S-35’s rounded cast armor style, which is so typical for many early French WWII tanks. Unfortunately, the resin R-35 turret had an air bubble at the rear, which had to be filled with putty. In order to differentiate the turret a little and modernize it, I added a longer gun barrel – in this case a piece from a hollow steel needle.

 

Other small mods include a pair of scratched rear-view mirrors for the driver, the spare wheel at the front (certainly not the best position, but the only place that was available and practical, and other armored vehicles of the time like the British Humber scout car also carried a spare wheel at the front) and an antenna at the rear, made from heated black sprue material.

  

Painting and markings:

This was not easy and it took a while to settle on a design. There were rather gaudy camouflage designs in the French army, but due to the model’s small scale I did not want a too complex design. I eventually decided to apply a rather simple scheme, inspired by the painting suggestions from the Heller kit: a disruptive two-tone scheme in a pale beige tone and a rather bluish dark green, which was confirmed through museum tanks. An odd quirk of the Heller kit is that the instructions and the box art show the same camouflage, but in inverted colors!?

 

I stuck to Heller’s suggestions and decided to follow the box art camouflage, which uses dark green (Humbrol 30) as basic color with light sand blotches (Humbrol 103) on top, which I found more appropriate for the middle European theatre of operations. I assume that these two tones were in real life separated by very narrow black or dark brown lines for more contrast – but I did not try this stunt on the small 1:72 scale model, it would IMHO have looked rather awkward. And there are French vehicles of the era that show these colors without any additional lines, too.

 

Markings/decals were mostly puzzled together from the scrap box, since the Heller decals turned out to be rather stiff and lack any adhesion to the model. I only used the “license plates”, which were fixed to the model with acrylic varnish, the rest are spares.

 

The kit received an overall washing with dark brown and a careful dry-brushing treatment with light grey.

After the final coat of matt varnish had been applied and all parts assembled, I dusted the lower areas with a dull grey-brown mix of artist pigments, simulating dust.

  

An experimental build, since drawing a whif is easier than actually building it, where parts have to fit somehow and you cannot change the size of them. Even though the resulting 8x8 scout car looks a little weird with its minimal overhang at the front and the rear, I like the result a lot – it looks very plausible to me. I also think that the smaller turret underlines the vehicle’s role as a rather lightly armed reconnaissance vehicle. It lowers the size and the silhouette, and subdues the S-35 origin – but without neglecting the typical French cast armor look. Certainly not a 1:1 copy of the inspiring drawing, but true to the original idea.

 

The Citroën XM is an executive car that was produced by the French automaker Citroën between 1989 and 2000. The XM was voted 1990 European Car of the Year.

 

Design:

 

The angular, dart-like Bertone design was a development of Marcello Gandini's Citroën BX concept. It was a longer car with a longer, inclined nose, more refined details and with headlamps that were very much slimmer than the norm (Gandini's own XM proposal was rejected as looking too much like an Opel). The design process of the car was described in the journal Car Styling. In the article Citroen's design chief, Art Blakeslee, explained the appearance of the car, saying "I believe the XM is a modern and dynamic shape, with unique styling elements such as the very long, low hood, the extensive use of glass and the kick-up in the belt line". In the book Citroen XM another Citroen designer, Daniel Abramson, explained: "We lowered the belt line to give the shape a stronger image. It is purely a 'design statement' that is not functional and does nothing for the aerodynamics of the vehicle. We wanted a car that looks good from every angle". Abramson is also reported as saying that they "picked three areas to emphasise: 1) A very aggressive look ("Almost sinister"), 2) Lots of glass to create a greenhouse effect, and 3) An aerodynamic accent based on fact (low drag)".

 

There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (most surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM of 1970.

 

Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design - a feature thought to be desirable in certain European markets.

 

History:

 

Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a replacement for the Citroën CX. It was intended to compete against vehicles like the Audi 100 and BMW's 5-series in a sector that accounted for 14.2% of the European market. Citroen was quoted as saying that the car was supposed to "take what Citroen means and make it acceptable". The car's initial reception was positive. The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 awards that year.

 

The anticipated annual sales were 450 cars a day in the first full year of production, or 160,000 units a year. Sales never reached this level for a variety of reasons. The market for executive cars made by mainstream manufacturers was in decline as customers opted for offerings from more prestigious marques such as BMW and Mercedes-Benz; in parallel customers were placing a higher priority on speed and handling rather than ride comfort which was Citroen's specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM's styling was also controversial and alienated those who desired a more conventional three box sedan. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroen DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989.

 

The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. Export markets experienced lower sales from the outset, partly due to the XM's pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. The problem was caused by defective electrical connectors. Cost-cutting on the components was needed since the parent company was in financial difficulty at the time of the design of the XM. Between 1980 and 1984 the company lost $1.5 billion.

 

In mid-1994, the XM was revised in order to improve competitiveness. All models were fitted with driver's airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroen Xantia. This sharpened the "steering without inducing a nervous twitch." Power output on the turbocharged motor was increased to 150 bhp (112 kW; 152 PS) from 145 bhp (108 kW; 147 PS) at 4400 rpm. This allowed the car to develop more torque at much lower revs.

 

By the mid-1990s, it was apparent that the XM's image meant it was less desirable than German products such as the BMW 5 Series. The view of the XM as commercially unsuccessful is reported by Compucars, the used car website, along with numerous other period commentaries. Production ended in June 2000.

 

With total sales over its lifetime of just 330,000 units in more than 10 years, and the fact that its replacement took 5 years to arrive, the XM might be considered a failure. This was the case particularly in the United Kingdom market, where demand was reduced to a virtual trickle by the late 1990s. But despite its common roots with the Peugeot 605, the XM may still emerge as a collectible car, as the DS and CX both did.

 

[Text taken from Wikipedia]

 

The Citroen XM joins my recent Citroen Traction Avant, along with the Citroen DS and CX in my large Citroen collection.

The Renault Fuego ("Fire" in Spanish) was a sports car produced by French automaker Renault from 1980 to 1995, replacing the Renault 15 and 17 coupés of the 1970s. It was marketed in the United States by American Motors Corporation (AMC), and was also assembled in Argentina.

 

Development:

 

The Fuego's exterior was designed by Michel Jardin, working under Robert Opron (who had previously designed the Citroën SM, Citroën GS, Citroën CX, and later followed with the Renault 25 in 1984).

 

The Renault Fuego was heavily based on the Renault 18, sharing its floorpan and drivetrain, but featuring a new front suspension design developed from the larger Renault 20/30. The design kept the familiar double wishbone layout common with the Renault 18 but no parts were interchangeable and the design incorporated negative scrub radius geometry. The new suspension design would later be introduced in the facelifted Renault 18, and with minor refinements (larger bushings, etc.), it was used in the Renault 25. In 1984, the Fuego dashboard was added to the facelifted R18. European production continued into 1986 (to 1985 in France and 1986 in Spain), while Renault Argentina produced the Fuego from 1982 until finally ending production in 1995 with the 2.2 litre "GTA Max" (the final phase III facelift introduced in 1990).

 

It was the first mass-produced four-seat sports model to be designed in a wind tunnel[citation needed] (with a resulting drag coefficient (Cd) factor of 0.32-0.35 depending on model and year). In October 1982, the Turbo Diesel model was classified as the then-fastest diesel car in the world with a top speed of 180 km/h.

 

The Fuego was the first car to have a remote keyless system with central locking that was available from the 1983 model year (from October 1982). The system was invented by Frenchman Paul Lipschutz (hence the name PLIP remote which is still used in Europe), and later introduced on other Renault models. The Fuego was also the first car to have steering wheel mounted satellite controls for the audio system (European LHD GTX and Turbo from October 1983). This feature became popularised on the new 1984 model Renault 25.

 

A convertible version was unveiled by the French coachbuilder Heuliez in 1982, but never made it to production due to cost[citation needed] - the R11/Alliance convertible taking its place.

 

[Text taken from Wikipedia]

 

I had a friend who owned one of these in the late 1990s, and among its many oddities, the thing that annoyed them them the most was the use of metric tyres. (Tyres with a 'cm' diameter as opposed the the usual 'inch' diameter). Combined with the fact that the wheel PCD was quite odd, and you couldn't easily replace the wheels with something else.

 

This Lego miniland-scale Renault Fuego has been created for Flickr LUGNuts' 85th Build Challenge - "Like, Totally 80s", - featuring vehicles from the 1980s decade. This Renault Fuego of France started out the decade in 1980, though was very modern looking at launch.

The Audi R8 is a sports car with a longitudinally mounted mid-engine, and uses Audi's trademark quattro permanent all-wheel drive system. It was introduced by the German automaker Audi AG in 2006.

 

The car was exclusively designed, developed, and manufactured by Audi AG's high performance private subsidiary company, quattro GmbH, and is based on the Lamborghini Gallardo platform. The fundamental construction of the R8 is based on the Audi Space Frame, and uses an aluminium monocoque which is built around space frame principles. The car is built by quattro GmbH in a newly renovated factory at Audi's 'aluminium site' at Neckarsulm in Germany.

 

 

The Lamborghini Murciélago is a high performance sports car produced by Italian automaker Automobili Lamborghini S.p.A. and designed by Luc Donckerwolke. It was introduced in 2001 as the successor to the Diablo.

 

The name Murciélago, pronounced moor-thee-EH-la-go in traditional Castilian Spanish and moor-see-EH-la-goh in Spanish of Latin America as well as by Lamborghini staff, means "bat" in Spanish. A bull by this name survived 24 sword strokes in an 1879 fight at the arena of Córdoba, and fought with such passion and spirit that the matador chose to spare its life, a rare honor. In another Lamborghini tie-in, the bull was later presented as a gift to Don Antonio Miura, who was a noted breeder and whose bull ranch the Lamborghini Miura was named after, and went on to sire a line of famous fighting bulls.

 

In March 2006, Lamborghini presented a new version of its halo car at the Geneva Motor Show; the Murciélago LP640. The new designation accompanying the car's name indicated the engine's position and orientation within the car (Longitudinale Posteriore, or "Rear Longitudinal"), and referenced the V12 engine's uprated power output; with its displacement increased to 6.5 litres, the engine in the new car made 640 PS (471 kW; 631 hp) at 8000 rpm. The Murciélago's exterior received a minor facelift, with revised front and rear fascias and side air intakes. A new exhaust system is shaped into the rear diffuser, and the left-hand side air intake is enlarged to accommodate the oil cooler. A revised suspension , a launch control system, and an all-wheel drive system round out the performance modifications. A new 6-speed "E-gear" sequential automatic transmission became available as well. The LP640 wears 335/30 tires on its rear wheels. Interior seating was reshaped to provide greater headroom, and an improved stereo system forms part of the updated dashboard. The U.S. MSRP was set at $318,800. Optional equipment included Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, chrome paddle shifters and a glass engine cover.

 

The Murciélago LP640 Roadster Versace is a special edition of the LP640 that was first revealed at the 2006 Paris Motor Show. The twenty white and black cars feature two-tone black and white trim inside and out, with interiors finished in custom Versace leather, along with a Gianni Versace logo plaque. Twenty identical coupes were also built.

The Peugeot 406 is a large family car made by the French automaker Peugeot from 1995 to 2004. Available in saloon, estate and coupé bodystyles with a choice of petrol or turbodiesel engines, the 406 replaced the Peugeot 405 in Peugeot's lineup, and was itself replaced by the Peugeot 407. It used the same platform as the Citroën Xantia, though without that car's sophisticated hydropneumatic suspension system.

 

The project:

 

The styling of the 406 is heavily influenced by its predecessor, the 405, which began to be phased out from the 406's launch in September 1995, and eventually finished production in Europe in 1997, when the last estate models were discontinued. United Kingdom sales of the 406 began in February 1996.

 

Initially, the car was available with 1.8 L and 2.0 L petrol and 1.9 L turbodiesel engines, followed by a turbocharged 2.0 petrol, 3.0 (2946cc) V6 petrol, and 110 bhp 2.1 L turbodiesel. The diesel versions were very popular, and the 406 became one of Europe's best-selling diesel-powered cars.

 

The 2-door coupé was both designed and manufactured by Italian design studio Pininfarina, with choices of a 2.0 L 4-cylinder engine or a 3.0 L V6, and from 2001, a 2.2 L HDi diesel engine. On later models, a 2.2 L petrol engine was available. Total of 107,633 coupés were made.

 

For its final year on sale in the United Kingdom, the model was simply called the Peugeot Coupé, with the 406 branding dropped from the name.

 

The 406 was notably successful in the United Kingdom, having broken into the key UK fleet sales market, with a high percentage of units becoming company cars and taxis.

 

In 2002, a Peugeot 406 HDi set the world record for the longest distance driven on a single tank of fuel. The car travelled across Australia between Melbourne to Rockhampton, with a total distance of 2,348 km.

 

Facelift:

 

The facelifted 406 sedan was introduced in 1999 and safety, strength and speed enhancements resulted in improved Euro NCAP performance. Where the old 406 had one star and a struck off star, the post facelift models gained 3 stars. The changes included the new and improved EW/DW Engine Family HDI with greater power, torque and fuel efficiency along with increased refinement, making it comparatively quiet for a diesel. A downside was an increase in the car's insurance group from 9 to 12.

 

The exterior look was amended as the 406 featured more pronounced ribs, clear headlights, chrome trim and a new honeycomb grill. The rear lights were finished in red with a strip of the car's paint colour across the centre.

 

The interior was also redesigned to improve comfort and space. New equipment included automated digital climate control/air conditioning on most models except the most basic and a multi-function display for warning messages, trip computer, radio and external temperature. There was a more extensive use of wooden trim, better quality plastics, including soft touch plastics, and in addition some models received electrically folding mirrors, with automatic headlights and wipers. The top-of-the-range Executive model was specified a 10 speaker JBL sound system, electrically adjusted and heated leather seats, a memory position for the seats and mirrors, headlight washer jets, a rear sun blind, thicker carpeting, lights in the sun visors, satellite navigation and ambient lighting.

 

406 ended production in 2004.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Peugeot_406

 

This miniland-scale Lego Peugeot 406 Coupe (1996 - Pininfarina) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

 

The Pininfarina-styled Peugeot 406 Coupé is one of my very favourite 1990s cars, particularly the graceful styling.

The Mercedes-Benz W111 was a chassis code given to its top-range vehicles, including 4-door sedans, produced from 1959 to 1968, and 2-door coupes and cabriolets from 1961 to 1971.

 

Mercedes-Benz emerged from World War II as an automaker in the early 1950s with the expensive 300 Adenauers and the 300SL roadsters that gained it fame, but it was the simple unibody Pontons that were the volume models. However, in both their construction and design, the Pontons were archaic, based on 1940s models of U.S. sedans.

 

Work on replacing these cars began in 1956, and the design focused on passenger comfort and safety. The basic Ponton cabin was widened and squared off, with larger glass area improving driver visibility. A milestone in car design were front and rear crumple zones that would absorb kinetic energy from impact. The automaker also patented retractable seatbelts. (The death toll in the new generation cars would be less than half that of the pontons.)

 

The exterior was designed for the European and North American markets. The body was modern and featured a characteristic tailfins that gave gave the models their nickname — the fintail (German: Heckflosse).

 

Series production of the 4-door sedan began in August 1959, and the car was premiered at the Frankfurt Auto Show in autumn. Initially the series consisted of three models the 220b, 220Sb, and the 220SEb. These replaced the 219 W105, the 220S W180 and the 220SE W128 Ponton sedans respectively.

 

Design of a replacement for the two-door Pontons began in 1957, as most of the chassis and drivetrain were to be unified with the sedan, the scope was focused on the exterior styling. Some of the mock-ups and prototypes show that Mercedes-Benz attempted to give the two-door car a front styling almost identical to what would be realised in the Pagoda roadster, but ultimately favoured the work of engineer Paul Bracq. The rear bodywork however, persisted, and thus, though officially still called a fintail the rear end design had no chrome fin highlights. Production began in late 1960, and in February of the next year the coupe was premiered in Stuttgart for the 75th anniversary of the opening of Mercedes-Benz Museum.

 

(Wikipedia)

 

- - -

 

Der Mercedes-Benz W 111 war das erste Oberklassen-Modell der Heckflossen-Serie von Mercedes-Benz, gelegentlich „Große Flosse“ genannt.

 

Der W 111 folgte der bis 1959 gebauten großen „Ponton“-Serie W 105 und W 180 nach. Seine geradlinig elegante Karosserieform stammte vom damaligen MB-Chefdesigner Karl Wilfert und seinem Team. Die Karosserie zeichnete sich durch eine bis dahin nicht gekannte passive Sicherheit aus: Sie besaß als erste eine stabile Fahrgastzelle und wirksame Knautschzonen. Mercedes führte umfangreiche Crashtests durch, z. B. brachte man ein Fahrzeug mit 80 km/h über eine Rampe zum Überschlagen.

 

In die Baureihen W 111 und W 112 eingeordnet wurden neben den viertürigen Fahrzeugen („Heckflossen“-Limousinen) auch die Coupés und Cabrios in flacheren Karosserien mit runderen, nur noch im Ansatz erkennbaren Finnen. Im Rahmen der Eröffnung des Daimler-Benz-Museums in Untertürkheim am 24. Februar 1961 wurde der neue Mercedes-Benz 220 SE(b) Coupé präsentiert.

 

Im US-Thriller Marathon Man von Regisseur John Schlesinger aus dem Jahr 1976 wird ein W 111 von einer der Hauptfiguren, Klaus Szell bewegt. Dieser kommt in einer Verfolgungsjagd ums Leben, nachdem er einen Tanklaster rammt.

 

Im Film Der Richter und sein Henker von 1975 ist eine schwarze Limousine der Baureihe W 111 zu sehen. Diese wurde von Robert Schmied bzw. Walter Tschanz gefahren.

 

Im Film The Hangover wird ein silbernes W-111-Cabrio gezeigt.

 

Im Film Im Geheimdienst Ihrer Majestät fahren die Gegner von Geheimagent James Bond in der Schweiz eine schwarze Limousine, Typ 220 S. Während einer Verfolgungsjagd wird der Wagen spektakulär zerstört.

 

(Wikipedia)

The E24 BMW 6 Series coupé was produced/sold by German automaker BMW (Bayerische Motoren Werke) from 1976 to 1988 (1989 in the US) model years. After a 16-year hiatus, the 6-Series reappeared with the 2004 E63 6 Series.

 

Model history

 

The E24 was a replacement for the CS and CSL coupés first produced in 1965. The 3.0 CS was almost changed by adding a few centimeters in height to make it easier for customers to get into the car. However, Bob Lutz rebelled against the decision and rough drafted an alternative version that soon became the 6 series. Production started in March 1976 with two models: the 630 CS and 633 CSi. Originally the bodies were manufactured by Karmann, but production was later taken in-house to BMW.

 

In July 1978 a more powerful variant, the 635 CSi, was introduced (for the time being not available in North America and Japan) that featured as standard a special close-ratio 5-speed gearbox and a single piece black rear spoiler. The bigger bore and shorter stroke facilitated max 218 hp at 5200rpm and a better torque curve. For the first year, the 635 CSi was offered in three colors (Polaris, Henna Red, Graphite), and could also be spotted by the front air dam that did not have attached fog lights. These simple cosmetic changes reportedly worked to reduce uplift on the car at high speeds by almost 15% over the non-spoiler body shape. This early model shared suspension components with the inaugural BMW 5-series, the E12.

 

In 1979 the carburetted 630 CS was replaced with the 628 CSi; this car had a fuel injected 2.8L engine taken from the BMW 528i.

 

In 1980 the 635 CSi gained the central locking system that is also controlled from the trunk. Also, the E24 body style converted from L-jetronic injection to a Bosch Motronic DME.

 

In 1982 (Europe) and 1983 (US), the E24 changed slightly in appearance, with an improved interior and slightly modified exterior. At the same time, the 635 CSi received a new engine, a slightly smaller-bored and longer-stroked 3430 cc six to replace the former 3453 cc engine and became available with a wide-ratio 5-speed manual or an automatic.

 

1984–86 BMW 635 CSi

 

This slight change in 1982 (Europe) was in fact a major change as pre-1982 cars were based on the E12 5-series chassis; after mid-1982, e24s shared the improved E28 5-series chassis. The only parts that remained the same were some of the exterior body panels. This fact can be verified by studying the parts lists.

 

E24s produced after June 1987 came with new, ellipsoid headlamps which projects beam more directly onto road surface (newly introduced E32 7-series also sporting them). The sleeker European bumpers were also discontinued. Previous cars had either a European-standard bumper or a larger, reinforced bumper to meet the US standard requiring bumpers to withstand impact at 5 mph (8 km/h) without damage to safety-related components. 1989 was the last year for the E24 with production stopping in April. The E24 was supplanted by the considerably heavier, more complex, and more exclusive 8 Series (E31).

 

M version

 

BMW Motorsport introduced the M 635 CSi in Europe at the Frankfurt Motor Show in 1983. It is essentially an E24 powered by the powerplant of the BMW M1 - the M88 (286 PS (210 kW; 282 hp)). Most of the cars were equipped with special metric 415 mm diameter wheels requiring Michelin TRX tires. A catalyzed, lower compression ratio version of the car with the S38 engine (260 PS (190 kW; 260 hp)) was introduced in the U.S. in 1987. All M6 cars came standard with a 25% rear limited slip differential. U.S. models included additional comforts that were usually optional on models sold in Europe such as Nappa leather power seats and a dedicated rear A/C unit with a center beverage chiller. Car and Driver tested a U.S. M6 in July 1987 and achieved a 0-60 time of 6.1 seconds, better than the BMW published 6.4 and 6.8 second times for the European and U.S. versions respectively. 4,088 M 635 CSi cars were built between 1983 and 1988 with 1,767 U.S. M6 built.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/BMW_6_Series_(E24)

 

This Lego miniland scale BMW e24 633 CSi Coupe has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 56th build challenge, - &quotPlain Jane" - a two-part design challenge commencing with a standard vehicle, followed by challenge 57 "From Mild to Wild" - where the car is modified into something wilder.

 

The Porsche 935 was a race car developed and manufactured by German automaker Porsche. Introduced in 1976 as the factory racing version of the 911 (930) Turbo and prepared for FIA-Group 5 rules, it was an evolution of the Carrera RSR 2.1 turbo prototype, the second place overall finisher in the 1974 24 Hours of Le Mans.

 

Beginning with the 1977 season, Porsche offered the 935 to customers entering the World Championship for Makes, in the IMSA GT Championship and in the German Deutsche Rennsport Meisterschaft (DRM). The 935 went on to win the 1979 24 Hours of Le Mans overall, and other major endurance races.

 

After having won both world championships in 1976, Porsche focused on Le Mans. Due to a lack of competition in 1976, Porsche decided not to defend its sportscar championship with the 936 in 1977, leaving it to the Alfa Romeo Tipo 33. The series would be demoted to a European series in 1978 before being discontinued.

 

In the 1977 World Championship for Makes season, the factory continued to develop and race one or two new 935, in case BMW or another brand would bring a competitive turbocharged car. Customers of the 935/77A were not happy that the factory would race them with a newer car, but as the 935/77 was often unreliable, it won only four of the nine WCM events, which did not include Le Mans.

 

In the WCM season opening 24 hour Daytona, the old car was entered, but tyre failures caused a DNF, with an old RSR taking the win in front of two customer 935. The new car body was changed significantly to lower drag, resulting in a 10 km/h higher top speed at Paul Ricard, where it covered 3,500 km in tests at speed, lapping three to four seconds faster. The front fenders, which in 1976 had followed the hood, now protruded above the hood line, and also accommodated mirrors. The rear fenders were altered, but the biggest change was the addition of a second rear window above the standard one. This allowed cleaner air flow to the rear wing under which the single turbo was later replaced by two KKK units. This improved throttle response and also power, but several head gasket failures meant that Porsche had some home work to do for 1978.

 

The works 935/77 qualified sixth at the 1977 24 Hours of Le Mans, behind the Renault Alpines and the 936s, but engine troubles ended their race early. As in 1976, a 936 won after the turbo powered sportscars chased each other into troubles. This time, a customer 935 finished third overall.

 

As for most of the models built his November, the Porsche 935/77 is a major redesign of a previously created model. In LUGNuts there was a build challenge named 'Redo or Redemption' just for this type of build.

The Mercedes-Benz R107 and C107 are sports cars which were produced by Mercedes-Benz from 1971 through 1989, being the second longest single series ever produced by the automaker, after the G-Class. They were sold under the SL (R107) and SLC (C107) model names.

 

The predecessor W113 was notably successful in North America, with 19,440 units (40%) of 48,912 total units sold in the US. The R107 and C107 were even more focused on the American market, with specialized engines, bumper designs, headlights, and emissions management designs.

 

The R107 and C107 took the chassis components of the midsize 1968 Mercedes-Benz W114 model and mated them initially to the M116 and M117 V8 engines used in the W108, W109 and W111 series.

 

Volume production of the first R107 car, the 350 SL, started in April 1971 alongside the last of the W113 cars; the 350 SLC followed in October. The early 1971 350SL are very rare and were available with an optional 4 speed fluid coupling automatic gearbox. The 1971 4sp auto were quick cars for the day with 0-60 mph in 8 seconds.

 

From July 1974 both SL and SLC could also be ordered with a fuel-injected 2.8L straight-6 as 280 SL and SLC.

The Mitsubishi Pajero Junior is a mini SUV produced by Japanese automaker Mitsubishi Motors between October 1995 and June 1998 for the Japanese domestic market only. Based on a lengthened Minica platform, it was a larger version of the Mitsubishi Pajero Mini, a kei car. The biggest visual difference from the Pajero Mini is the wide fender trims and wider tyres, giving it a more purposeful appearance. It did benefit from moderate ownership costs to Japanese buyers, due to the exterior dimension being within the favorable compact size class according to Japanese Government dimension regulations, and the small displacement engine obligated a minimal annual road tax.

 

For normal use, a basic rear wheel drive configuration is used for road performance and fuel consumption purposes. However, it also has a selectable (which Mitsubishi called "Easy-Select 4WD") four wheel drive system (low and high gear ratios) for off-road driving. Unlike many other mini SUVs, the Pajero Junior is said to be a very capable off-road vehicle with a decent amount of ground clearance.

 

The 1094cc engine block is the same as used in the Mitsubishi Colt, developing 80 hp at 6500 rpm and giving the vehicle a top speed of 135 km/h. The steering is a traditional rack and pinion setup, with power assistance. The front suspension is double wishbone, and the rear is helical spring.

Canada Post

 

The Ford E-Series (also known as the Ford Econoline and Ford Club Wagon throughout various stages of its production) is a range of full-size vans produced by the American automaker Ford since 1960. Introduced for the 1961 model year as the replacement for the Ford F-Series panel van, four generations of the model line have been produced. In addition to cargo van and passenger van body styles, the Ford E-Series has been produced as a cutaway van chassis and stripped chassis (a chassis without bodywork).

 

With a 56-year production run, the Ford E-Series is the second longest-produced nameplate by Ford worldwide; only the Ford F-Series (1948–present) has been produced longer. For the 2015 model year, the Ford E-Series cargo/passenger vans were replaced in North America by the Ford Transit introduced worldwide in 2013. As of the 2017 model year, only cutaway and stripped chassis configurations of the E-Series are produced.

 

Since 2006, the E-Series has been assembled at the Ford Motor Company Ohio Assembly plant in Avon Lake, Ohio. From 1961 to 2005, the Ford E-Series was assembled at Lorain Assembly in Lorain, Ohio.

 

Prior to its discontinuation, the Ford E-Series cargo/passenger van was the best-selling full-size van in the United States since 1980; in 2007, the model held a 79.6% share of the full-size van segment. Commercial or fleet users represented 95% of sales, with cargo vans accounting for nearly half of production.

 

Assembly Oakville, Ontario, Canada

The Peugeot 406 is a large family car made by the French automaker Peugeot from 1995 to 2004. Available in saloon, estate and coupé bodystyles with a choice of petrol or turbodiesel engines, the 406 replaced the Peugeot 405 in Peugeot's lineup, and was itself replaced by the Peugeot 407. It used the same platform as the Citroën Xantia, though without that car's sophisticated hydropneumatic suspension system.

 

The project:

 

The styling of the 406 is heavily influenced by its predecessor, the 405, which began to be phased out from the 406's launch in September 1995, and eventually finished production in Europe in 1997, when the last estate models were discontinued. United Kingdom sales of the 406 began in February 1996.

 

Initially, the car was available with 1.8 L and 2.0 L petrol and 1.9 L turbodiesel engines, followed by a turbocharged 2.0 petrol, 3.0 (2946cc) V6 petrol, and 110 bhp 2.1 L turbodiesel. The diesel versions were very popular, and the 406 became one of Europe's best-selling diesel-powered cars.

 

The 2-door coupé was both designed and manufactured by Italian design studio Pininfarina, with choices of a 2.0 L 4-cylinder engine or a 3.0 L V6, and from 2001, a 2.2 L HDi diesel engine. On later models, a 2.2 L petrol engine was available. Total of 107,633 coupés were made.

 

For its final year on sale in the United Kingdom, the model was simply called the Peugeot Coupé, with the 406 branding dropped from the name.

 

The 406 was notably successful in the United Kingdom, having broken into the key UK fleet sales market, with a high percentage of units becoming company cars and taxis.

 

In 2002, a Peugeot 406 HDi set the world record for the longest distance driven on a single tank of fuel. The car travelled across Australia between Melbourne to Rockhampton, with a total distance of 2,348 km.

 

Facelift:

 

The facelifted 406 sedan was introduced in 1999 and safety, strength and speed enhancements resulted in improved Euro NCAP performance. Where the old 406 had one star and a struck off star, the post facelift models gained 3 stars. The changes included the new and improved EW/DW Engine Family HDI with greater power, torque and fuel efficiency along with increased refinement, making it comparatively quiet for a diesel. A downside was an increase in the car's insurance group from 9 to 12.

 

The exterior look was amended as the 406 featured more pronounced ribs, clear headlights, chrome trim and a new honeycomb grill. The rear lights were finished in red with a strip of the car's paint colour across the centre.

 

The interior was also redesigned to improve comfort and space. New equipment included automated digital climate control/air conditioning on most models except the most basic and a multi-function display for warning messages, trip computer, radio and external temperature. There was a more extensive use of wooden trim, better quality plastics, including soft touch plastics, and in addition some models received electrically folding mirrors, with automatic headlights and wipers. The top-of-the-range Executive model was specified a 10 speaker JBL sound system, electrically adjusted and heated leather seats, a memory position for the seats and mirrors, headlight washer jets, a rear sun blind, thicker carpeting, lights in the sun visors, satellite navigation and ambient lighting.

 

406 ended production in 2004.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Peugeot_406

 

This miniland-scale Lego Peugeot 406 Coupe (1996 - Pininfarina) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

 

The Pininfarina-styled Peugeot 406 Coupé is one of my very favourite 1990s cars, particularly the graceful styling.

  

Ferrari Ownership Requirements 12/7/2020

 

To own a Ferrari would fulfill the fantasy of many car enthusiasts. The famous Italian automaker excels in delivering luxury sports cars that bear a signature and unique exterior without sacrificing performance. This is only half of what makes the cars special though.

 

Ferrari's culture separates the company from other automakers in huge ways, affecting both its owners and the workers behind these miraculous machines. Although the company is one of the most valuable, it cares about something more than just earning money: it’s about making special cars that offer a driving experience unlike any other. When examining the company and its owners, it’s clear they’ve achieved this milestone, even after all these years.

 

Owners have to go to great lengths if they want the latest and greatest cars Ferrari churns out. Employees have to follow rules and regulations if they want to uphold the most important thing to Ferrari—which is not about making cars, but the brand itself. Whether one is a Ferrari owner or an employee that works at their factory plant, everyone has to follow the "Ferrari code."

 

It’s because of these rules that the brand is exclusive and widely coveted among car gurus today. If someone wants to own a Ferrari, they’re going to have to play by the company’s rules. The same goes for employees if they want to work at, what Autoblog notes, a company that won the award for Best Place to Work in Europe for 2007. We’re going to take a look at known rules both owners and employees have to follow if they want to remain in the good graces of Ferrari.

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20 - Owner Rule: Forced To Sign Contract Agreeing Not To Sell Car

People today become bombarded with agreements written in fine print. Most people don’t have the time or patience to read all that agreements detail though and decide to sign on the line regardless. According to Autoweek, Ferrari in the US makes their customers sign a contract upon purchasing a new vehicle.

 

In that agreement is a clause that prevents owners from reselling their car in the first year. The automaker makes buyers sign this in an attempt to discourage owners from flipping their cars. This is both a reminder to read the fine print and further demonstrates the automaker’s stringent protocol placed upon new owners.

 

19 - Employee Rule: Forbidden From Buying New Cars

Last September, Ferrari unveiled a pair of Roadsters long-time employees can appreciate. Even if the employees want the cars though and can afford them—tough luck. The Drive reports that the company makes their vehicles first and foremost available to the public.

 

One of Ferrari’s executives, Enrico Galliera, had this to say about employees getting second dibs on new cars: “The philosophy is that with such limited production and clients waiting so long to get their car, it's not nice if the car is delivered to employees.” The only exception to this rule are Scuderia Ferrari F1 drivers who can buy one from the company.

 

18 - Owner Rule: Leave The Logos Alone

Ferrari believes that as soon as their car rolls off the production line, it's perfect as is. There’s no shortage of Ferrari owners who feel differently though; here’s photographic proof of owners who took their Ferrari rides for granted. If Ferrari had it their way, they’d opt for owners to leave their iconic logos untouched.

 

According to Tech Dirt, the electronic DJ and artist Deadmau5 got in trouble for covering up his Ferrari logos with custom ones. His 458 Italia “Purrari” sports a blue vinyl wrap that has a Nyan cat painted on the side. It’s a move Ferrari supposedly issued a cease and desist order over.

 

17 - Employee Rule: Communicate On Their Terms

Ferrari has gone to extremes to sell cars before by tampering with some odometers on used cars, so it’s only natural they’d apply radical policies in the workplace as well. It appears that too many employees were reaching for the keyboard on too many occasions instead of opting for old fashioned face-to-face communication.

 

According to The Guardian, the executives at Ferrari advised their employees to “talk to each other more and write less.” Since it should be pretty easy for supervisors to monitor their employees’ computer activity, it's safe to assume workers adhere to this directive in order to stick around.

 

16 - Owner Rule: No Pink Ferraris

Ferrari isn’t fond of pink Ferraris. That’s what Executive Lifestyle reports, despite the company tolerating some customer paint jobs. The disapproval of pink came directly from Herbert Appleroth, the President and CEO of Ferrari Australia. “We do reject the exterior color pink,” Appleroth said, as per the same source.

 

He went on to say that Ferrari would never produce a pink car. Without a doubt, red is the most iconic color they wrap their cars in. At the same time, the company promotes the idea that no two Ferrari rides should be identical, they just wouldn't go so far as to stand out with a pink paint job.

 

15 - Employee Rule: No Discounts On Cars

Working for certain companies has its perks. For one, it allows employees to buy products made and sold by that company at a discounted rate. This luxury, however, is too generous to bestow upon Ferrari employees.

 

According to The Drive, should Scuderia Ferrari F1 drivers choose to purchase a personal Ferrari, they're required to pay full price for it. That puts them in an awkward position, considering it’d be hard to spot team members driving in anything else but a Ferrari; in a way, it forces their employees to invest back into the company without a price concession if they want to properly represent the brand.

 

14 - Owner Rule: Accept Ferrari’s Right To Buy Back Car

In an earlier entry, we noted that Ferrari in the US has made buyers sign a special contract. While that contract discouraged owners from selling their new Ferrari, it also adds another stipulation: the automaker can buy the vehicle back.

 

According to the site Car Keys, if someone wanted to get rid of their LaFerrari Aperta, it’s pursuant for Ferrari to purchase the vehicle back from the owner. It would appear that on the surface, Ferrari would rather the car go to someone who wants it instead of someone who doesn't. This is all part of that special contract owners may sign at the time of their purchase.

 

13 - Employee Rule: Sworn To Prevent Security Leaks

Whether someone is an actor in an upcoming Avengers movie or an employee at Apple, the bigwigs in charge want to keep details under lock and key—that includes any plot spoilers and future product releases. Ferrari is a similar company that’s always making new vehicles while wishing to work in secrecy.

 

To maintain a level of mystery, the whole operation depends on trustworthy employees. According to Kaspersky Lab Daily, something as simple as copying data to a USB drive has to go through an approval process. This in turn discourages employees from going routes that may lead to a security breach and exercises a higher level of caution.

 

12 - Owner Rule: Must Love The Ferrari Brand

The world is full of sides, clubs and camps. Those who are outside of them get picked on unless they join a team, while those inside a base pledge undying loyalty. Ferrari is no different. It’s more than just an automaker—it’s a special culture with its own philosophy, style and following.

 

As the site Car Guy points out, the company sifts through applicants and chooses who gets to buy certain models because they want to make sure their cars are properly taken care of. It’s a sure bet they’re going to pick someone who’s not just a Ferrari fan, but also lives and bleeds the brand.

 

11 - Employee Rule: Prohibited From Sending Certain Group Emails

Expanding further on an earlier point, Ferrari went to great lengths to crack down on employees emailing more instead of talking to each other. As a means to curb digital communication so that employees would talk to each other directly, they added terms to sending emails.

 

As per The Guardian, a spokesman for Ferrari said, “From now on, each Ferrari employee will only be able to send the same email to three people in-house.” This must have been a wake up call for employees at the time and discouraged them from falling into old habits of CCing everyone in the whole company on a single thread.

 

10 - Owner Rule: Buy Not One, Not Two, But Multiple Ferraris

Owning a Ferrari isn’t exactly enough to be a part of the club. As the site Car Guypoints out, it’s more suitable to own several Ferrari cars before one feels part of the bunch. That narrows down the list of potential owners to only a handful around the world with how much they cost.

 

Even older models are going up in value, as the 1964 Ferrari Prototype demonstrates. The same source points out that the most committed owners, at minimum, are the ones who upgrade their old Ferrari to a newer model. It’s not enough to purchase a one-off Ferrari and call it a day if someone wants to be a true fan.

 

9 - Employee Rule: Required To Wear Red And White Uniforms

An amusement park can make its employees wear costumes that match the park’s theme; a restaurant may have its employees wear a vest and bow tie; an office requires business casual attire. Ferrari is like most jobs, requiring its employees adhere to a dress code.

 

According to Freep, those on the manufacturing campus must wear red and white uniforms. They have the company’s iconic yellow logo stitched on, which unites all the employees under the same banner and purpose. There are plenty of people around the world who would love to wear these uniforms, but only a select number ever get to suit up in one.

 

8 - Owner Rule: Be Older Than 40

Despite Ferrari being one of the most famous car brands today, many people aren’t aware of its history or the automaker's philosophy. There are so many facts about the legendary automaker, we dedicated a whole piece to things most people don't know about Ferrari.

 

It’s not unusual for potential owners to go through a rigorous process that feels commensurate to a background check. According to the site Car Keys, automaker won’t hesitate to request a customer’s history of ownership for review. Even more, the same source suggests that Ferrari dealers are more likely to sell a car to a new owner who’s over the age of 40.

 

7 - Employee Rule: Formula 1 Team Must Win

When Scuderia Ferrari struggles, it affects the whole company. The site News.com.au reports that despite being the "most iconic team” in Formula 1 racing, Ferrari was unable to secure a Grand Prix win in 2016. The team only has one remedy when this happens: winning.

 

As F1-Fansite points out, they were able to bounce back in early 2017, with Vettel winning the first race and securing 5 race wins. The Formula 1 team not only represents the automaker but carries the pride of the entire brand. It’s important that they do well in order for the brand to continue thriving.

 

6 - Owner Rule: Treat Fellow Ferrari Owners Like Family

Buying a car from certain automakers, such as Tesla, Porsche or Ferrari, feels like joining a family. When someone purchases a Ferrari, they enter into a brotherhood and sisterhood alongside fellow owners. As the site the Car Guy notes, entering into the Ferrari fraternity means that owners help each other when the need arises.

 

This is one of those unspoken rules the automaker hopes and expects its customers will follow. Even outsiders who don’t own one may find it easy to support someone who does as an expression of their admiration towards the brand. Ferrari owners got to stick together.

 

5 - Employee Rule: Must Adopt The “Formula Uomo” Philosophy

The company not only cares about its customers, but its employees too. They recognize that these are the people that make it all possible. Autoblog reports that Ferrari launched a project called “Formula Uomo” in the 1990s which lays down many of the tenants employees live and breathe by.

 

The same source notes that this philosophy deals with the working conditions, one’s professional growth and personal benefits. Each individual is important and must embody these principles in order for the whole enterprise to work properly. As a Ferrari employee, “Formula Uomo” lays the groundwork for one’s success while working there.

 

4 - Owner Rule: Must Have Fame, Fortune And More

To own some of the world’s best supercars, all it takes is a lot of dough. If that wasn’t enough though, Ferrari raises the bar on what they expect from their owners. Part of what makes their cars so exclusive are the limited number they make. Take the LaFerrari for example, which Wired reports only 499 exist.

 

In order for their cars to get attention, they have to give them to owners who can not only afford them but put them in the spotlight. The same source notes that even high-profile buyers who applied for the vehicle weren't able to land one.

 

3 - Employee Rule: “Clients First”

Ferrari cares about its customers. The company doesn’t treat its clientele as a dollar sign—although they do get a lot of money for the cars they deliver—but instead seeks to make a bond with its owners. The company is like a father who’s entrusted his child with the keys to the treasured car.

 

They want to know their cars are in good hands, which is possible through respect. That’s why they make clients a priority. The Drive reports that Enrico Galliera, a Ferrari executive said, “It is clients first.” Behind those words is a whole company of employees who live by this aim.

 

2 - Owner Rule: Respect Ferrari’s Way Of Doing Things

No one likes obeying rules. If there’s a realm with enough rules as it is, it’s driving on the road. The last thing people want is more rules they have to follow as a car owner. Under the Ferrari umbrella though, there are lots of expectations one has to follow as an owner.

 

That means going with their unique way of doing things. The site Car Keys reports that the automaker’s politics, including their selection process for who they deem is eligible to purchase limited edition cars, is one such rule owners have to follow. It may not be easy to accept, but it’s part of playing the game.

 

1 - Employee Rule: Protect The Brand At All Times

Ferrari has managed to be an independent automaker over the years while still making loads of money. Part of what makes them so successful is the brand’s reputation, which is about making flawless cars that perform well.

 

One of the executives, Stefano Lai, as per Freep said, “My job ... is to protect the brand as much as possible.” This is a principal that trickles down to employees, affecting their conduct and the image they project in and out of the workplace. Many employees likely have the Ferrari logo on them throughout the day, making them an extension of the company wherever they go. That means they have to watch what they say and do since they represent the company’s image.

 

Sources: Autoblog , Tech Dirt , Wired , Executive Lifestyle , Car Guy , Car Keys , Autoweek , The Drive , Freep , The Guardian , Kaspersky Lab Daily , News.com.au , F1-Fansite.

 

www.hotcars.com/rules-ferrari-owners-must-follow-and-the-...

 

Visit on March 6, 2015 to the Detroit Autorama, America's greatest hot rod show, as it is billed. Lots of things to buy here, if you have the money, such as these colorful neon signs.

 

All of my classic car photos can be found here: Car Collections

 

Press "L" for a larger image on black.

The Fiat 124 Sport Coupé was a two-door, four-seater notchback coupé produced by the Italian automaker Fiat in three generations between 1967 and 1975. It was based on the Fiat 124 saloon.

 

Its four cylinder aluminum and iron, twin overhead cam 'Lampredi engine' was designed by ex-Ferrari engineer Aurelio Lampredi. Originally, the AC, or first generation, featured a 1,438 cc engine, which grew to 1,608 cc in the second, or BC, generation. The third generation, or CC, was first officially offered with the 1,592 cc and later the 1,756 cc engine (some early CC models left the factory with left over 1,608 cc engines).

 

The 124 Sport Coupé was designed as a three-box, 2-door notchback coupé by Mario Boano, known for styling the bodywork on the Ferrari 250 GT "Boano". As many parts as possible were used from the 1966 FIAT 124 Berlina saloon. Boano was hired by FIAT and made responsible for the in-house Centro Stile Fiat, while the iconic softtop Fiat 124 Sport Spider, which also shared the same basic platform as the 124 Sedan but rode on a 14 cm shorter wheelbase, was outsourced to famed Italian carrozzeria Pininfarina.

 

[Text from Wikipedia]

The Lamborghini Diablo is a high-performance mid-engined sports car that was built by Italian automaker Lamborghini between 1990 and 2001. It was the first Lamborghini capable of attaining a top speed in excess of 200 miles per hour (320 km/h). After the end of its production run in 2001, the Diablo was replaced by the Lamborghini Murciélago. Diablo is "devil" in Spanish, which is diavolo in Italian.

 

History of development

 

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph).

 

The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark sharp edges and corners of Gandini's original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the "softened" shape that he would later realize his original design in the Cizeta-Moroder V16T.

 

The car became known as the Diablo, carrying on Lamborghini's tradition of naming its cars after breeds of fighting bull. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with 'El Chicorro' in Madrid on July 11, 1869. In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed "solely to be the biggest head-turner in the world."

 

The development is believed to have cost a total of 6 billion Italian lira.

 

Diablo VT Roadster

 

1995-1998 Lamborghini Diablo VT Roadster

 

The Diablo VT Roadster was introduced in December 1995 and featured an electrically operated carbon fiber targa top which was stored above the engine lid when not in use. Besides the roof, the roadster's body was altered from the fixed-top VT model in a number of ways. The front bumper was revised, replacing the quad rectangular driving lamps with two rectangular and two round units. The brake cooling ducts were moved inboard of the driving lamps and changed to a straked design, while the rear ducts featured the vertical painted design seen on the SE30.

 

The engine lid was changed substantially in order to vent properly when the roof panel was covering it. The roadster also featured revised 17 inch wheels. The air intakes on top/sides were made larger than the coupe Diablos. In 1998 the wheels have been updated to 18 inch, and the engine power raised to 530 HP by adding the variable valve timing system. Top speed specification was raised to 335 km/h (208 mph).

 

In 1999 the dashboard received a major optical update by Audi, and the pop-up headlights were replaced by fixed headlights, same as for the coupés. This resulted in a better aerodynamic shape and modern optics.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Lamborghini_Diablo

 

This Lego miniland scale Lamborghini Diablo VT Roadster has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 92nd build challenge, - "Stuck in the 90s" featuring vehicles from the decade of the 1990s

The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.

As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.

Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".

 

The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.

When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.

Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.

An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.

Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).

The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.

 

The Type 2 was available as a:

Panel van, a delivery van without side windows or rear seats.

Nippen Tucket, available in six colours, with or without doors.

Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.

High Roof Panel Van (German: Hochdach), a delivery van with raised roof.

Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.

Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.

Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,

Flatbed pickup truck, or Single Cab, also available with wider load bed.

Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.

Westfalia camping van, "Westy", with Westfalia roof and interior.

Adventurewagen camping van, with high roof and camping units from Adventurewagen.

Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.

Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.

 

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.

The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.

In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.

  

1966 Volkswagen Kombi (North America)

German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.

  

VW Bus Type 2 (T1), hippie colors

Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.

 

Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.

In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.

The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.

(Source Wikipedia)

Liverpool-based automaker Briggs Automotive Company (BAC) has recently launched the Mono supercar in Hong Kong. Priced at around US$516,125, owing to hefty local taxes, eight of the ten allotted models for dealership were booked at the launch of the vehicle.

auto-auction-arizona.com/blog/view/id/492/The-new-Mono-Br...

Australia.

British automaker Bentley was founded in 1919 by W.O.Bentley. The company was well respected for its racing success. Rolls Royce took over Bentley in 1931.

The 1933-36 Bentley 3½ litre was the first of the new 'Derby' Bentleys, rolling chassis’s were built at Rolls Royce's Derby factory and 3½ litre engine was developed from Rolls' straight 6 cyl.

1177 3½ Litre cars were produced, about half of them bodied by Park Ward, with the remainder by a wide variety of coach builders.

This example is fitted with a rare aluminium Sedanca drophead coupe body by HJ Mulliner.

Engine; 110hp Rolls Royce 223 cu in 6 cyl

2018 Motorclassica, Melbourne

Australia.

British automaker Bentley was founded in 1919 by W.O.Bentley. Rolls Royce took over Bentley in 1931. From 1946 Rolls Royce and Bentley shared bodies with just minor differences to grilles etc.

Replacing the T series Bentleys was the Mulsanne, it was built from 1980-92 and then again from 2010. They shared most features with the Rolls Royce Silver Spirit / Silver Spur including the 6750cc Rolls Royce V8 engine. Also the highly polished walnut veneered fascia, blemish-free leather and carpets and headlining of pure wool for the interior.

The rectangular headlamps from the 1980s gave way to quad round units for 1989

A more powerful turbocharged option was available from 1982, from 1985 was called the Turbo R, a fuel injected version. Mulsanne S, the non Turbo version of the new Turbo R (alloy wheels, sports suspension)

Engine; 6750cc V8 (Turbo from 1982-85)

The Citroën GS (1970–80, sedan and wagon) and Citroën GSA (1979–86, liftback and wagon) are small family cars produced by the French automaker Citroën. The GS was voted European Car of the Year for 1971, and was probably the most technologically advanced car in its class when launched, with class leading comfort, safety and aerodynamics.

 

Market placement

 

The GS filled the enormous gap in Citroën's range, between the 2CV and Ami economy cars and the luxurious DS executive sedan. The DS had moved significantly upmarket from its predecessor the Citroën Traction Avant, and beyond the finances of most French motorists. Leaving this market gap open for fifteen years allowed other manufacturers entry into the most profitable, high volume market segment in France. This combined with the development costs and new factory for the DS-replacing Citroen CX, the 1974 oil crisis, and an aborted Wankel rotary engine, led Citroën to declare bankruptcy in 1974.

 

The GS met with instant market acceptance and was the largest selling Citroën model for many years. 1,896,742 GS models and 576,757 GSA models were produced in total.

 

Unlike the 2CV, DS and SM, the GS was never officially imported to the USA.

 

Design stage

 

The GS took 10 years to develop from initial design to launch.

 

In 1960, work began on two concepts, the 'sporty D,' which became the 1970 SM, and the small family car. Both projects continued in various forms for a decade, with a Wankel engine and hydropneumatic suspension suggested as possibilities, with a new, modern body to match. The first iteration was the "C60," which resembled an Ami 6 with a long, smooth nose.

 

In 1963, development had moved to "Project F", which was close to being production ready. Citroën decided the car was too similar to the 1965 Renault 16 and by 1967 Project F was suspended. Many of the mechanical components continued to "Project G", which became the GS. The GS was designed by Robert Opron, with a smooth two box design that bears some resemblance to the 1967 design study by Pininfarina Berlina Aerodinamica.

 

Launch and ongoing development

 

On 24 August 1970, Citroën launched the GS. The body style was as a "Berline" (essentially a saloon, three lateral windows), in a fastback style with a sharp Kamm tail. The aerodynamics gave the best drag coefficient of any vehicle at the time.

 

Good aerodynamics enabled the car to make the best of the available power, but the car as launched nevertheless drew criticism that it was underpowered. Citroën addressed the issue with the introduction in September 1972, as an option, of a larger 1,222 cc engine. Claimed power increased from 55 bhp (41 kW; 56 PS) to 60 bhp (45 kW; 61 PS), but it was the improved torque that really marked out the more powerful engine, and which enabled the manufacturer, with the larger engined versions, to raise the second gear ratio and the final drive ratio, increasing the vehicle speed per 1,000 rpm from 23 km/h (14.3 mph) to 24.5 km/h (15.2 mph). Larger front brake discs were also fitted.

 

Visually the GS bore little resemblance to any other car on the market, until the development of the Citroën CX in 1974.

 

The fastback design, with a separate trunk, was controversial – a hatchback layout was considered too utilitarian by CEO Pierre Bercot. The 1974 CX shared this feature. The boot was nevertheless exceptionally large, in part due to the positioning of the spare wheel on top of the engine.

 

Both the early GS (until 1976) and the GSA have the unusual rotating drum speedometer (similar in construction to bathroom scales), rather than the dials found in a conventional dashboard.

 

The later GS (from 1977 until the introduction of the GSA) had a conventional speedometer.

 

It was offered in two trims; GS Club as the entry model and GS Pallas (only saloons) with full wheel covers, side mouldings, tinted glass and upgraded upholstery. The GS was also available, from September 1971, as a station wagon (estate) and a similar two-door "service" van.

 

The GSA replaced the GS in 1979 and added a hatchback. Other modifications included a new grille, new bumpers, new taillights, new hubcaps and new exterior handles. It also had a revised dashboard with the auxiliary controls on column-shaped pods so they could be reached without moving the hands from the single-spoked steering wheel; similar to the CX layout. It was partly replaced by the larger BX in 1982, although production continued in reduced volumes until 1986. Citroen did not re-enter the small family hatchback market until the launch of the ZX in 1991.

 

Contemporary journalists remarked at the smooth ride quality – the hydropneumatic suspension is designed to absorb bumps and ripples that would be uncomfortable in a conventionally sprung car with just a slight body movement.

 

Mechanics

 

The vehicle had a front-wheel drive layout and was powered by a flat-4 air-cooled engine. A series of small engines were available, displacing 1015, 1129, 1222 and 1299 cc. Power ranged from 55 PS (40 kW) to 66 PS (49 kW). Mated to a four speed gearbox, these were able to pull this car up to steady 151 km/h (94 mph) at 6250 rpm (with 1222 cc engine), due to the very aerodynamic body shape. Citroën's 3-speed C-Matic semi-automatic transmission was available as an alternative to the manual gearbox. With the introduction of the GSA a 5-speed gearbox was offered, which made cruising at high speeds more comfortable and economical (the top speed was raised to 164 km/h (102 mph) for both long and short gearbox ratios). The GS and GSA were always low powered and needed full use of the free-revving engines to maintain progress, except when cruising, in the tradition of the Citroën 2CV.

 

The four-wheel independent suspension featured a double wish-bone layout at the front and trailing arms at the rear. Both axles comprised rigid sub frames that gave the car unmatched road holding for the time, even on its narrow tires (factory-mounted Michelin ZX 145SR15).

 

Its central hydraulic system, powering the four disc brakes (inboard in front to help lower unsprung weight) and the advanced hydro-pneumatic self-levelling suspension, was derived from the Citroën DS. It also has a feature that increased or decreased braking pressure in accordance with cargo load, without any noticeable difference in the brake pedal response. The powered system was different from the typical assisted systems in that there was virtually no travel on the brake pedal even when braking hard. The hydraulic suspension allowed the car to be raised for rough terrain at low speeds (a feature taking account of the country lanes of its native France) and to full height for easy access to the partially enclosed rear wheels.

 

[Text from Wikipedia]

Australia.

British automaker Bentley was founded in 1919 by W.O.Bentley. Rolls Royce took over Bentley in 1931.

The 1955 Bentley S1 Saloon new external appearance, longer and lower.

The 1959 Bentley S2 got the new aluminium V8, replacing the old L series 6 cyl, also a new dash and steering wheel.

The 1962 Bentley S3 got the twin headlights, a slightly lower bonnet line and individual front seats

Only the grille and badging differed from the Rolls-Royce equivalent, the Silver Cloud III.

In 1959 Coach builder; H.J. Mulliner, was acquired by Rolls Royce. Mulliner was merged with Park Ward, forming Mulliner, Park Ward Ltd. They built 311 S3 Continentals with aluminium bodies (the standard S3 was all steel), they produced the 4 door Flying Spur, and 2 door fixed head and drop head coupe, (the 2 door Continentals had unique canted headlights).

Engine; 6230cc Aluminium V8

BMW E21 is the body designation for the first BMW 3 Series compact executive car, produced by the German automaker BMW from 1975 to 1983. This series was the immediate successor to the BMW 2002 and was superseded by the BMW E30.

 

Development and early history

 

Under the direction of its 51% percent shareholder, Herbert Quandt, BMW decided upon a replacement for their aging 2002. Without it, there was the distinct possibility of BMW leaving its core mission of building driver oriented cars, and alienating an existing customer base long enamored with the company's 2002 model.

 

Paul Bracq, Director of Design at BMW from 1970 to 1974, is credited with setting the design direction of the E21 3 Series, while Wilhelm Hofmeister is credited with first drawing the small forward wedge at the base of the C-pillar, a strong design trait of the first Three-series. In 1975 Claus Luthe replaced Bracq and became the owner of the project.

 

In July 1975, BMW’s Board of Management first presented this new model series in the Munich Olympic Stadium for public appraisal. The frontal view of the new car was dominated by the BMW trademark kidney grille standing out clearly from the radiator cover. The styling of the new car bore a resemblance to the BMW E12 5 Series.

 

The wedge shape of the two-door model was distinctive, extending all the way to the unusually high rear end. In response to criticism of the tail design, a black plastic trim panel between the tail lights was added.[citation needed] The car's styling was otherwise well received. Measuring 4355 millimeters (171.5 inches) in length, 1610 millimeters (63.4 inches) in width, and 1380 millimeters (54.3 inches) in height, the E21 Series continued the tradition of the New Class. With the wheelbase measuring 2563 millimeters (100.9 in), there was little body overhang in the rear-wheel-drive design. The track measured 1364 millimeters (53.7 in) at the front, and 1377 millimeters (54.2 in) at the rear.

 

The suspension incorporated rack and pinion steering and MacPherson strut suspension at the front, and semi-trailing arm type independent suspension at the rear. The power assisted brakes were discs on the front wheels, while the rear wheels had drum brakes. Initially, a Getrag four-speed manual was the standard transmission fitment. Five-speed overdrive Getrag gearboxes were fitted as standard in 1980, but close ratio 'sport' gearboxes were available at the car's release as an option. Alternatively, purchasers could opt for the ZF 3 HP-22 three-speed automatic transmission.

 

The cockpit design of the E21 marked the introduction of a new design concept, with the center console and central dashboard area angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

 

At the E21's release, three models were available: with 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 four-cylinder engine. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 315 - 316 and 318 had single round headlights.

 

At the end of 1975, the 320i was introduced; the engine was fitted with Bosch K Jetronic fuel injection, delivering 125 bhp (93 kW; 127 PS) on premium grade gasoline.

 

Ongoing evolution

 

The BMW M10 engine.

In the mid-1970s, BMW had invested DM 110 million in a new engine series, designated as the M60, but later renamed as M20 upon the introduction of the E30 in late 1982.

 

At the 1977 International Auto Show in Frankfurt, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four-cylinder 320 model was replaced with the 320/6, featuring a two-litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 bhp (107 kW; 145 PS), empowering this car with a top speed of approximately 190 km/h (118 mph). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels.

 

In the meantime however, a performance gap had developed between the 98 bhp (73 kW; 99 PS) 318 and the new 320/6 delivering 122 bhp (91 kW; 124 PS). For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8-litre power unit was revised and entered the market as a 90 bhp (67 kW; 91 PS) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8-litre engine raised the 318i to 105 bhp (78 kW; 106 PS) .

 

Since there was now also room for a new entry-level model, the 315 powered by a 75 bhp (56 kW; 76 PS) 1.6-litre M10 engine made its appearance in 1981.

 

Motorsports

 

The Group 5 version of the BMW 320, introduced in 1977 as a replacement to the already obsolete BMW 3.0 CSL and became nicknamed as the Flying Brick in reference to the blocky bodyshape, was powered by a Formula Two engine that was tuned to 300 bhp (220 kW) by BMW Motorsport.

 

Other than the main factory team and McLaren who ran the IMSA operation in the US, the car was notably used by the BMW Junior Team, who had the likes of Manfred Winkelhock, Eddie Cheever, and Marc Surer as drivers. They would help to win the 1977 Deutsche Rennsport Meisterschaft and would later go into Formula One.

 

The car was also used to win the Macau Guia Race in 1981 and 1982.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/BMW_3_Series_(E21)

BMW E21 is the body designation for the first BMW 3 Series compact executive car, produced by the German automaker BMW from 1975 to 1983. This series was the immediate successor to the BMW 2002 and was superseded by the BMW E30.

 

Development and early history

 

Under the direction of its 51% percent shareholder, Herbert Quandt, BMW decided upon a replacement for their aging 2002. Without it, there was the distinct possibility of BMW leaving its core mission of building driver oriented cars, and alienating an existing customer base long enamored with the company's 2002 model.

 

Paul Bracq, Director of Design at BMW from 1970 to 1974, is credited with setting the design direction of the E21 3 Series, while Wilhelm Hofmeister is credited with first drawing the small forward wedge at the base of the C-pillar, a strong design trait of the first Three-series. In 1975 Claus Luthe replaced Bracq and became the owner of the project.

 

In July 1975, BMW’s Board of Management first presented this new model series in the Munich Olympic Stadium for public appraisal. The frontal view of the new car was dominated by the BMW trademark kidney grille standing out clearly from the radiator cover. The styling of the new car bore a resemblance to the BMW E12 5 Series.

 

The wedge shape of the two-door model was distinctive, extending all the way to the unusually high rear end. In response to criticism of the tail design, a black plastic trim panel between the tail lights was added.[citation needed] The car's styling was otherwise well received. Measuring 4355 millimeters (171.5 inches) in length, 1610 millimeters (63.4 inches) in width, and 1380 millimeters (54.3 inches) in height, the E21 Series continued the tradition of the New Class. With the wheelbase measuring 2563 millimeters (100.9 in), there was little body overhang in the rear-wheel-drive design. The track measured 1364 millimeters (53.7 in) at the front, and 1377 millimeters (54.2 in) at the rear.

 

The suspension incorporated rack and pinion steering and MacPherson strut suspension at the front, and semi-trailing arm type independent suspension at the rear. The power assisted brakes were discs on the front wheels, while the rear wheels had drum brakes. Initially, a Getrag four-speed manual was the standard transmission fitment. Five-speed overdrive Getrag gearboxes were fitted as standard in 1980, but close ratio 'sport' gearboxes were available at the car's release as an option. Alternatively, purchasers could opt for the ZF 3 HP-22 three-speed automatic transmission.

 

The cockpit design of the E21 marked the introduction of a new design concept, with the center console and central dashboard area angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

 

At the E21's release, three models were available: with 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 four-cylinder engine. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 315 - 316 and 318 had single round headlights.

 

At the end of 1975, the 320i was introduced; the engine was fitted with Bosch K Jetronic fuel injection, delivering 125 bhp (93 kW; 127 PS) on premium grade gasoline.

 

Ongoing evolution

 

The BMW M10 engine.

In the mid-1970s, BMW had invested DM 110 million in a new engine series, designated as the M60, but later renamed as M20 upon the introduction of the E30 in late 1982.

 

At the 1977 International Auto Show in Frankfurt, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four-cylinder 320 model was replaced with the 320/6, featuring a two-litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 bhp (107 kW; 145 PS), empowering this car with a top speed of approximately 190 km/h (118 mph). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels.

 

In the meantime however, a performance gap had developed between the 98 bhp (73 kW; 99 PS) 318 and the new 320/6 delivering 122 bhp (91 kW; 124 PS). For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8-litre power unit was revised and entered the market as a 90 bhp (67 kW; 91 PS) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8-litre engine raised the 318i to 105 bhp (78 kW; 106 PS) .

 

Since there was now also room for a new entry-level model, the 315 powered by a 75 bhp (56 kW; 76 PS) 1.6-litre M10 engine made its appearance in 1981.

 

Motorsports

 

The Group 5 version of the BMW 320, introduced in 1977 as a replacement to the already obsolete BMW 3.0 CSL and became nicknamed as the Flying Brick in reference to the blocky bodyshape, was powered by a Formula Two engine that was tuned to 300 bhp (220 kW) by BMW Motorsport.

 

Other than the main factory team and McLaren who ran the IMSA operation in the US, the car was notably used by the BMW Junior Team, who had the likes of Manfred Winkelhock, Eddie Cheever, and Marc Surer as drivers. They would help to win the 1977 Deutsche Rennsport Meisterschaft and would later go into Formula One.

 

The car was also used to win the Macau Guia Race in 1981 and 1982.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/BMW_3_Series_(E21)

BMW E21 is the body designation for the first BMW 3 Series compact executive car, produced by the German automaker BMW from 1975 to 1983. This series was the immediate successor to the BMW 2002 and was superseded by the BMW E30.

 

Development and early history

 

Under the direction of its 51% percent shareholder, Herbert Quandt, BMW decided upon a replacement for their aging 2002. Without it, there was the distinct possibility of BMW leaving its core mission of building driver oriented cars, and alienating an existing customer base long enamored with the company's 2002 model.

 

Paul Bracq, Director of Design at BMW from 1970 to 1974, is credited with setting the design direction of the E21 3 Series, while Wilhelm Hofmeister is credited with first drawing the small forward wedge at the base of the C-pillar, a strong design trait of the first Three-series. In 1975 Claus Luthe replaced Bracq and became the owner of the project.

 

In July 1975, BMW’s Board of Management first presented this new model series in the Munich Olympic Stadium for public appraisal. The frontal view of the new car was dominated by the BMW trademark kidney grille standing out clearly from the radiator cover. The styling of the new car bore a resemblance to the BMW E12 5 Series.

 

The wedge shape of the two-door model was distinctive, extending all the way to the unusually high rear end. In response to criticism of the tail design, a black plastic trim panel between the tail lights was added.[citation needed] The car's styling was otherwise well received. Measuring 4355 millimeters (171.5 inches) in length, 1610 millimeters (63.4 inches) in width, and 1380 millimeters (54.3 inches) in height, the E21 Series continued the tradition of the New Class. With the wheelbase measuring 2563 millimeters (100.9 in), there was little body overhang in the rear-wheel-drive design. The track measured 1364 millimeters (53.7 in) at the front, and 1377 millimeters (54.2 in) at the rear.

 

The suspension incorporated rack and pinion steering and MacPherson strut suspension at the front, and semi-trailing arm type independent suspension at the rear. The power assisted brakes were discs on the front wheels, while the rear wheels had drum brakes. Initially, a Getrag four-speed manual was the standard transmission fitment. Five-speed overdrive Getrag gearboxes were fitted as standard in 1980, but close ratio 'sport' gearboxes were available at the car's release as an option. Alternatively, purchasers could opt for the ZF 3 HP-22 three-speed automatic transmission.

 

The cockpit design of the E21 marked the introduction of a new design concept, with the center console and central dashboard area angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

 

At the E21's release, three models were available: with 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 four-cylinder engine. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 315 - 316 and 318 had single round headlights.

 

At the end of 1975, the 320i was introduced; the engine was fitted with Bosch K Jetronic fuel injection, delivering 125 bhp (93 kW; 127 PS) on premium grade gasoline.

 

Ongoing evolution

 

The BMW M10 engine.

In the mid-1970s, BMW had invested DM 110 million in a new engine series, designated as the M60, but later renamed as M20 upon the introduction of the E30 in late 1982.

 

At the 1977 International Auto Show in Frankfurt, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four-cylinder 320 model was replaced with the 320/6, featuring a two-litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 bhp (107 kW; 145 PS), empowering this car with a top speed of approximately 190 km/h (118 mph). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels.

 

In the meantime however, a performance gap had developed between the 98 bhp (73 kW; 99 PS) 318 and the new 320/6 delivering 122 bhp (91 kW; 124 PS). For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8-litre power unit was revised and entered the market as a 90 bhp (67 kW; 91 PS) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8-litre engine raised the 318i to 105 bhp (78 kW; 106 PS) .

 

Since there was now also room for a new entry-level model, the 315 powered by a 75 bhp (56 kW; 76 PS) 1.6-litre M10 engine made its appearance in 1981.

 

Motorsports

 

The Group 5 version of the BMW 320, introduced in 1977 as a replacement to the already obsolete BMW 3.0 CSL and became nicknamed as the Flying Brick in reference to the blocky bodyshape, was powered by a Formula Two engine that was tuned to 300 bhp (220 kW) by BMW Motorsport.

 

Other than the main factory team and McLaren who ran the IMSA operation in the US, the car was notably used by the BMW Junior Team, who had the likes of Manfred Winkelhock, Eddie Cheever, and Marc Surer as drivers. They would help to win the 1977 Deutsche Rennsport Meisterschaft and would later go into Formula One.

 

The car was also used to win the Macau Guia Race in 1981 and 1982.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/BMW_3_Series_(E21)

BMW E21 is the body designation for the first BMW 3 Series compact executive car, produced by the German automaker BMW from 1975 to 1983. This series was the immediate successor to the BMW 2002 and was superseded by the BMW E30.

 

Development and early history

 

Under the direction of its 51% percent shareholder, Herbert Quandt, BMW decided upon a replacement for their aging 2002. Without it, there was the distinct possibility of BMW leaving its core mission of building driver oriented cars, and alienating an existing customer base long enamored with the company's 2002 model.

 

Paul Bracq, Director of Design at BMW from 1970 to 1974, is credited with setting the design direction of the E21 3 Series, while Wilhelm Hofmeister is credited with first drawing the small forward wedge at the base of the C-pillar, a strong design trait of the first Three-series. In 1975 Claus Luthe replaced Bracq and became the owner of the project.

 

In July 1975, BMW’s Board of Management first presented this new model series in the Munich Olympic Stadium for public appraisal. The frontal view of the new car was dominated by the BMW trademark kidney grille standing out clearly from the radiator cover. The styling of the new car bore a resemblance to the BMW E12 5 Series.

 

The wedge shape of the two-door model was distinctive, extending all the way to the unusually high rear end. In response to criticism of the tail design, a black plastic trim panel between the tail lights was added.[citation needed] The car's styling was otherwise well received. Measuring 4355 millimeters (171.5 inches) in length, 1610 millimeters (63.4 inches) in width, and 1380 millimeters (54.3 inches) in height, the E21 Series continued the tradition of the New Class. With the wheelbase measuring 2563 millimeters (100.9 in), there was little body overhang in the rear-wheel-drive design. The track measured 1364 millimeters (53.7 in) at the front, and 1377 millimeters (54.2 in) at the rear.

 

The suspension incorporated rack and pinion steering and MacPherson strut suspension at the front, and semi-trailing arm type independent suspension at the rear. The power assisted brakes were discs on the front wheels, while the rear wheels had drum brakes. Initially, a Getrag four-speed manual was the standard transmission fitment. Five-speed overdrive Getrag gearboxes were fitted as standard in 1980, but close ratio 'sport' gearboxes were available at the car's release as an option. Alternatively, purchasers could opt for the ZF 3 HP-22 three-speed automatic transmission.

 

The cockpit design of the E21 marked the introduction of a new design concept, with the center console and central dashboard area angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

 

At the E21's release, three models were available: with 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 four-cylinder engine. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 315 - 316 and 318 had single round headlights.

 

At the end of 1975, the 320i was introduced; the engine was fitted with Bosch K Jetronic fuel injection, delivering 125 bhp (93 kW; 127 PS) on premium grade gasoline.

 

Ongoing evolution

 

The BMW M10 engine.

In the mid-1970s, BMW had invested DM 110 million in a new engine series, designated as the M60, but later renamed as M20 upon the introduction of the E30 in late 1982.

 

At the 1977 International Auto Show in Frankfurt, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four-cylinder 320 model was replaced with the 320/6, featuring a two-litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 bhp (107 kW; 145 PS), empowering this car with a top speed of approximately 190 km/h (118 mph). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels.

 

In the meantime however, a performance gap had developed between the 98 bhp (73 kW; 99 PS) 318 and the new 320/6 delivering 122 bhp (91 kW; 124 PS). For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8-litre power unit was revised and entered the market as a 90 bhp (67 kW; 91 PS) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8-litre engine raised the 318i to 105 bhp (78 kW; 106 PS) .

 

Since there was now also room for a new entry-level model, the 315 powered by a 75 bhp (56 kW; 76 PS) 1.6-litre M10 engine made its appearance in 1981.

 

Motorsports

 

The Group 5 version of the BMW 320, introduced in 1977 as a replacement to the already obsolete BMW 3.0 CSL and became nicknamed as the Flying Brick in reference to the blocky bodyshape, was powered by a Formula Two engine that was tuned to 300 bhp (220 kW) by BMW Motorsport.

 

Other than the main factory team and McLaren who ran the IMSA operation in the US, the car was notably used by the BMW Junior Team, who had the likes of Manfred Winkelhock, Eddie Cheever, and Marc Surer as drivers. They would help to win the 1977 Deutsche Rennsport Meisterschaft and would later go into Formula One.

 

The car was also used to win the Macau Guia Race in 1981 and 1982.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/BMW_3_Series_(E21)

Limited manufacture of this car commenced in

Germany in 1941. After the War the car was named

Volkswagen and achieved worldwide popularity.

The millionth Beede was made in 1965 and althoug

German production ceased in 1978, production

continued in Mexico, the 20 millionth Beerle being

made in 1981. Amazingly, the car continues to he

manufacrured in Brazil and Mexico - surely the bigge

automotive success story of all time.

----------------------------------------------------------------------

The Volkswagen Beetle, officially the Volkswagen Type 1, or informally the Volkswagen Bug, is a two-door, four passenger, rear-engined economy car manufactured and marketed by German automaker Volkswagen (VW) from 1938 until 2003.

 

The need for this kind of car, and its functional objectives, were formulated by Adolf Hitler, leader of Nazi Germany, wishing for a cheap, simple car to be mass-produced for the new road network of his country. He contracted Porsche in 1934 to design and build it to his exacting standards.Ferdinand Porsche and his team took until 1938 to finalise the design.[8] This is one of the first rear-engined cars. With over 21 million manufactured (21,529,464) in an air-cooled, rear-engined, rear-wheel drive configuration, the Beetle is the longest-running and most-manufactured car of a single design platform, worldwide.

 

Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 on (mass production had been put on hold during the Second World War) when the model was internally designated the Volkswagen Type 1, and marketed simply as the "Volkswagen". Later models were designated VW 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement and the latter two being derived from the type number and not indicative of engine capacity. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany,and as the Volkswagen Beetle in other countries.

 

The Beetle was designed for sustained high speed on the autobahn. It ultimately gave rise to variants, including the Volkswagen Karmann Ghia and the Volkswagen Type 2 bus. The Beetle had marked a significant trend led by Volkswagen, Fiat, and Renault whereby the rear-engine, rear-wheel drive layout had increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956.[10] The 1948 Citroën 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle. In 1994, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Beetle, and in 1998 introduced the "New Beetle", built on the Golf platform with styling recalling the original Type 1.

 

In the 1999 Car of the Century competition, to determine the world's most influential car in the 20th century, the Type 1 came fourth, after the Ford Model T, the Mini, and the Citroën DS.

-----------------------------------------------

 

Australia.

British automaker Bentley was founded in 1919 by W.O.Bentley. Rolls Royce took over Bentley in 1931.

The Bentley S1, introduced in 1955, got a completely new design, they were longer and lower. The doors, bonnet and boot lid were made of aluminium. As with the preceding Mark VI and R type Bentleys, only the grille and badging differed from it's Rolls-Royce equivalent, the Silver Cloud.

A high-performance version S Continental (chassis only) was introduced six months after the introduction of the S1. Lighter weight fixed-head and drophead coupé bodies were provided to special order by H. J. Mulliner & Co., Park Ward, James Young and Freestone & Webb.

The 1959 S2 Bentley got the new aluminium Rolls-Royce - Bentley L Series 6230cc V8.

S1 Engine; the last model to use the 4667cc L series 6 cyl

The Citroën XM is an executive car that was produced by the French automaker Citroën between 1989 and 2000. The XM was voted 1990 European Car of the Year.

 

Design:

 

The angular, dart-like Bertone design was a development of Marcello Gandini's Citroën BX concept. It was a longer car with a longer, inclined nose, more refined details and with headlamps that were very much slimmer than the norm (Gandini's own XM proposal was rejected as looking too much like an Opel). The design process of the car was described in the journal Car Styling. In the article Citroen's design chief, Art Blakeslee, explained the appearance of the car, saying "I believe the XM is a modern and dynamic shape, with unique styling elements such as the very long, low hood, the extensive use of glass and the kick-up in the belt line". In the book Citroen XM another Citroen designer, Daniel Abramson, explained: "We lowered the belt line to give the shape a stronger image. It is purely a 'design statement' that is not functional and does nothing for the aerodynamics of the vehicle. We wanted a car that looks good from every angle". Abramson is also reported as saying that they "picked three areas to emphasise: 1) A very aggressive look ("Almost sinister"), 2) Lots of glass to create a greenhouse effect, and 3) An aerodynamic accent based on fact (low drag)".

 

There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (most surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM of 1970.

 

Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design - a feature thought to be desirable in certain European markets.

 

History:

 

Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a replacement for the Citroën CX. It was intended to compete against vehicles like the Audi 100 and BMW's 5-series in a sector that accounted for 14.2% of the European market. Citroen was quoted as saying that the car was supposed to "take what Citroen means and make it acceptable". The car's initial reception was positive. The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 awards that year.

 

The anticipated annual sales were 450 cars a day in the first full year of production, or 160,000 units a year. Sales never reached this level for a variety of reasons. The market for executive cars made by mainstream manufacturers was in decline as customers opted for offerings from more prestigious marques such as BMW and Mercedes-Benz; in parallel customers were placing a higher priority on speed and handling rather than ride comfort which was Citroen's specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM's styling was also controversial and alienated those who desired a more conventional three box sedan. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroen DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989.

 

The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. Export markets experienced lower sales from the outset, partly due to the XM's pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. The problem was caused by defective electrical connectors. Cost-cutting on the components was needed since the parent company was in financial difficulty at the time of the design of the XM. Between 1980 and 1984 the company lost $1.5 billion.

 

In mid-1994, the XM was revised in order to improve competitiveness. All models were fitted with driver's airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroen Xantia. This sharpened the "steering without inducing a nervous twitch." Power output on the turbocharged motor was increased to 150 bhp (112 kW; 152 PS) from 145 bhp (108 kW; 147 PS) at 4400 rpm. This allowed the car to develop more torque at much lower revs.

 

By the mid-1990s, it was apparent that the XM's image meant it was less desirable than German products such as the BMW 5 Series. The view of the XM as commercially unsuccessful is reported by Compucars, the used car website, along with numerous other period commentaries. Production ended in June 2000.

 

With total sales over its lifetime of just 330,000 units in more than 10 years, and the fact that its replacement took 5 years to arrive, the XM might be considered a failure. This was the case particularly in the United Kingdom market, where demand was reduced to a virtual trickle by the late 1990s. But despite its common roots with the Peugeot 605, the XM may still emerge as a collectible car, as the DS and CX both did.

 

[Text taken from Wikipedia]

 

The Citroen XM joins my recent Citroen Traction Avant, along with the Citroen DS and CX in my large Citroen collection.

BMW E21 is the body designation for the first BMW 3 Series compact executive car, produced by the German automaker BMW from 1975 to 1983. This series was the immediate successor to the BMW 2002 and was superseded by the BMW E30.

 

Development and early history

 

Under the direction of its 51% percent shareholder, Herbert Quandt, BMW decided upon a replacement for their aging 2002. Without it, there was the distinct possibility of BMW leaving its core mission of building driver oriented cars, and alienating an existing customer base long enamored with the company's 2002 model.

 

Paul Bracq, Director of Design at BMW from 1970 to 1974, is credited with setting the design direction of the E21 3 Series, while Wilhelm Hofmeister is credited with first drawing the small forward wedge at the base of the C-pillar, a strong design trait of the first Three-series. In 1975 Claus Luthe replaced Bracq and became the owner of the project.

 

In July 1975, BMW’s Board of Management first presented this new model series in the Munich Olympic Stadium for public appraisal. The frontal view of the new car was dominated by the BMW trademark kidney grille standing out clearly from the radiator cover. The styling of the new car bore a resemblance to the BMW E12 5 Series.

 

The wedge shape of the two-door model was distinctive, extending all the way to the unusually high rear end. In response to criticism of the tail design, a black plastic trim panel between the tail lights was added.[citation needed] The car's styling was otherwise well received. Measuring 4355 millimeters (171.5 inches) in length, 1610 millimeters (63.4 inches) in width, and 1380 millimeters (54.3 inches) in height, the E21 Series continued the tradition of the New Class. With the wheelbase measuring 2563 millimeters (100.9 in), there was little body overhang in the rear-wheel-drive design. The track measured 1364 millimeters (53.7 in) at the front, and 1377 millimeters (54.2 in) at the rear.

 

The suspension incorporated rack and pinion steering and MacPherson strut suspension at the front, and semi-trailing arm type independent suspension at the rear. The power assisted brakes were discs on the front wheels, while the rear wheels had drum brakes. Initially, a Getrag four-speed manual was the standard transmission fitment. Five-speed overdrive Getrag gearboxes were fitted as standard in 1980, but close ratio 'sport' gearboxes were available at the car's release as an option. Alternatively, purchasers could opt for the ZF 3 HP-22 three-speed automatic transmission.

 

The cockpit design of the E21 marked the introduction of a new design concept, with the center console and central dashboard area angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

 

At the E21's release, three models were available: with 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 four-cylinder engine. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 315 - 316 and 318 had single round headlights.

 

At the end of 1975, the 320i was introduced; the engine was fitted with Bosch K Jetronic fuel injection, delivering 125 bhp (93 kW; 127 PS) on premium grade gasoline.

 

Ongoing evolution

 

The BMW M10 engine.

In the mid-1970s, BMW had invested DM 110 million in a new engine series, designated as the M60, but later renamed as M20 upon the introduction of the E30 in late 1982.

 

At the 1977 International Auto Show in Frankfurt, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four-cylinder 320 model was replaced with the 320/6, featuring a two-litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 bhp (107 kW; 145 PS), empowering this car with a top speed of approximately 190 km/h (118 mph). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels.

 

In the meantime however, a performance gap had developed between the 98 bhp (73 kW; 99 PS) 318 and the new 320/6 delivering 122 bhp (91 kW; 124 PS). For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8-litre power unit was revised and entered the market as a 90 bhp (67 kW; 91 PS) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8-litre engine raised the 318i to 105 bhp (78 kW; 106 PS) .

 

Since there was now also room for a new entry-level model, the 315 powered by a 75 bhp (56 kW; 76 PS) 1.6-litre M10 engine made its appearance in 1981.

 

Motorsports

 

The Group 5 version of the BMW 320, introduced in 1977 as a replacement to the already obsolete BMW 3.0 CSL and became nicknamed as the Flying Brick in reference to the blocky bodyshape, was powered by a Formula Two engine that was tuned to 300 bhp (220 kW) by BMW Motorsport.

 

Other than the main factory team and McLaren who ran the IMSA operation in the US, the car was notably used by the BMW Junior Team, who had the likes of Manfred Winkelhock, Eddie Cheever, and Marc Surer as drivers. They would help to win the 1977 Deutsche Rennsport Meisterschaft and would later go into Formula One.

 

The car was also used to win the Macau Guia Race in 1981 and 1982.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/BMW_3_Series_(E21)

The Lamborghini Diablo is a high-performance mid-engined sports car that was built by Italian automaker Lamborghini between 1990 and 2001. It was the first Lamborghini capable of attaining a top speed in excess of 200 miles per hour (320 km/h). After the end of its production run in 2001, the Diablo was replaced by the Lamborghini Murciélago. Diablo is "devil" in Spanish, which is diavolo in Italian.

 

History of development

 

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph).

 

The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark sharp edges and corners of Gandini's original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the "softened" shape that he would later realize his original design in the Cizeta-Moroder V16T.

 

The car became known as the Diablo, carrying on Lamborghini's tradition of naming its cars after breeds of fighting bull. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with 'El Chicorro' in Madrid on July 11, 1869. In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed "solely to be the biggest head-turner in the world."

 

The development is believed to have cost a total of 6 billion Italian lira.

 

Diablo VT Roadster

 

1995-1998 Lamborghini Diablo VT Roadster

 

The Diablo VT Roadster was introduced in December 1995 and featured an electrically operated carbon fiber targa top which was stored above the engine lid when not in use. Besides the roof, the roadster's body was altered from the fixed-top VT model in a number of ways. The front bumper was revised, replacing the quad rectangular driving lamps with two rectangular and two round units. The brake cooling ducts were moved inboard of the driving lamps and changed to a straked design, while the rear ducts featured the vertical painted design seen on the SE30.

 

The engine lid was changed substantially in order to vent properly when the roof panel was covering it. The roadster also featured revised 17 inch wheels. The air intakes on top/sides were made larger than the coupe Diablos. In 1998 the wheels have been updated to 18 inch, and the engine power raised to 530 HP by adding the variable valve timing system. Top speed specification was raised to 335 km/h (208 mph).

 

In 1999 the dashboard received a major optical update by Audi, and the pop-up headlights were replaced by fixed headlights, same as for the coupés. This resulted in a better aerodynamic shape and modern optics.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Lamborghini_Diablo

 

This Lego miniland scale Lamborghini Diablo VT Roadster has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 92nd build challenge, - "Stuck in the 90s" featuring vehicles from the decade of the 1990s

The Citroën GS (1970–80, sedan and wagon) and Citroën GSA (1979–86, liftback and wagon) are small family cars produced by the French automaker Citroën. The GS was voted European Car of the Year for 1971, and was probably the most technologically advanced car in its class when launched, with class leading comfort, safety and aerodynamics.

 

Market placement

 

The GS filled the enormous gap in Citroën's range, between the 2CV and Ami economy cars and the luxurious DS executive sedan. The DS had moved significantly upmarket from its predecessor the Citroën Traction Avant, and beyond the finances of most French motorists. Leaving this market gap open for fifteen years allowed other manufacturers entry into the most profitable, high volume market segment in France. This combined with the development costs and new factory for the DS-replacing Citroen CX, the 1974 oil crisis, and an aborted Wankel rotary engine, led Citroën to declare bankruptcy in 1974.

 

The GS met with instant market acceptance and was the largest selling Citroën model for many years. 1,896,742 GS models and 576,757 GSA models were produced in total.

 

Unlike the 2CV, DS and SM, the GS was never officially imported to the USA.

 

Design stage

 

The GS took 10 years to develop from initial design to launch.

 

In 1960, work began on two concepts, the 'sporty D,' which became the 1970 SM, and the small family car. Both projects continued in various forms for a decade, with a Wankel engine and hydropneumatic suspension suggested as possibilities, with a new, modern body to match. The first iteration was the "C60," which resembled an Ami 6 with a long, smooth nose.

 

In 1963, development had moved to "Project F", which was close to being production ready. Citroën decided the car was too similar to the 1965 Renault 16 and by 1967 Project F was suspended. Many of the mechanical components continued to "Project G", which became the GS. The GS was designed by Robert Opron, with a smooth two box design that bears some resemblance to the 1967 design study by Pininfarina Berlina Aerodinamica.

 

Launch and ongoing development

 

On 24 August 1970, Citroën launched the GS. The body style was as a "Berline" (essentially a saloon, three lateral windows), in a fastback style with a sharp Kamm tail. The aerodynamics gave the best drag coefficient of any vehicle at the time.

 

Good aerodynamics enabled the car to make the best of the available power, but the car as launched nevertheless drew criticism that it was underpowered. Citroën addressed the issue with the introduction in September 1972, as an option, of a larger 1,222 cc engine. Claimed power increased from 55 bhp (41 kW; 56 PS) to 60 bhp (45 kW; 61 PS), but it was the improved torque that really marked out the more powerful engine, and which enabled the manufacturer, with the larger engined versions, to raise the second gear ratio and the final drive ratio, increasing the vehicle speed per 1,000 rpm from 23 km/h (14.3 mph) to 24.5 km/h (15.2 mph). Larger front brake discs were also fitted.

 

Visually the GS bore little resemblance to any other car on the market, until the development of the Citroën CX in 1974.

 

The fastback design, with a separate trunk, was controversial – a hatchback layout was considered too utilitarian by CEO Pierre Bercot. The 1974 CX shared this feature. The boot was nevertheless exceptionally large, in part due to the positioning of the spare wheel on top of the engine.

 

Both the early GS (until 1976) and the GSA have the unusual rotating drum speedometer (similar in construction to bathroom scales), rather than the dials found in a conventional dashboard.

 

The later GS (from 1977 until the introduction of the GSA) had a conventional speedometer.

 

It was offered in two trims; GS Club as the entry model and GS Pallas (only saloons) with full wheel covers, side mouldings, tinted glass and upgraded upholstery. The GS was also available, from September 1971, as a station wagon (estate) and a similar two-door "service" van.

 

The GSA replaced the GS in 1979 and added a hatchback. Other modifications included a new grille, new bumpers, new taillights, new hubcaps and new exterior handles. It also had a revised dashboard with the auxiliary controls on column-shaped pods so they could be reached without moving the hands from the single-spoked steering wheel; similar to the CX layout. It was partly replaced by the larger BX in 1982, although production continued in reduced volumes until 1986. Citroen did not re-enter the small family hatchback market until the launch of the ZX in 1991.

 

Contemporary journalists remarked at the smooth ride quality – the hydropneumatic suspension is designed to absorb bumps and ripples that would be uncomfortable in a conventionally sprung car with just a slight body movement.

 

Mechanics

 

The vehicle had a front-wheel drive layout and was powered by a flat-4 air-cooled engine. A series of small engines were available, displacing 1015, 1129, 1222 and 1299 cc. Power ranged from 55 PS (40 kW) to 66 PS (49 kW). Mated to a four speed gearbox, these were able to pull this car up to steady 151 km/h (94 mph) at 6250 rpm (with 1222 cc engine), due to the very aerodynamic body shape. Citroën's 3-speed C-Matic semi-automatic transmission was available as an alternative to the manual gearbox. With the introduction of the GSA a 5-speed gearbox was offered, which made cruising at high speeds more comfortable and economical (the top speed was raised to 164 km/h (102 mph) for both long and short gearbox ratios). The GS and GSA were always low powered and needed full use of the free-revving engines to maintain progress, except when cruising, in the tradition of the Citroën 2CV.

 

The four-wheel independent suspension featured a double wish-bone layout at the front and trailing arms at the rear. Both axles comprised rigid sub frames that gave the car unmatched road holding for the time, even on its narrow tires (factory-mounted Michelin ZX 145SR15).

 

Its central hydraulic system, powering the four disc brakes (inboard in front to help lower unsprung weight) and the advanced hydro-pneumatic self-levelling suspension, was derived from the Citroën DS. It also has a feature that increased or decreased braking pressure in accordance with cargo load, without any noticeable difference in the brake pedal response. The powered system was different from the typical assisted systems in that there was virtually no travel on the brake pedal even when braking hard. The hydraulic suspension allowed the car to be raised for rough terrain at low speeds (a feature taking account of the country lanes of its native France) and to full height for easy access to the partially enclosed rear wheels.

 

[Text from Wikipedia]

The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.

As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.

Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".

 

The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.

When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.

Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.

An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.

Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).

The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.

 

The Type 2 was available as a:

Panel van, a delivery van without side windows or rear seats.

Nippen Tucket, available in six colours, with or without doors.

Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.

High Roof Panel Van (German: Hochdach), a delivery van with raised roof.

Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.

Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.

Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,

Flatbed pickup truck, or Single Cab, also available with wider load bed.

Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.

Westfalia camping van, "Westy", with Westfalia roof and interior.

Adventurewagen camping van, with high roof and camping units from Adventurewagen.

Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.

Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.

 

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.

The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.

In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.

  

1966 Volkswagen Kombi (North America)

German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.

  

VW Bus Type 2 (T1), hippie colors

Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.

 

Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.

In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.

The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.

(Source Wikipedia)

The Lamborghini Diablo is a high-performance mid-engined sports car that was built by Italian automaker Lamborghini between 1990 and 2001. It was the first Lamborghini capable of attaining a top speed in excess of 200 miles per hour (320 km/h). After the end of its production run in 2001, the Diablo was replaced by the Lamborghini Murciélago. Diablo is "devil" in Spanish, which is diavolo in Italian.

 

History of development

 

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph).

 

The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark sharp edges and corners of Gandini's original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the "softened" shape that he would later realize his original design in the Cizeta-Moroder V16T.

 

The car became known as the Diablo, carrying on Lamborghini's tradition of naming its cars after breeds of fighting bull. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with 'El Chicorro' in Madrid on July 11, 1869. In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed "solely to be the biggest head-turner in the world."

 

The development is believed to have cost a total of 6 billion Italian lira.

 

Diablo VT Roadster

 

1995-1998 Lamborghini Diablo VT Roadster

 

The Diablo VT Roadster was introduced in December 1995 and featured an electrically operated carbon fiber targa top which was stored above the engine lid when not in use. Besides the roof, the roadster's body was altered from the fixed-top VT model in a number of ways. The front bumper was revised, replacing the quad rectangular driving lamps with two rectangular and two round units. The brake cooling ducts were moved inboard of the driving lamps and changed to a straked design, while the rear ducts featured the vertical painted design seen on the SE30.

 

The engine lid was changed substantially in order to vent properly when the roof panel was covering it. The roadster also featured revised 17 inch wheels. The air intakes on top/sides were made larger than the coupe Diablos. In 1998 the wheels have been updated to 18 inch, and the engine power raised to 530 HP by adding the variable valve timing system. Top speed specification was raised to 335 km/h (208 mph).

 

In 1999 the dashboard received a major optical update by Audi, and the pop-up headlights were replaced by fixed headlights, same as for the coupés. This resulted in a better aerodynamic shape and modern optics.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Lamborghini_Diablo

 

This Lego miniland scale Lamborghini Diablo VT Roadster has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 92nd build challenge, - "Stuck in the 90s" featuring vehicles from the decade of the 1990s

The Lamborghini Miura is a sports car produced by Italian automaker Lamborghini between 1966 and 1973. The car pioneered the mid-engined two-seat layout, the standard for high-performance sports and supercars since. When released, it was the fastest production road car made.

 

The Miura was originally conceived by Lamborghini's engineering team, which designed the car in its spare time against the wishes of company founder Ferruccio Lamborghini, who preferred powerful yet sedate grand touring cars over the race car-derived machines produced by local rival Ferrari.

 

The Miura's rolling chassis was presented at the 1965 Turin auto show, and the prototype P400 debuted at the 1966 Geneva show. It received stellar receptions from showgoers and the motoring press alike, each impressed by Marcello Gandini's sleek styling and the car's revolutionary mid-engine design.

 

Lamborghini's flagship, the Miura received periodic updates and remained in production until 1973. A year later the extreme Countach entered the automaker's lineup, amid tumultuous financial times for the company.

 

DEVELOPMENT

During 1965, Lamborghini's three top engineers, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace put their own time into developing a prototype car known as the P400. The engineers envisioned a road car with racing pedigree – one which could win on the track and be driven on the road by enthusiasts. The three men worked on its design at night, hoping to convince company founder Ferruccio Lamborghini such a vehicle would neither be too expensive nor distract from the company's focus. When finally brought aboard, Lamborghini gave his engineers a free hand in the belief the P400 was a potentially valuable marketing tool, if nothing more.

 

The car featured a transversely-mounted mid-engine layout, a departure from previous Lamborghini cars. The V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. The rolling chassis was displayed at the Turin Salon in 1965. Impressed showgoers placed orders for the car despite the lack of a body to go over the chassis.

 

Bertone was placed in charge of styling the prototype, which was finished just days before its debut at the 1966 Geneva motor show. Curiously, none of the engineers had found time to check if the engine fit inside its compartment. Committed to showing the car, they decided to fill the engine bay with ballast and keep the hood locked throughout the show, as they had three years earlier for the début of the 350GTV. Sales head Sgarzi was forced to turn away members of the motoring press who wanted to see the P400's power plant. Despite this setback, the car was the highlight of the show, immediately boosting stylist Marcello Gandini's reputation.

 

The favourable reaction at Geneva meant the P400 was to go into production by the following year. The name "Miura", a famous type of fighting bull, was chosen, and featured in the company's newly created badge. The car gained the worldwide attention of automotive enthusiasts when it was chosen for the opening sequence of the original 1969 version of The Italian Job. In press interviews of the time Ferruccio Lamborghini was reticent about his precise birth date, but stressed that he was born under the star sign Taurus the bull.

Production history

 

P400

The earliest model of the Miura was known as the P400 (for Posteriore 4 litri). It was powered by a version of the 3.9 L Lamborghini V12 engine used in the 400GT at the time. The engine was mounted transversely and produced 350 PS (257 kW; 345 hp). Exactly 275 P400 were produced between 1966 and 1969 - a success for Lamborghini despite its then-steep price of US$20,000 (equivalent to $146,113 in 2015).

 

Taking a cue from the Morris Mini, Lamborghini formed the engine and gearbox in one casting. Its shared lubrication continued until the last 96 SVs, when the case was split to allow the correct oils to be used for each element.

 

An unconfirmed claim holds the first 125 Miuras were built of 0.9 mm steel and are therefore lighter than later cars. All cars had steel frames and doors, with aluminum front and rear skinned body sections. When leaving the factory they were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72).

 

AWARDS

The Miura won the prestigious Gran Turismo Trophy at the 2008 Pebble Beach Concours d'Elegance, and has been re-created for use in the Gran Turismo 5 video game.

 

P400S

The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced three years earlier. It was slightly revised from the P400, with the addition of power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2 mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 PS (15 kW; 20 hp).

 

Other revisions were limited to creature comforts, such as a locking glovebox lid, a reversed position of the cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements included the addition of power windows and optional air conditioning, available for US$800. About 338 P400S Miura were produced between December 1968 and March 1971. One S #4407 was owned by Frank Sinatra. Miles Davis also owned one, which he crashed in October 1972 under the influence of cocaine, breaking both ankles. Eddie Van Halen owns one and can be heard revving it up during the bridge in the song Panama

 

P400SV

The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carburetors. These gave the engine an additional 15 PS (11 kW; 15 hp), to 385 PS (283 kW; 380 hp). The last 96 SV engines had a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results and made the application of an optional limited-slip differential far easier.

 

The SV can be distinguished from its predecessors from its lack of "eyelashes" around the headlamps, wider rear fenders to accommodate the new 230 mm rear wheels and Pirelli Cinturato tires, and different taillights. 150 SVs were produced.

 

There was a misprint in the SV owners manual indicating bigger intake valves in English size (but correct size in metric). The intake and exhaust valves in all 4 liter V12 Lamborghini remained the same throughout all models. This intake size misprint carried forward into Espada 400GT and Countach LP 400/LP 400S owners manuals as well.

 

P400 JOTA

In 1970, Lamborghini development driver Bob Wallace created a test mule that would conform to the FIA's Appendix J racing regulations. The car was appropriately named the Miura Jota (the pronunciation of the letter 'J' in Spanish). Wallace made extensive modifications to the standard Miura chassis and engine. Weight reductions included replacing steel chassis components and body panels with the lightweight aluminium alloy Avional and replacing side windows with plastic, with the resulting car weighing approximately 800 pounds less than a production Miura. A front spoiler was added and the headlights were replaced with fixed, faired-in units. Wallace substituted two smaller, sill-mounted fuel tanks for the single larger original unit. The suspension was reworked and wider (9" in the front, 12" in the rear), lightweight wheels were fitted. The engine was modified to produce 418-440 bhp at 8800 rpm, with an increased compression ratio, altered cams, electronic ignition, dry-sump lubrication, and less restrictive exhaust system. This single example was eventually sold to a private buyer after extensive testing. In April 1971, the car crashed on the yet-unopened ring road around the city of Brescia, and burned to the ground.

 

It was once widely believed that the Jota had the chassis number of #5084 (a number well out of sequence for the date in question), it has been clarified by Miura expert Joe Sackey in his book The Lamborghini Miura Bible that this is not the case, and that #5084 is in fact a factory modified SV to SVJ spec. This fact has also been confirmed in the massive and long running Miura thread on the lamborghini section of www.ferrarichat.com

 

A recreation of the Jota was later undertaken by Chris Lawrence of Wymondham Engineering for Lamborghini owner Piet Pulford from the United Kingdom on chassis #3033.

 

P400 SV/J

There are six examples of the Miura SV/J known to be built by the factory while the Miura was still in production, one was built new (chassis #5090) and five were converted from existing SVs (chassis #4934, #4860, #4892, #4990 & #5084)

 

One of these cars, chassis #4934, was built for the Shah of Iran Mohammad Reza Pahlavi. The Shah stored this car under armed guard with another SV in Royal Palace in Tehran. After he fled the country during the Iranian Revolution, his cars were seized by the Iranian government. The SV/J was sold into Dubai in 1995. In 1997 this car was sold in a Brooks auction to Nicolas Cage, at US$490,000, becoming the model's highest ever price at auction. Cage sold the car in 2002. Higher prices have been reached several times since then, including by SVJ #4892 selling for over $1.9M

 

Of the seven known original cars #4892 is a recent addition to the list of known genuine SVJ's with factory documentation now having come to light.

 

An eighth SV/J was built at the Lamborghini factory between 1983 and 1987 from an unused Miura S chassis. This was made for Jean Claude Mimran, one of the Mimran brothers, the then owner of Lamborghini. Most experts do not recognize this as an "official" SVJ due to it being converted (albeit done by the factory) long after the Miura went out of production.

 

Further Miuras were subsequently upgraded to SVJ specifications (trying to imitate the real factory SVJs) by various garages of Switzerland, USA and Japan.

 

ROADSTER

Another one-off, the Miura Roadster (actually more of a targa-model, but without any removable roof) was built by Bertone as a show car. Based on a P400, it was first shown at the 1968 Brussels Auto Show. After having been exhibited at several auto salons the car was sold to the International Lead Zinc Research Organization (ILZRO) who turned it into a display-vehicle showcasing the possibilities of using zinc alloys in cars. The car was named the ZN75. A few other Miuras have had their tops removed, but this Bertone Miura Roadster was the only factory open-top Miura.

 

In 2006 the ZN75 was purchased by New York City real estate developer Adam Gordon. Gordon had Bobileff Motorcars in San Diego, California return the car to its original Bertone Roadster form. The restored car was first shown in August 2008 at the Pebble Beach Concours d'Elegance.

 

The one of a kind Miura Roadster was shown at the Amelia Island Concours d'Elegance in 2013.

 

P400 SVJ SPIDER

This one-off example of the Miura was displayed at the 1981 Geneva Motor Show with other new Lamborghini models (Jalpa and LM002) shortly after new company CEO Patrick Mimran took over the factory although it was never a factory authorised model r modifications. Finished in pearl white, the SVJ Spider was the formerly yellow Miura S presented at the 1981 Geneva Motor Show, and uses chassis #4808 Equipped with wide wheels and a rear wing reflecting the marque's revival, it was wrongly considered by some as a prototype for a possible limited series of Miura Spider whereas in fact it was simply a one off show car constructed on behalf by the Swiss Lamborghini Importer Lambomotor AG (and as such is not an official factory modification or indeed has any link to the factory bar its original 1970 build).

 

Subsequently, bought by Swiss Lamborghini collector Jean Wicki, the car had its rear wing and chin spoiler removed and was painted silver, bringing the car's style closer to the Berlinetta SVJ. Lamborghini specialist Autodrome (France) purchased the car from Wicki and restored its bodywork and upholstery in partnership with Carrosserie Lecoq (Paris). Painted traditional Miura lime green, the car was eventually sold to a Parisian collector. The car has stiffness issues and does not drive that well (as stated by the world-renowned Miura expert Joe Sackey), it's also not that well received by the general Miura cogniscenti who post on VLG and also on the worlds longest running and largest Miura debate which is on fchat. Other than private modifications, there are only two "open" Miuras, officially presented in International Motor shows: the Bertone Miura Roadster, exhibited on Bertone's own stand at Bruxelles in 1968, and this non factory example, shown on the Lamborghini stand at the Geneva Motor show in 1981.

 

2006 MIURA CONCEPT

A Miura concept car was presented at the American Museum of Television & Radio on January 5, 2006 alongside the Los Angeles Auto Show, though it was not presented at the show itself. Instead, the Miura concept car officially debuted at the North American International Auto Show two weeks later. It was the first design to be penned by Lamborghini design chief, Walter de'Silva, commemorating the 40th anniversary of the 1966 Geneva introduction of the original Miura.

 

Lamborghini president and CEO Stefan Winkelmann denied that the concept would mark the Miura's return to production, saying “The Miura was a celebration of our history, but Lamborghini is about the future. Retro design is not what we are here for. So we won’t do the Miura.”

 

2016 Lamborghini Special edition Aventador Miura Homage

To celebrate the 50th anniversary of the Lamborghini Miura – a forerunner of all V12 Lamborghini super sports cars – Lamborghini has unveiled the Aventador Miura Homage. The special edition car has been created by the company’s Ad Personam customization division.

 

WIKIPEDIA

The Audi A8 is a four-door, full-size, luxury sedan manufactured and marketed by the German automaker Audi since 1994. Succeeding the Audi V8, and now in its third generation, the A8 has been offered with both front- or permanent all-wheel drive - and in short- and long-wheelbase variants. The first two generations employed the Volkswagen Group D platform, with the current generation deriving from the MLB platform. After the original model's 1994 release, Audi released the second generation in late 2002, and the third and current iteration in late 2009.

 

Notable for being the first mass-market car with an aluminium chassis, all A8 models have used this construction method co-developed with Alcoa and marketed as the Audi Space Frame.

 

A mechanically-upgraded, high-performance version of the A8 debuted in 1996 as the Audi S8. Produced exclusively at Audi's Neckarsulm plant, unlike the donor A8 model, the S8 has been available only in short-wheelbase form and is fitted standard with Audi's quattro all-wheel drive system.

 

FIRST GENERATION (D2, Typ 4D; 1994–2002)

DEVELOPMENT

In 1982, Ferdinand Piëch signed an agreement with Aluminum Company of America. The objective was to design and develop a car that would be substantially lighter than any other vehicles in its class (to compensate for the fact that standard all-wheel drive was around 100 kg heavier than competitors' rear-wheel drive). In the late 1980s, it was decided that the target vehicle would be a successor to the V8 (Typ 4C) flagship introduced in 1988. By 1991, a final design by Chris Bird and Dirk van Braeckel was chosen and frozen for series production in 1992. In September 1993, the Audi Space Frame (ASF) Concept was unveiled at the 1993 Frankfurt Motor Show (IAA) as a D2 Typ 4D prototype in polished aluminum. Pilot production began in December 1993 and development ended in early 1994, at a total cost of $700 million (£418.1 million).

 

INTRODUCTION

The Audi A8 (Typ 4D) was presented in February 1994 and debuted at the 1994 Geneva Auto Show in March, with full-scale factory production commencing in June 1994, although it was not until October 1996, for the 1997 model year that it became available in North America. Unlike its predecessor, the Audi V8 model, which was built on an existing steel platform, the A8 debuted on the then-new Volkswagen Group D2 platform, an all aluminium monocoque, marketed as the "Audi Space Frame" (ASF), which helped to reduce weight and preserve structural rigidity. The saloon/sedan was offered in both the A8 (standard wheelbase), and the A8 L extended or long-wheelbase (LWB) version. The A8 L adds 127 mm of rear legroom. Updates to the car in 1997 included the addition of six interior airbags.

 

In 1997, Audi introduced the first series production ESP Electronic stability control for all-wheel drive vehicles (Audi A8 and Audi A6)– the world's first production cars with both front and rear side airbags.

 

For 1997, the new A8 was available with either front-wheel drive (FWD), or the Torsen-based quattro permanent four-wheel drive. The FWD models are powered by a 2.8-litre V6 engine, producing 142 kilowatts (193 PS; 190 bhp), and a 3.7-litre V8 engine producing 171.5 kilowatts (233 PS; 230 bhp), while the quattro received a 4.2-litre V8 producing 220 kilowatts (299 PS; 295 bhp).

 

The A8 is available with standard luxury amenities, including dual-zone climate control, wood and leather interior trim, 14-way power and heated seats, and an enhanced Bose audio system.

 

In 1999, Audi's flagship received side curtain airbags, new colours, and restructuring of option packages. The North American "warm weather package" added a solar sunroof which allows the interior ventilation fans to run, keeping the interior cool while the car is parked with the engine turned off. Changes to all models included a larger passenger-side mirror, and a first aid kit located in the rear centre armrest.

 

In 1999 for the 2000 model year came a minor front-end restyle, with new, larger, clear headlights, a revised grille, and lower front valance with standard projection fog lamps. On the interior, the seats received a new, horizontal stitch pattern. Also, the 3.7-litre V8 FWD model was dropped, leaving the 2.8 V6 model and the long-wheelbase and short-wheelbase 4.2-litre quattro. These restyled cars also featured revised external door handles and an integrated radio antenna. For 2000, the North American A8 line-up was expanded to include the A8 L.

 

In 2001, Audi introduced its new W12 engine, a compact 6.0-litre unit developed by effectively mating two VR6 engines together at the crankshaft. The engine quickly became available in the A8, though only to European and Asian customers. From its introduction through its discontinuation in 2003, only 750 of the D2 "W12" models were produced. 2001 also marked the debut of the high-performance S8 variant in North American markets.

 

In 2002, the A8 L received standard xenon high-intensity discharge lamp (HID) headlights, and a heated steering wheel. A tyre pressure monitoring system (TPMS), an updated Symphony II stereo, and new exterior colours were also added. For 2002, all A8 variants received a trunk/boot interior release lever to facilitate escape in the event an individual became trapped within.

 

Factory production of this generation ceased at Number 105,092 on August 4, 2002.

 

COUPE (PROTOTYPE)

In 1997, IVM Automotive of Munich, Germany built a two-door Audi A8 Coupé. The car was unveiled at the 1997 Geneva Motor Show. Audi contracted IVM to build the prototype, and was considering production of the vehicle. The coupé had a re-engineered aluminium body, shorter than the production A8 saloon. Like the Mercedes-Benz CL-Class, there was no central "B" pillar, giving the car a seamless design with a gradually sloping roofline. The car included custom leather seats which could seat four. Ultimately, Audi decided not to put the A8 Coupé into production, citing lower-than-expected sales figures for the similar BMW 8 Series and Mercedes-Benz S-Class Coupé. Only one A8 Coupé was ever built. The single prototype, painted in a colour called "Ming Blue pearl", remains the property of IVM Automotive, and resides in Munich. Its last public appearance was in 2002 on a series of test drives.

 

S8

Audi introduced the S8 4.2 quattro into the European market in 1996. The S8 followed the naming convention of other high-performance Audi "S" models such as the Audi A6-derived S6 and was similar in vein of Mercedes-Benz AMG models. In markets such as the UK, the S8 was only available with the automatic transmission. Cosmetically, Audi differentiated the S8 from the A8 with solid aluminium alloy door mirror housings, chrome-effect beltline and lower front grille trim, and polished twin exhaust pipes, along with subtle "S8" badging. 14-way power adjustable and heated sports front seats with memory function were fitted as were heated rear seats. Standard alloy wheels were 18-inch cast aluminium alloy "Avus" six-spoke style. After the 1999 facelift, 20-inch polished nine-spoke RS wheels became an option. In 2002, 18-inch nine-spoke RS wheels became a no-cost option.

 

At the same time of the A8's facelift in late 1999, the S8 received the same cosmetic upgrades. This update marked the release of the S8 to the North American market. Production of the D2 series S8 ended in September 2002.

 

The D2 series S8 featured an uprated, 250 kW (335 hp) version of the 4.2-litre V8 with four valves per cylinder. From late 1999, Audi increased this to five valves per cylinder with power increased to 265 kilowatts (355 hp) and 430 newton metres. From launch in 1996, European-market models came standard with a six-speed manual transmission. A sports-recalibrated version of the ZF 5HP24 five-speed tiptronic automatic, featuring "Dynamic Shift Programme" (DSP) was released a year later and was the only transmission available in most other markets.

 

A retuned, 20-millimetre (0.8 in) lowered sports suspension included a 30 percent stiffer spring rate and 40 percent more compression damping in the shock absorbers. Speed-sensitive "servotronic" power assisted steering was also standard.

 

The brakes featured Bosch 5.3 anti-lock braking system (ABS), with electronic brakeforce distribution (EBD), and worked radially ventilated front discs. From 2002, an upgraded Bosch 5.7 electronic stability programme became standard fitment.

 

SECOND GENERATION (D3, Typ 4E; 2002–2009)

The second-generation Audi A8 (Typ 4E) built on the Volkswagen Group D3 platform was unveiled via press release in July 2002 and introduced in November 2002 in Europe and in June 2003 (as a 2004 model) in the United States. The model was longer than the previous generation, with room for four or five large adult occupants in the cabin, depending on rear seat configuration. The D3 development program began in 1996, with the design process commencing in Ingolstadt in 1997. The whole Audi design studio based in Ingolstadt first contributed sketch proposals, from which numerous different themes emerged. Six of them were developed into full size clay models and worked up in a traditional manner adjacent to full size tape drawings. At least three one quarter scale models were produced to explore other design variations.

 

The six full size exterior clay models were reduced to two in late 1998 and these continued to be refined in parallel for a year. At the end of 1999 the final theme selection was made, by Miklós Kovács and Imre Hasanic the main contributing designers. This lengthy development time was in part due to the body being made from aluminium, a material less able to take the small radii of sharp feature lines such as those on the (steel bodied) A4 (B6) designed in 1998.

 

In parallel to the exterior design development the interior design was progressed with a total of four full size models produced and the production car's horizontally themed instrument panel design dominant from early on, with Norbert Schneider, Mark Bergold and Enzo Rothfuss the main contributing designers.

 

Grouping major controls nearer the driver for a more driver focused identity whilst creating a more airy and spacious feel were early priorities for the interior design team was headed by Jurgen Albamonte. This was in part facilitated by the Multi Media Interface (MMI) designed by Jurgen Schröder, that pioneered on the D3 A8 after the Audi Avantissimo concept car preview, and also by class leading colour and trim from Barbara Krömeke and Melinda Jenkins.

 

Under the supervision of Dany Garand, during the first half of 2000 exterior and interior clay models were digitized and developed using digital design tools in a supporting, not leading, capacity. The D3 final production design was later frozen in the summer of 2000 for an August 2002 start of production.

 

The A8 was previewed 2001 Frankfurt Motor Show by the Audi Avantissimo concept car. This concept introduced much of the technology later available on the series production A8 D3, including: Multi Media Interface, 6-speed automatic transmission with shift paddles, V8 biturbo engine (S8), self-levelling adaptive air suspension with continuously controlled damping, electric park brake, bi-xenon headlights with static Adaptive Front Lighting System (AFS) curve headlights, dashboard, driver identification systems with fingerprint scanner.

 

As with the previous version, two body variants of the second generation A8 are offered, the A8 (standard, or short wheelbase), and the long-wheelbase (LWB) A8 L. The A8 L adds 120 mm to the rear legroom and 11 mm to the overall height of the car.

 

INNOVATIONS

- World premiere of Multi Media Interface (MMI) in-car user interface (similar to BMW iDrive)

- Multiplexed high speed MOST Bus optical fiber data networks (interconnecting tens of microprocessors on common databusses), integrated with MMI.

- First Audi with Bi-Xenon HID headlamps for both low and high beam

- World premiere of static Adaptive Front Lighting System (AFS) curve headlights (from Hella)

- First Audi with 4-wheel Adaptive Air Suspension and Continuous Damping Control (CDC)-(Skyhook suspension).

- First Audi GPS navigation system with DVD maps

- First Audi with six-speed automatic transmission (Tiptronic)

- First Audi featuring driver identification system.

 

In 2005, new internal combustion engines became available. For European and Asian market customers, the entry-level 3.0-litre V6 engine was replaced with a new 3.2-litre unit featuring Fuel Stratified Injection (FSI), which it shared with the Audi B7 A4 and Audi C6 A6. The top-of-the-line W12 version debuted that year. The advantage of the W12 engine layout is its compact packaging, allowing Audi to build a 12-cylinder sedan with all-wheel drive, whereas a conventional V12 could only have a rear-wheel drive configuration as it would have no space in the engine bay for a differential and other components required to power the front wheels. In fact, Audi's 6.0-litre W12 is actually slightly smaller by overall dimensions than the 4.2-litre V8.

 

In addition to the added power trains, Audi restyled the D3 platform A8 range slightly in 2005, giving all variants a taller, wider trapezoidal single-frame grille. The top-of-the-line W12 engined W12 version was the first model to be equipped with this grille; V8 engined models were fitted with the new grille the following year.

 

The D3 generation A8 introduced the 235 kW (315 hp) 4.2-litre Turbocharged Direct Injection (TDI) V8 engine (subsequently uprated to 240 kW (322 hp)). The engine uses two turbochargers and two intercoolers, with each turbocharger functioning exclusively for one bank of four cylinders.

 

The adaptive air suspension gives the vehicle clearance a range from its normal 120 mm up to 145 mm in lift mode and down to 95 mm in the Autobahn mode, which is automatically activated when a speed of more than 120 km/h is maintained for more than 30 seconds.

 

In September 2005 Audi became the first car maker to offer the 1,000-watt 14-channel ICEpower sound system option from Bang & Olufsen.

 

A8 L W12 QUATTRO SECURITY

It is an armoured vehicle with B6+ and B7 (European standard) ballistic ratings. It includes a W12 engine rated 331 kW (450 PS) and 580 N·m (428 lbf·ft), emergency exit system featuring pyrotechnic blown-out doors, fire extinguisher system with spray jets located in the engine compartment, underbody and in the wheel arches; smoke extractor in passenger compartment, run flat tires, bullet proof windows, the full protection plus package and LED flashers in the exterior mirrors. Buyers are also offered facility to dispatch two drivers on a special training course.

 

S8 5.2 FSI QUATTRO

The S8 high-performance sports variant, now called the "Audi S8 5.2 FSI quattro" was announced in the last quarter of 2005 and full production started in June 2006 and ended in September 2009.

 

The S8 includes subtle detailing to distinguish it from its related A8. The trapezoidal "single-frame" grille bears the characteristic Audi "S model" vertical strut detail which are highlighted in a chrome finish. "S8" badging is displayed front and rear, whilst "V10" badges are displayed on each front wing above the side-repeater indicators. The rear boot-lid incorporates a subtle rear spoiler, and the rear is finished with four chromed oval exhaust tailpipes. Adaptive Xenon-plus high-intensity discharge (HID) headlamps include static turning lights, along with "swiveling" dynamic cornering lights. Daytime running lamps are five light-emitting diodes (LEDs) incorporated into a cloverleaf designed reflector, incorporated into the main headlamp housing.

The D3 series S8 features a 5.2-litre all-aluminium alloy four-valves per cylinder V10 petrol engine. This engine is a derivative of the Lamborghini Gallardo's original 5.0-litre Lamborghini V10, which was also developed under the Volkswagen Group ownership. On this Audi-only variant, compared to the Lamborghini engine, it features a longer stroke and wider bore - which increases the displacement of the engine, and produces more torque at lower revs, making it more suitable for the larger and heavier full-sized luxury Audi application. It produces 331 kW (444 hp) of power and 540 N·m of torque. By having its bore whittled out an additional 2 millimetres, displacement in the S8 application increases from 5.0- to 5.2-litres. The engine also features Audi's direct-injection system, called Fuel Stratified Injection (FSI).

 

A sports-optimised ZF 6HP26-A61 six-speed tiptronic automatic transmission with "Dynamic Shift Programme" (DSP) and "sport" mode, with steering wheel mounted paddle-shifters, is the only offering. Output is transmitted via Audi's quattro all-wheel drive system, initially using the Torsen T-2 50:50 dynamic centre differential, and from 2007 for the 2008 model year, utilising the Torsen T-3 asymmetric dynamic centre differential, with a "default" torque distribution of 40 percent to the front axle and 60 percent to the rear.

 

The S8's top speed is electronically limited to 250 km/h. Audi's factory performance claims indicate a 0 to 100 km/h time of 5.1 seconds whilst consuming 98 RON unleaded petrol. The S8 has similar performance to Audi's own top-of-the-line A8 L W12, though the W12 is more expensive, has more torque, and built on a longer wheelbase. Compared to the A8 L W12, the S8 has sportier mechanical features such as a firmer suspension, larger wheels, and ceramic brakes. The shorter wheelbase and 10-cylinder engine save weight for better handling, but at 5.4 seconds from 0–60 mph the S8 trails the W12.

 

The S8, like its related A8, utilises a multi-link suspension layout front and rear, with pressurised air springs. However, for the S8, the effective spring and damper rates are noticeably firmer, along with re-engineered suspension mounts.

 

The brake system consists of radially ventilated discs all round. The discs are clamped with gloss-black painted dual-piston calipers up front, and a single-piston sliding caliper at the rear, coupled to an electro-mechanical parking brake. A Bosch ESP 5.7 (later upgraded to ESP 8.0) electronic stability control, with ABS, brake assist, EBD complete the brake system. Optional "Audi ceramic" carbon fibre-reinforced silicon carbide (C/SiC) composite front and rear brakes are available, which use radially vented, and floating SGL Carbon discs, with anthracite grey painted twelve-piston fixed Brembo monobloc alloy calipers. Standard alloy wheels consist of 20-inch "S design" alloy wheels.

 

A8L CENTENNIAL LIMITED EDITION (2009–)

The A8L Centennial Limited Edition (奧迪A8L百年限量版) is a limited (800 units total) version of the A8L 3.0 FSI with multitronic and the A8L 6.0 W12 quattro for the Chinese market, commemorating Audi's 100th anniversary. It included horizontal chrome-plated front grille (from the A8L 6.0 W12 quattro), "V6" metal logo at the upper left of the air-inlet grille (A8L 3.0 FSI), LED daytime running lights, heated leather steering wheel, 19-inch 12-spoke polished aluminium alloy wheels, heated steering wheel in grey leather with beige stitching, Bang & Olufsen advanced audio system, Alcantara equipment bag, Assam ash red veneer, floor mat with aluminium trim, a metal 'Audi exclusive' commemorative logo at inn door trims.

 

The vehicles went on sale on the 18 October 2009 as 2010 model year vehicles.

In North America, only the 4.2 V8, 5.2 V10, and 6.0 W12 petrol engines are available. The 4.0 TDI was discontinued when the 4.2 TDI was introduced.

Third generation (D4, Typ 4H; 2010–present)

The third generation of the Audi A8 was introduced in Miami on 30 November 2009. The chassis was built on the Volkswagen D2 platform.

 

INITIAL RELEASE

NEW FEATURES

Changes include:

Full LED headlamps with Automatic high beam switching or Audi adaptive light (Xenon) with variable headlight range control

enhanced MMI Multi Media Interface with touchpad & handwriting recognition for the phone and navigation system, using Nvidia Tegra System on a chip for very high processing speed.

optional 1,400 watt Bang & Olufsen sound system.

driver assistance systems networked using FlexRay technology.

Hard disk drive GPS navigation with 3D computer graphics with Google Earth.,

navigation system coordinates input to the adaptive headlights, transmission, adaptive cruise control and electronic stability control.

Infrared Night Vision Assistant with pedestrian recognition

broadband internet with UMTS 3G and WLAN-Hotspot

First production Audi with a Collision avoidance system: Pre sense (similar to Mercedes-Benz Pre-Safe). The full version of the system (Pre Sense Plus) works in four phases. In the first phase, the system provides warning of an impending accident, while the hazard warning lights are activated, the side windows and sunroof are closed and the front seat belts are tensioned. In the second phase, the warning is followed by light braking, strong enough to win the driver's attention. The third phase initiates autonomous partial braking at a rate of 3 m/s². The fourth phase decelerates the car at 5 m/s² followed by automatic deceleration at full braking power, roughly half a second before projected impact. A second system, called (Pre Sense Rear), is designed to reduce the consequences of rear-end collisions. The sunroof and windows are closed and seat belts are prepared for impact. The optional memory seats are moved forward to protect the car's occupants. The system uses sensor fusion with twin radar and a mono camera and was introduced in 2010.

 

A8 (L) (2010–)

The third-generation Audi A8 (L) (Typ 4H) is based on the Volkswagen Group MLB platform, but retains the Audi Space Frame aluminium construction of the previous A8, making it the lightest all-wheel drive car in the full-size luxury segment, while also giving it best-in-class fuel economy. The quattro all-wheel drive system splits torque with a default bias of 40 percent front and 60 percent rear.

 

The vehicle was unveiled in Design Miami 2009 on 30 November 2009., followed by the 2010 North American International Auto Show.

 

Early models include A8 4.2 FSI quattro (372PS), A8 3.0 TDI quattro (250PS), A8 4.2 TDI quattro (350PS). A8 3.0 TDI (204PS) was added later.

 

Initial internal combustion engine options comprise 4.2-litre Fuel Stratified Injection (FSI) petrol and Turbocharged Direct Injection (TDI) diesel V8s, with 273 kW (366 hp) and 258 kW (346 hp) respectively. A 3.0-litre V6 TDI with either 184 kilowatts (247 hp) or 150 kilowatts (201 hp) will be available later. A 6.3-litre W12 engine only for the long wheelbase model was made available in 2010, and compared to its predecessor it has a larger displacement and direct fuel injection. All engines are mated to the new eight-speed ZF 8HP automatic transmission. Although other Audi vehicles such as the 2010 Audi S4 and 2011 Audi A7 had switched from the 4.2l V8 to the 3.0L supercharged V6, the Audi A8 retained a higher-output 4.2L V8 as the base engine for the 2011 and 2012 model years in North America.

 

Taiwan models went on sale on the 11th November 2010 . Early models include 3.0 TFSI quattro (290PS).

 

A8 L (2010–PRESENT)

The vehicle was unveiled in Auto China 2010., followed by the 2011 Taipei Motor Show (A8 L W12 quattro).

 

German models went on sale in the fall of 2010. Early models include a 3.0 TFSI quattro (290PS), a 4.2 FSI quattro (372PS), a W12 6.3 FSI quattro (500PS), a 3.0 TDI quattro (250PS) and a 4.2 TDI quattro (350PS).

 

Taiwan models went on sale on the 11th November 2010. Early models include a 3.0 TFSI quattro (290PS) and a 4.2 FSI quattro (372PS).[42] The A8L W12 quattro was added in 2011. the A8L 4.0 TFSI quattro was added in 2012.

 

Chinese models went on sale in 2011. Early models include an A8L 3.0 TFSI low quattro (289PS), and an A8L 3.0 TFSI high quattro (333PS).

 

A8 HYBRID CONCEPT (2010)

The concept vehicle includes a 2.0 TFSI engine rated at 211 PS (155 kW; 208 bhp) and 350 N·m @1500–4200 rpm, a disc-shaped electric motor rated 45 PS (33 kW; 44 bhp) and 211 N·m, lithium-ion battery, luggage space of 400 liters (14.13 cubic feet), 21-inch wheels with 265/35 tires, Prism Silver body colour with Spectra Flair accent colour, 'hybrid' lettering on both front fenders, illuminated doorsteps with 'hybrid' insignia.

 

The vehicle was unveiled in 2010 at The Geneva Motor Show.

A8 L long-term evolution broadband prototype (2011)

 

It is a version of the A8 L demonstrating 4G long-term evolution (LTE) broadband technology. Developed in collaboration with Alcatel-Lucent, the car's mobile broadband connection is a fourth generation (‘4G’) technology with data transfer speeds of up to 100Mbit/s.

 

During the 2011 Consumer Electronics Show in Las Vegas, Rupert Stadler, Chairman of the Board of Management of AUDI AG, announced that LTE technology would be used in cars by early 2011. The A8 L prototype was unveiled weeks later.

 

A8 L SECURITY (2011–PRESENT)

The A8 L Security is an armoured version of the A8 L with class VR 7 ballistic protection standard (tested as per BRV 2009 guidelines), resistance to explosions against a military hand grenade (tested as per ERV 2010 guidelines), with certain areas of the armouring complies with the criteria for class VR 9 and VR 10, a core safety cell made from hot-formed armoured steel, aramide fabric, ceramics, special alloyed aluminium and multilayer glass; overlapping protective materials at the joints, aluminum side sills with solid steel sections, aluminum alloy armored floor, side windows, windshield and rear window made of special glass with a polycarbonate coating; optional electromechanical window openers, closing assist feature comes standard for the doors, communication box in the luggage compartment (light ceramic doors, aluminum frame), optional battery and the fuel tank protection, two-way communication system with a speaker in the single-frame grille and microphones for the cabin and exterior, an emergency exit system with pyrotechnical separating screws in the hinges, fire extinguisher system, emergency fresh-air system with two oxygen cartridges, a smoke extractor for the passenger compartment, an LED signaling system for convoy travel, flashing lights, a siren, a preparation for professional mobile radio systems, a flag holder, a permanently installed telephone, an accident data recorder, an additional rearview camera and a heated windshield plus partially heated side windows, four-zone climate control system with an ionizer to freshen the air, electric rear blinds, the sonorous Bose surround sound system and a TV tuner, rear are two individual seats with power adjustment, front comfort seats with heating and optional massage and ventilation functions, standard full-leather package, optional relaxation seat (adjustable right-hand rear seat with a power-adjustable footrest, heating and massage), optional center console with large storage compartments and rear seat entertainment system with two 10.2-inch displays, optional folding table, optional refrigerator optional parking heater, Bluetooth car phone online, integrated UMTS module, optional separate telephone handsets, 19-inch forged wheels featuring in semipolished two-tone finish, 255/720 tires with a high load index of 117, synthetic rings on the rims, optional full-size spare tire.

 

The first model included a W12 engine rated 368 kW (500 PS) and 625 N·m, with delivery began in late summer 2011. An additional engine model with improved fuel efficiency went on sale in 2012.

 

The vehicle was unveiled at the 2011 Geneva Motor Show.

 

Deliveries began in late summer 2011.

 

A8 HYBRID (2012–PRESENT)

The production version includes an electric motor rated at 40 kW (54 PS) and 210 N·m, 1.25 kWh lithium-ion battery, 18-inch 10-spoke alloy wheels in turbine blades design (optional 19-inch), hybrid badges, metallic paint finish (optional Arctic Silver body colour), three-zone automatic air conditioning, LED headlights, and a BOSE sound system. Pure electric mode is available for either a top speed of 100 km/h or for up to 3 kilometres at a constant speed of 60 km/h. It went on sale in 2012.

 

The vehicle was unveiled at the 2011 Frankfurt Motor Show.

 

A8 L W12 Audi EXCLUSIVE CONCEPT

It is a limited (50 units) version of the A8 L W12 with seats upholstered in Cognac-colored leather by Poltrona Frau, inlays made from the wood olive ash natural, light gray-brown veneer, sill trims with "Audi exclusive concept" lettering, deep-pile carpeting.

 

The vehicle was unveiled at the 2011 Frankfurt Motor Show.

 

A8 L HYCRID

The long wheelbase version of the A8 hybrid was unveiled in 2010 at the Beijing Auto Show.

 

S8 4.0 TFSI QUATTRO (2012–PRESENT)

The D4 series Audi S8 4.0 TFSI quattro went on sale in 2012. Like the previous iteration, the S8 costs less than the A8 L W12.

 

The S8 can accelerate from 0 to 100 km/h (0 to 62 mph) in 4.2 seconds. It is powered by a 4.0-litre TFSI biturbo V8 engine with 382 kW (512 hp). The engine utilises cylinder deactivation so it can run as a V4 for better fuel economy.[69] The S8's engine is shared with the Bentley Continental GT, while a detuned variant of the engine makes 420 hp which is found in the 2013 Audi S6, Audi S7, and Audi A8. Direct competitors include the BMW Alpina B7 and Mercedes-Benz S63 AMG, which also have biturbo V8 engines.

 

The vehicle was unveiled at the 2011 Frankfurt Auto Show, and went on sale in spring 2012.

 

Taiwan models went on sale in 2013.

 

MARKETING

As part of the Audi A8 launch in Taiwan, Audi built up Audi pavilion in Xin-Yi district, with Tom Dixon invited for the launch event. Yu-Cheng Chou and Chun-Ten Lin's art works were displayed with A8.

 

The Audi A8 3.0 TFSI quattro (290PS) was used in Transporter: The Series.

 

2013 MODEL YEAR UPDATE

Early German A8 models include 3.0 TFSI quattro (290PS), 4.0 TFSI quattro (420PS), 3.0 TDI (204PS), 3.0 TDI quattro (250PS), 3.0 TDI clean diesel quattro (250PS), 4.2 TDI quattro (350PS), A8 L W12 quattro (500PS), A8 hybrid 2.0 TFSI. Early German A8 L Security models include 4.0 TFSI quattro, W12 6.3 FSI quattro.

 

The updated A8 uses LED headlight technology, with automatic high beam lighting, Osram supplies the LEDs while Hella supplies the headlamp itself.

 

Early US models include the A8(L) 3.0 TFSI quattro (333PS), the A8(L) 4.0 TFSI quattro, the S8 4.0 TFSI quattro and the A8 L W12 6.3 FSI quattro. The A8 3.0 TFSI quattro and A8 4.0 TFSI quattro replaced the A8 4.2 FSI quattro.[80] The A8 3.0 TDI clean diesel quattro (240PS) was unveiled at the 2012 L.A. Auto Show, and was set to go on sale in Spring 2013 as a 2014 model year vehicle. The A8 L 3.0 TDI clean diesel quattro (240PS) was set to go on sale in Spring 2013 on sale as a 2014 model year vehicle.

 

Chinese models include the A8L 30 FSI (204PS), the A8L 40 hybrid, the A8L 45 TFSI quattro (290PS), the A8L 55 TFSI quattro (333PS), the A8L W12 FSI quattro and the S8 4.0 TFSI quattro.

 

The A8 L 2.0 TFSI hybrid is sold as an A8L 40 hybrid in China.

 

The A8 L 3.0 TFSI quattro (290PS) is sold as an A8L 45 TFSI quattro in China.

 

TRANSMISSION

All models include an eight-speed tiptronic transmission.

 

PRUDUCTION

2013–2014 Audi A8 and S8 vehicles equipped with a standard sunroof, manufactured between March 12, 2013 and July 15, 2013 were recalled due to possible shattering of sunroof glass panel.

 

WIKIPEDIA

The Toyota Alphard is a full-size luxury MPV (minivan) produced by the Japanese automaker Toyota since 2002. It is available as a seven- or eight-seater with a 2.5 and 3.5 litre gasoline engine in multiple different model lines including Alphard GF, Alphard Executive Lounge, Alphard SC and various hybrid versions which uses the 2.5 litre engine along with an electrical motor and batteries. The vehicle was named after Alphard, the brightest star in the constellation Hydra.

 

The Alphard is primarily made for the Japanese market, but is also sold in Bahrain, Bangladesh, Belarus, Brunei, China, Hong Kong, Indonesia, Oman, Philippines, Russia, Singapore, Malaysia, Taiwan, Thailand and Myanmar.

The Toyota Alphard is a full-size luxury MPV (minivan) produced by the Japanese automaker Toyota since 2002. It is available as a seven- or eight-seater with a 2.5 and 3.5 litre gasoline engine in multiple different model lines including Alphard GF, Alphard Executive Lounge, Alphard SC and various hybrid versions which uses the 2.5 litre engine along with an electrical motor and batteries. The vehicle was named after Alphard, the brightest star in the constellation Hydra.

 

The Alphard is primarily made for the Japanese market, but is also sold in Bahrain, Bangladesh, Belarus, Brunei, China, Hong Kong, Indonesia, Oman, Philippines, Russia, Singapore, Malaysia, Taiwan, Thailand and Myanmar.

Some background:

The Daihatsu Move (ダイハツ・ムーヴ, Daihatsu Mūvu) was a kei car/city car manufactured by the Japanese automaker Daihatsu since August 1995. Kei car (keijidōsha 軽自動車, "light automobile") is the Japanese vehicle category for the smallest highway-legal passenger cars, and similar Japanese categories exist for microvans and kei trucks/utility vehicles. The kei car category was created by the Japanese government in 1949, and the regulations have been revised several times since. These regulations specify a maximum vehicle size, engine capacity, and power output, so that owners may enjoy both tax and insurance benefits. In most rural areas they are also exempted from the requirement to certify that adequate parking is available for the vehicle.

 

Kei cars have become very successful in Japan — consisting of over one third of domestic new car sales in fiscal 2016, despite dropping from a record 40% market share in 2013, after the government increased the kei car tax by 50 percent in 2014. However, in export markets, the genre is generally too specialized and too small for most models to be profitable. Notable exceptions exist though, for instance the Suzuki Alto and Jimny models, which were exported consistently from around 1980.

 

The Move was Daihatsu's response to the similarly designed Suzuki Wagon R that was introduced two years earlier in 1993. The Move was built upon the chassis of the popular Mira (L500) family car, but with a taller body, making it a microvan. The first-generation Move was marketed with a 658 cc (40.2 cu in) three-cylinder engine in Japan, which developed 32 kW (43 hp; 44 PS), and with an 847 cc (51.7 cu in) ED-20 engine in export markets, which also delivered 32 kW but offered more torque than the naturally aspirated 660 cc engines due to its larger displacement. For the domestic market, the Move was later also offered with an optional front-wheel drive model with a turbocharged 658 cc JB-JL four-cylinder engine producing 47 kW (63 hp; 64 PS) – the legal power limit for kei cars, and its top speed was limited to 87 mph (140 km/h) due to the legal restrictions of this vehicle class.

 

The Japanese domestic market models were internally designated L600, or L610 when equipped with four-wheel drive system; L602 was the code for the turbocharged version and export models were internally designated L601. Daihatsu produced more than half a million L600/L610 Move models during its three-year production run, mostly in Japan. It was imported to Europe, too, including the UK, and was furthermore offered with LHD in Continental Europe. In 1997, an upgraded variant with larger headlamps and revised front styling was introduced and marketed as the Move Custom in Japan and was available in subsequent generations, too.

 

However, the Move’s 1999 successor was not exported to Europe anymore, because the Move had turned out to be too similar to the Mira, which had already been sold in Europe for a couple of years under the name Cuore. Here, both models on the same platform and with the same engines filled virtually the same, relatively small microcar niche and sales rather cannibalized each other than being complementarily growing. Nevertheless, the Move microvan remained popular in Japan and Asian markets like Malaysia, Indonesia and China, and has so far been produced in six generations, the latest was launched in late 2014.

  

General specifications:

Wheelbase: 2,300 mm (90.6 in)

Seating: four passengers

Length: 3,295 mm (129.7 in)

Width: 1,395 mm (54.9 in)

Height: 1,620 mm (63.8 in)

Kerb weight: 690–800 kg (1,521–1,764 lb)

 

Powertrain:

658 cc (40.2 cu in) three-cylinder ED-20 engine with 32 kW (43 hp; 44 PS)

and a torque of 67 Nm / 49 lb-ft, coupled with a 5-speed manual or a

3- or 4-speed automatic gearbox

 

Performance:

Top speed: 131 km/h (81 mph)

Acceleration: 0-60 mph in 18.3 sec.

0-100 km/h in 19.4 sec

1/4 mile (402 m) drag time: 21 sec. with manual gearbox

Fuel consumption/mileage: 6 l/100km / 47.1 mpg (imp.) / 39.2 mpg (U.S.) / 16.7 km/l EU-cycle

  

The kit and its assembly:

Yes, a large-scale car, an exotic topic for me. But the “Blue Lights” Group Build at whatifmodellers.com in March 2021 was a good motivator to eventually tackle this project that I had fancied for years but never got myself to procure suitable hardware. I am a huge kei car fan, because these vehicles are a total contrasting concept to ever-growing “normal” cars around them, and there is a wide and very creative range of types around, ranging from sound family cars to vans, utility vehicles or even sports cars (and I am proud to admit that I own and drive such a specimen ^^).

 

Some inspiration for the model came from Kosuke Fujishima’s manga “You are under arrest”, in which, among other kei cars, a tuned, vintage Subaru R-2 in police service, which has its feeble, original 360cc rear engine with 31hp replaced by a Yamaha RZV500R with 80hp, plays a central role. Another factor were personal holiday experiences from a stay in Tokyo some years ago, where I came across several real-world kei cars in police service, including a proud and pristine Suzuki Swift at a rural koban, shiny and always ready for action and crime fighting.

The use of such a wee type of car for police duties appears a bit anachronistic, but these vehicles are just perfect for an urban and typically very tight operational environment. Even fire engines are relatively small in Japan, not bigger than a 7.5 ton truck, because the streets tend to be very narrow.

 

So, a home-made police kei car was the plan. I eventually settled upon an Aoshima 1:24 1st generation Daihatsu Move as a rather dry basis and added typical Japanese police details and equipment. Getting my hands on the police stuff turned out to be a lengthy affair, even though it’s not difficult: Aoshima offers several 1:24 aftermarket sets for conversions, which include flashlights, radio sets and other details. But these are prohibitively expensive, at least for what you get, so that I eventually bought a complete Japanese police car kit, a baroque Aoshima Nissan Cedric (430 Series) sedan. This basically offered the same sprues as the set, at the same price, and it not only supplied a lot of suitable Japanese police detail stuff, including extra flashlights, mirrors or an Asahikage (icon of the national police, “morning sunlight“) badge for the bonnet, it also provided me with a very nice set of optional steel rims. These replaced the Move’s OOB wheel options (either full hub caps or alloy rims for a turbocharged option) for a utility look. As a coincidence they are both 14” size, so that I could use the Move’s relatively narrow rubber tires on the Cedric’s wheels. With the chrome hubcaps, the new black wheels give the vehicle a kind of retro look, and it somehow reminds me of early American Hot Rods? Probably because of the Move’s boxy shape. Weird.

 

The police parts were simply added to the Move kit, but this was not always an easy task. In the cockpit I had to find enough space for the radio set in the dashboard, and the flashing lights had to be modified to suit the Move’s narrow roof – which thankfully features fixed rails, so that the bulky housing could be easily mounted over the B-pillar. I also found that one of the red flashing lights that are typically mounted to the front was missing, so that I had to improvise that and create suitable holders. Further additions include in- and external extra mirrors for the co-driver, a scratched notepad and a kind of chocolate bar on the dashboard.

  

Painting and markings:

Thanks to some preparation time for the GB since November 2020 I was able to get my hands on a rattle can with a Toyota white car paint (BTW, Daihatsu is part of Toyota), just on the last day before everything was shut down in Germany due to Covid-19 lockdown (lasting until building commenced in March 2021!). The plan was to stay as close to the typical TMPD paint scheme as possible, with a white upper car body and black lower flanks as well as a stylish black blaze on the bonnet.

 

Keeping things simple and easy, the hull was treated with white acrylic primer first and then painted with the Toyota tone. I am not certain whether an official White for Japanese police cars exists or not? In Germany there are RAL stones, but elsewhere…?

The black trim areas were created with decals and/or paint – either from the Cedric’s OOB sheet or from generic stripes (TL Modellbau), which were used instead of tape masking to create sharp demarcation lines, while the rest was filled with black (Humbrol 21). The fixed rails on the roof and the small spoiler became black, too, matching the flashlights’ housing. The window frames were painted in Tar Black (Revell 06), which is a very dark grey and rather looks like the typical rubber seals and plastic fairings than pure black.

Since a real-world police car would not be too flashy and rather have a robust utility look, I painted the bumpers in dark grey (Humbrol 67), later slightly dry-brushed with medium grey, simulating bare plastic. Not elegant, but a nice, slight contrast to the stark black/white livery. The chassis plate/suspension/underside was painted in semi-matt black, as well as the steel rims with their chrome caps. These suit the Move IMHO surprisingly well!

 

With simplicity and sobriety in mind, the interior was painted in medium grey, in this case Humbrol 164 (RAF Dark Sea Grey). A light black ink wash was applied to the seats and dry-brushing with light grey was added, too, to simulate fabric texture. The dashboard became grey, too, with black details like the instrument panel, vents and some switches. The radio set was painted black, too, to highlight it and underline that it is a retrofitted piece – even though this is hard to see from the outside.

 

Once all decals (a mix from the Move and the Cedric sheets) were in place and the door outlines emphasized with black ink, the car body was sealed with glossy acrylic varnish and the bumpers received a semi-matt finish, for the bare plastic look. The mirror surfaces were created with a self-adhesive, highly reflective foil, which – even though it is a bit thick – looks much better than any painted solution.

 

For the license plate I went for a typical yellow kei car version – even though I have seen police kei cars carrying white plates with green letters, which indicate special vehicles that have to undergo annual inspection. This is frequently found on “normal” Japanese police cars, and an option in the Cedric kit. But I found the yellow ones more suitable and attractive – maybe it’s a lethal flaw (also the selected numbers and kanji), but that’s already quite nit-picky.

  

An exotic topic, at least for me, and it’s also full of nostalgia and vacation memories. However, I think that the police Move looks pretty good and believable, it turned out better than expected and hoped for. It’s also kind of cute (kawaii!)!

And now I have a surplus car kit, the Nissan Cedric, too…