Wednesday, July 31, 2013

1959 Cadillac Series 62

The Series 62 was a series of cars produced by Cadillac, designed to replace the Series 65 in 1940. It remained in production through 1964, having been renamed Series 6200, when it was replaced by the Cadillac Calais name.

The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 130 in (3,302 mm) wheelbase.

Engine output was an even 325 hp (242 kW) from the 390 cu in (6.4 L) engine. The Series 6200 was identifiable by its straight body rub moldings, running from front wheel opening to back bumpers, with crest medallions below the spear. A one-deck jeweled rear grille insert was seen. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror and oil filter. The convertible model had power windows and a two-way power seat. Plain fender skirts covered the rear wheels and 4-doors were available in either four-window or six-window hardtop configurations. With the De Villes and 2-door Eldorados in their own series sales plunged to only 70,736, the lowest since the 1950 model year.

The 1960 Series 6200 had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. Series 6200 were distinguished by plain fender skirts, thin three-quarter length bodyside spears and Cadillac crests and lettering on short horizontal front fender bars mounted just behind the headlights.

Four-window and six-window hardtop sedans were offered again. The former featured a one-piece wraparound backlight and flat-top roof, while the latter had a sloping rear window and roofline. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror and oil filter. The convertible model had power windows and a two-way power seat.

Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Fawn, Blue or Gray Cortina Cord or Turquoise, Green, Persian Sand, or Black Caspian cloth with Florentine vinyl bolsters. Convertibles were upholstered in Florentine leather single or two-tone combinations or monochromatic Cardiff leather combinations.

1950 Oldsmobile 88
1957 Lincoln Premiere
1955 Mercury Montclair
1958 Continental Mark III
1951 Rambler Custom Landau
1956 Ford Thunderbird
1953 Oldsmobile Fiesta
1959 Cadillac Series 62
1954 Hudson Hornet Brougham
1956 Packard Caribbean
1959 Dodge Custom Royal
1957 Chevrolet Bel Air
1955 Buick Century
1957 Chrysler New Yorker
Fiat V8 , Fiat Supersport           

Thursday, July 25, 2013

1955 Chevrolet Bel Air

The Chevrolet Bel Air was a full-size automobile that was produced by the Chevrolet division of General Motors for the 1950–1975 model years. Hardtops in the Chevrolet Deluxe Styleline model range were designated with the Bel Air name from 1950 to 1952, but it was not a distinct series of its own until the 1953 model year. Bel Air production continued in Canada for its home market only through the 1981 model year.

Oldsmobile Super 88


 For 1955, Chevrolet's full-size model received all new styling and power. It was called the "Hot One" in GM's advertising campaign. Chevrolet's styling was crisp, clean and incorporated a Ferrari-inspired grille. Bel Airs came with features found on cars in the lower models ranges plus interior carpet, chrome headliner bands on hardtops, chrome spears on front fenders, stainless steel window moldings,[1] and full wheel covers. Models were further distinguished by the Bel Air name script in gold lettering later in the year.[9] For 1955 Chevrolets gained a V8 engine option.

The new 265 cu in (4,340 cc) V8 featured a modern, overhead valve high compression, long stroke design that was so good that it remained in production in various forms, for many decades. The base V8 had a two-barrel carburetor and was rated at 162 hp (121 kW), and the "Power Pack" option featured a four-barrel carburetor and other upgrades yielding 180 bhp (130 kW). Later in the year, a "Super Power Pack" option added high-compression and a further 15 bhp (11 kW). "Idiot" lights replaced gauges for the generator and oil pressure.[10] Motor Trend magazine gave the Bel Air top marks for handling.[10] Popular Mechanics reported acceleration for a V8 Bel Air with Powerglide as being 0-60 mph in 12.9 seconds, plus a comfortable ride, and good visibility. On the other hand, the horn ring blocked some of the speedometer, regular gasoline made the engine knock, and the first V8 engine off the line burned too much oil.[11] Front legroom was 43.1".[1] Brakes were 11" drums.[12] A new option for V8-equipped 1955 models was air conditioning, with outlets on each side of the dashboard; a heavy-duty generator was included on cars equipped with this option.

The 1956 Bel Air received a face-lift with a more conventional full-width grille, pleasing those customers who didn't favor the Ferrari-inspired '55 front end. Distinctive two-tone bodyside treatments and graceful front and rear wheel openings completed the "speedline" restyling. Single housings incorporated the taillight, stoplight, and backup light, and the left one held the gas filler - an idea popularized on Cadillacs. Among the seven Bel Air models was a new Sport Sedan, a pillarless four-door hardtop that looked handsome with all the windows rolled down and allowed easy entry into the back seat. Production exceeded 103,000, compared to 128,000 two-door hardtops. Shapely two-door Nomad wagons topped the price chart at $2,608, but now carried the same interior and rear-wheel sheetmetal as other Bel Airs, lacking the original's unique trim. Only 7,886 were built. The least costly Bel Air, at $2,025, was the two-door sedan. Seatbelts, shoulder harnesses, and a padded dashboard were available,[10] and full-size cars could even get the hot Corvette 225-horsepower engine. In 1956 sales material there was an optional rain-sensing automatic top,[13] which was first seen on the first on the 1951 LaSabre concept car. However, it is believed that it was never installed on a car.[14] Popular Mechanics reported only 7.4% of owners in their survey ordered seat belts.

In 1957 engine displacement grew to 283 cu in (4,640 cc) with the "Super Turbo Fire V8" option producing 283 hp (211 kW) with the help of continuous (closed loop) mechanical fuel injection. These so-called "fuelie" cars are quite rare, since most Bel Airs were fitted with carburetion. The 1957 Bel Air is among the most recognizable American cars of all time; well-maintained examples, especially Sport Coupes and Convertibles are highly sought after by collectors and enthusiasts. They are roomy, fuel-efficient, with tastefully restrained, period use tail fins and chrome. A second automatic transmission, Turboglide, was optional. While the original two-speed Powerglide continued unchanged, Turboglide provided a continuously variable gear ratio which made "shifting" imperceptible. The shift quadrant on Turboglide cars followed a "P R N D Lr" pattern.[15][16]

From 1955 to 1957, production of the two-door Nomad station wagon was assigned to the Bel Air series, although its body and trim were unique to that model. Prior to becoming a regular production model, the Nomad first appeared as a Corvette-based concept vehicle in 1954. Chevrolet has since unveiled two concept cars bearing the Nomad name, most recently in 1999. The 1955–1957 Chevrolets are commonly referred to as TriFives.

The 1955-1957s were made in right-hand drive and shipped from Oshawa, Canada, for local assembly in Australia (CKD), New Zealand (SKD) and South Africa. All three model years had a reversed version of the '55 LHD dashboard and did not get the LHD models' 1957 redesign.

La Chevrolet Bel Air est une voiture du constructeur automobile américain General Motors sous la marque Chevrolet. Elle fut produite de 1953 à 1975 à travers cinq générations différentes. Le nom vient de Bel Air, un quartier huppé de la ville de Los Angeles1. Elle était déjà produite en 1949 en version berline et coupé. Un concept car de la marque, reprenant le nom, a été présenté lors du Salon international de l'automobile d'Amérique du Nord de 2002 mais fut sans suite commerciale.

Der Chevrolet Bel Air war ein PKW der oberen Mittelklasse, der in den Modelljahren 1953 bis 1975 von Chevrolet in den USA zunächst als Luxusversion des Modells Two-Ten und damit Spitzenmodell gebaut wurde. Mit Einführung des Impala als eigenständige Modellreihe 1959 stellte er die mittlere Ausstattungsvariante dar. Ab 1973, nach dem Wegfall des Biscayne, war er Chevrolets günstigstes Angebot in seiner Klasse.

シボレー・ベル・エアー(Chevrolet Bel Air)は、GMグループのシボレー部門で1953年から1975年まで生産され、カナダに生産拠点を移して1981年まで生産が続けられた。1950年から1952年に、ベル・エアーの名を冠してシボレーの上質で高級なモデルとしてデザインされたが、生産には至らなかった。

شورولت بل ایر (Chevrolet Bel Air) خودرویی است که در سال‌های ۱۹۴۹ تا ۱۹۷۵تولید شده‌است. این خودرو در کلاس خودرو سایز بزرگ قرار گرفته، طراحی آن خودروهای موتور جلو-محور عقب

Tuesday, July 9, 2013

Mercedes-Benz 350/450/380/500/560SL

Strictly speaking, the R107 Mercedes SL isn’t a sports car but a two-seat GT. You may or may not consider that A Good Thing, but it’s precisely what Daimler-Benz intended.

D-B began contemplating a successor to the "pagoda-roof" W113 SL in the mid-60s. The firm was in an expansionist mood, seeking increased profits (though not necessarily more sales) especially in the lucrative U.S. market. Management realized that bigger, plusher, costlier cars were the way to go. Kicking off another design cycle for the entire Mercedes line, the replacement SL, internally coded R107, was the first model to embody this new philosophy, from which D-B has reaped vast rewards ever since.

Bigger and plusher the R107 certainly was, and very much designed with America in mind. Compared with the 230/250/280SL, it was longer overall (by 3.3 inches) and in wheelbase to provide a little more space behind the cockpit and room ahead for air conditioning, standard for the States.

It was also wider to accommodate Washington’s required door guard beams as well as bigger tires -- almost a necessity, as a switch from aluminum to steel body panels added some 300-400 pounds to curb weight. The extra beef undoubtedly contributed to passive safety, though several other features did more: a fuel tank tucked out of harm’s way over the rear axle, safety door handles and steering wheel, new-design seatbelts.
The R107 certainly looked heavier, with none of the previous SL’s lithe simplicity. A lift-off pagoda-style hardtop was retained (and even mimicked by a slight trunklid concavity) and there were functional features like ribbed taillamp lenses and A-pillar troughs that shed rain and muck to help the driver see and be seen. Overall, though, the styling was not readily accepted. One U.S. magazine initially described it as "Americanized" and "Anti-agile."

And this weightier Mercedes-Benz SL was less agile than its predecessors, though more civilized. Yet its chassis was quite capable, evolved from that of the late-60s "New Generation" compact sedans, with D-B’s typical rear swing axles (altered to function like semi-trailing arms) and excellent recirculating-ball power steering. To counteract the greater heft and enhance refinement, D-B specified its smooth 3.5-liter V-8 as standard for Europe.

American SLs got a 4.5-liter enlargement that emission controls rendered no more powerful. A clumsy four-headlamp treatment, instead of single flush-mount lights, also marred the U.S. version, as did protruding 5-mph "impact" bumpers, federally mandated from 1972-73.

Mercedes-Benz R107

Though far removed from the original "Sports Light" concept, the R107 sold like no previous Mercedes-Benz SL, and has remained popular for a remarkable 16 years without major alteration. Not that Daimler-Benz has ever advocated change for its own sake but, with sales consistently strong, there’s been no need to monkey with this assured, polished, and solid sports tourer -- timeless in its open-air appeal and always decently quick, sometimes exhilarating.

Which brings us to the changes that have been made, mostly in engines. Let’s start with Europe, where a 2.8-liter twincam six-cylinder version was added in 1974 as an Energy Crisis special. This ran through 1985, when D-B substituted its new 3.0-liter sohc six (from the W124 sedans) for a new 300SL (though it was nothing like the hallowed Gullwing).

A hot 500SL appeared for 1980 -- just in time for "Energy Crisis II," though inflation had lifted all Mercedes into such rarefied price territory by then that sales were hardly affected by a mere fuel shortage.
Meanwhile, America got a smaller version of this all-aluminum 5.0-liter V-8 for a 1981-model 380SL, whose tame acceleration led to a "black market" demand for European 500s that frankly embarrassed Mercedes-Benz of North America. This plus an eventual oil glut persuaded D-B to develop a 5.6-liter replacement as a U.S. exclusive for ’86. Like the 500, it boasted improved anti-dive/anti-squat control, Bosch anti-lock brakes, and front chin spoiler (but no rear spoiler), plus driver’s airbag, limited-slip differential, and upgraded trim and equipment. In Europe, a 420SL replaced the 3.8-liter as the mid-range offering.

Today, the R107 is the senior citizen of the Mercedes line, and engines alone, no matter how good, aren’t enough against younger, higher-tech, more aerodynamic competitors. D-B is ready with a new R129SL, for 1989-90, and the R107 will be retired at last.

Thursday, July 4, 2013

Mercedes-Benz R107

The Mercedes-Benz R107 and C107 automobiles were produced from 1971 through 1989 and were described by many as one of the best looking cars Mercedes-Benz produced to date,[2] 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 R107 replaced the W113 SL-Class in 1972 and was replaced by the R129 SL-Class in 1989. The SLC replaced the W111 Coupé in 1971 and was replaced by the C126 S-class coupe in 1981.

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