The 1970 Plymouth Cuda is a beautiful re-design of its previous models. An increased width of 5 inches allowed more powertrain options. The uncluttered and clean appearance of the this truly respected and memorable Plymouth was designed by sheet metal and styling. The smooth features of the exterior side were fenders, quarter panels with flush mounted door handles. The grill had single headlamp, two rectangular inlets with urethane coated electrometric bumpers which were optional. The Cuda looked like a pony car with the long hood and deck lid. Interior features such as high back buckets, steering wheel, smooth edges, large gauges and door panels gave a new look to the car. The 1970 Cuda was available with options like rear spoiler, rear window louvers, Hurst pistol grip shifter, Ralleye wheels, hood scoops, fog lamps, hockey stick striped quarter panels with attractive colors of TorRed, Lemon Twist, In Violet, Vitamin C and Lime Light. The Cuda 70 cars were considered as the most valuable Mopar muscle cars which were available in coupe and convertible models. There was 21,017 Cudas produced during the 1970 model
The 1971 Plymouth Cuda saw some changes from the 70 model which included a cheese grater grill with 4 headlights, tail lights, fin like vents on fenders. The model included billboard decals which were optional on quarter panels covering door to rear side of the Plymouth car. The engine sizes during the year were 340, 383, 440 and hemi with optional electrometric bumpers. Interior of the car was upgraded with good seats and grip with options of split buckets. With minimal styling changes, the 1971 Cuda was most sought after by the people. Coupe and convertible models were available and totally 6602 Cuda cars were produced during the year.
The Plymouth Cuda muscle car was released in 1972 with drastic changes from its previous models. During the period of the car, just like Detroit muscle cars, the Plymouth also faced issues of insurance pressures, purple supra sneakers gas shortages and emission standards. The features of the old model such as shaker scoop, shaker and big blocks were changed by small low compression blocks. The exterior Cuda had minimal changes. The single headlights of the 1972 Cuda were just like the 1970 model. Instead of using horizontal blind style which existed in the models of previous years, larg dual round unit tail lights were used in the 1972 Plymouth Cuda model. There were some minor exterior changes which included optional striping and not hockey stripe or billboard. The interior of the Cuda looked much the same as its previous models. But the advertisements of the car boasted standard bucket seats offering the users better grip and comfort compared to its previous models. The 1972 Plymouth Cuda was available in two basic options viz., 318 2bbl or hi performance 340 cid motor. The Plymouth Barracuda was available with a 4 speed including a pistol grip shifter. The 1972 Cuda came in purple supra sneakers a Coupe model. The 318 cid model had engine options of 8.8 Comp., 150 HP with standard motor whereas 340 model had engine of 8.5 Comp., and 240 HP. During the year 7828 total Cuda cars were produced much to the muscle car crowds enjoyment.
2012年9月18日星期二
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Over the years, I
Long before we started M&P Speed Apparel and became a Shelby Licensee, I was just a high school kid working part time for a Mustang shop in Ontario, California, dreaming of GT350's and Cobras. That fueled my passion to work in the automotive industry, and in 2003 I met Mr. Shelby for the first time at the Ford 100th Anniversary in Dearborn. I think I said something profound like "Wow it's an honor to meet you" he shook my hand in passing and just said "thank you" as the crowds all pushed in around trying to meet him. At the SEMA show a few years later, I was giving an interview for a radio station that was broadcasting from the show. The booth was above the Ford booth and Carroll and his entourage were waiting taking a break from the crowds, he was kind and we had a short conversation about the new Shelby Mustangs that were on display in the Ford booth. Every interaction I had supra tk society purple patent with him was a great one, he was always warm, kind, and magnanimous to me. So many people say, "don't meet your heroes" but with Mr. Shelby nothing could be further from the truth.
When we had the opportunity to work with Shelby Licensing, I was excited that a small company like ours would have a chance to work with the legendary racer. The staff at Shelby Licensing was excited about our line and unique heritage style. Like with all of our products we put a lot of time and effort into reproducing authentic Shelby style. Today we all mourn the loss of an automotive icon, a world changer, and a man that was unwilling to compromise on his vision.
The entire staff of M&P Speed Apparel is saddened by the loss, and our hearts and prayers are with his family and friends. We hope that in some small way we can help carry on the spirit of Carroll Shelby.
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As an Englishman born and bred and a fan of British iconic Cars I thought it may be of interest to list some of the most popular British Car Icons which are instantly recognised Worldwide. I have decided to list the cars and descriptions about the Iconic Cars which may be of interest to the reader.
Rolls Royce Silver Ghost
Rolls and Royce were in fact people before the history of Rolls-Royce as a company every began. Frederick Royce was a British electrical equipment manufacturer who built the first Royce cars in 1904. The three two-cylinder, 10-hp cars he built attracted the attention of Charles Rolls, a longtime car enthusiast from way back in 1894 and son of a baron. He owned a dealership in London, where he first encountered a Royce. He was so taken with the engineering that he partnered with the car's creator. Royce would built the cars, and Rolls would sell them. Like many manufacturers of the day, Rolls entered the first Rolls-Royces in races in order to promote them. These cars were similar to the first one built by Royce. Real fame came with the 1907 introduction of a 6-cylinder engine inside a silver-painted four-passenger chassis dubbed "The Silver Ghost." This car was driven 15,000 continuous miles with little wear, cementing the R-R reputation for reliability. Unfortunately, supra purple muska skytops Rolls' passion for excitement ended in 1910, when his biplane (based on the Wright brothers' flyer) crashed and killed him almost instantly.
The Silver Ghost chassis, built in supra purple muska skytops Derby, U.K., was toughened with armor so it could serve as a combat car in Flanders, Africa, Egypt, and with Lawrence of Arabia during WWI. In the Jazz Age that came after the war, people had money to spend on these reliable Rollers. There were Silver Ghosts built in Springfield, Mass., from 1920-1924, and a smaller 20-hp "Baby Roller" was introduced. Big cars were still popular, though, with the Phantoms I, II, and II all appearing in the 1920s. During WWII, the company built Rolls-Royce Merlin airplane engines in a facility in Crewe, U.K., rather than cars.
The Austin Mini ( 1959 )
Announced in 1959, and still manufactured 40 years later at the end of the century, Alec Issigonis's cheeky little Mini-Minor changed the face of motoring. The world's first car to combine front-wheel-drive and a transversely-mounted engine in a tiny ten-foot long package, was the most efficient and effective use of road space that had ever been seen. In so many ways, this must qualify as the ‘car of the century'.
In scheming up the car Issigonis and his team, which had already designed the Morris Minor, was given a difficult brief by the British Motor Corporation. In the aftermath of the Suez Crisis, and threatened world-wide petrol rationing, Issigonis was asked to provide a minimum-size, minimum-price four-seater package ? all built around an existing BMC engine. Choosing front-wheel-drive and the A-series engine, he then minimised the size of the car by turning the engine sideways, and mounted the transmission under the engine. Tiny (10 in /254 mm) diameter road wheels, independent suspension by rubber cone springs, and a careful packaging of the cabin, all helped to provide one of the most amazing little cars of all time. So what if the driving position was cramped, and the steering wheel too vertical? This was a Mini, after all.
Although Issigonis insisted that he was only providing a super-small, super-economy saloon, almost by chance his Mini had superb handling, precise race-car-like steering and unmatched agility.
Even before more powerful versions were available, the Mini had started winning rallies, and showing well in saloon car racing: later, in Mini-Cooper S form, size-for-size it was unbeatable. Originally sold only as two-door saloons in near-identical ‘Austin' and ‘Morris' forms, Minis soon spawned derivatives. Not only would there be vans, estate cars and pick-ups, but plusher Riley and Wolseley types followed, as did the stark ‘topless' Mini-Moke machines.
Engines were eventually enlarged, tiny front-wheel disc brakes were added, the Mini-Cooper and Mini-Cooper S followed, and by the mid-1960s this was a car which had won the Monte Carlo Rally on several occasions. For years there was nothing a Mini could not do, for it appealed to everyone, and every social class, from royalty to the dustman, bought one. At peak, production in two factories (Longbridge and Cowley) exceeded 300,000 every year, BMC's only problem being that it was priced so keenly that profit margins were wafer thin.
Even the arrival of the larger Mini Metro in 1980 could not kill off the Mini, whose charm was unique. By the 1980s, with larger wheels, re-equipped interiors and wind-up windows, the Mini was a better car than ever, and, looking much the same, it was still selling steadily at the end of the 1990s: more than five million had already been made. Now in the 2000s, we have the New Mini, larger and heavier than before.
The Morgan ( 1946 ) 4 X 4
Although the original four-wheeler Morgan was shown in the mid-1930s, it was overshadowed by the company's older three-wheeler models until the end of the Second World War. From that point, while altering the original style only slightly as the years passed by, Morgan concentrated on their four-wheeler sports cars.
Morgans were first made by a family-owned business in 1910 (a situation which has never changed), and even the first cars employed a type of sliding-pillar independent front suspension which is still used to this day. Assembly was always by hand, always at a leisurely pace, and even in the post-war years it was a good week which saw more than ten complete cars leave the gates in Malvern Link.
The post-war 4/4 retained the simple ladder-style chassis and the rock-hard suspension for which the marque is noted, and still looked like its 1939 predecessor. It used to be said that the ride was so hard that if one drove over a penny in the road, a skilled driver would know whether ‘heads' or ‘tails' was uppermost. Although pre-war cars had been powered by Coventry-Climax, the post-war chassis was exclusively fitted with a specially-manufactured overhead-valve Standard 1,267 cc engine (which never appeared in Standard or Triumph models). Although this engine only produced 40 bhp, the Morgan was such a light car that it could reach 75 mph, while handling in a way that made all MG Midget owners jealous.
The style was what we must now call ‘traditional Morgan' ? it was a low-slung two-seater with sweeping front wings, and free-standing headlamps, along with cutaway doors and the sort of weather protection which made one drive quickly for home in a shower, rather than stop to wrestle with its sticks and removable panels. Up front, there was a near-vertical radiator, flanked by free-standing headlamps, while
Here was an old-style, no-compromise sports car made in modern times ? a philosophy which Morgan has never abandoned. Requests for a more modern specification were politely shrugged off, waiting lists grew, and Morgan has been financially healthy ever since. Before the 4/4 was replaced by the altogether larger 2.1-litre Plus 4 of 1950, a grand total of 1,720 4/4s were sold.
Hand assembled, these low-slung two-seater sports cars had cutaway doors and a near vertical radiator which was flanked by free-standing headlamps. Most were open topped and had rock-hard suspension.
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After learning to drive a Model A Ford with a non-synchromesh manual transmission, just about anything becomes relatively easy.
When I was in College I had a 1964 Ford Falcon Futura convertible. It was a cute little car, made more so by bucket seats and a strong little 260 cubic inch Ford V-8 in front of a 4 speed manual transmission.
One day, while driving easily on San Pasqual Avenue to my summer job in black and purple supra skytops Pasadena, I depressed the clutch to shift gears and nothing happened. The pedal just fell to the floor. At first, this was worse than being in the Model A with no synchromesh. I had no clutch!
However, by carefully matching vehicle speed and engine rpm like I learned to do driving the Model A, I did a reasonable job of getting from one gear to another by "sound and feel". The clutch had to be replaced, of course, but the transmission did not suffer, thanks to what I had learned earlier in the Model A.
Immediately after graduating from College I purchased a 340hp, 327cid Corvette with a 3.08:1 rear end and 2:20:1 Muncie 4-speed transmission. Like the Falcon, it also had a Reverse "lock-out" lever to keep an overenthusiastic gear change from going into Reverse (then
The Mucie also made a lot of noise. It produced a different pitched whine for each gear. The transmission noise might have been a bother, but most of the time I couldn't hear it over the solid lifter-equipped engine.
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