Chevrolet Chevelle SS 454

Wednesday 24 December 2019
The Chevrolet Chevelle is a mid-sized muscle car which was produced by Chevrolet in three generations for the 1964 through 1977 model years. Part of the General Motors (GM) A-Body platform, the Chevelle was one of Chevrolet's most successful nameplates. Body styles include coupes, sedans, convertibles and station wagons. Super Sport versions were produced through the 1973 model year, and Lagunas from 1973 through 1976. After a three-year absence, the El Camino was reintroduced as part of the new Chevelle lineup. The Chevelle also provided the platform for the Monte Carlo introduced in 1970. The Malibu, the top of the line model through 1972, replaced the Chevelle nameplate for the redesigned, downsized 1978 models.

The 1968 Chevelle got an all-new distinctly sculpted body with tapered front fenders and a rounded beltline. The car adopted a long-hood/short-deck profile with a high rearquarter "kick-up". While all 1967 Chevelle models rode a 115-inch (2,900 mm) wheelbase, the 1968 coupes and convertibles now rode a sporty 112-inch (2,800 mm) wheelbase. The sedans and wagons turned to a 116-inch (2,900 mm) span. Tread width grew an inch front and rear. Hardtop coupes featured a semi-fastback, flowing roofline. Top-trim models (including the SS 396 and new luxury Concours) featured GM's new Hide-A-Way wiper system. Lesser Chevelles would get that change later. The Super
Sport (SS396 sport coupe, convertible, and El Camino pickup) became series on its own. Chevrolet produced 60,499 SS 396 sport coupes, 2,286 convertibles, and 5,190 El Caminos; 1968 was the only year the El Camino body style would get its own SS396 series designation (13880). Black-accented Super Sports rode F70x14 red-stripe tires and carried a standard 325-horsepower 396-cubic-inch Turbo-Jet V8 engine below the special twin-domed hood; 350 and 375-horsepower 396 engines could be substituted at additional cost. The SS 396 sport coupe started at $2,899 - or $236 more than a comparable Malibu with its 307-cubic-inch V8. All-vinyl bucket seats and a console were optional. Three luxury Concours options became available in March 1968 for the 4-door sedan, the 4-door sport sedan and consisted of special sound insulation, and a deeppadded instrument panel with simulated woodgrain accents and all-vinyl color-keyed interiors. These Concours options (ZK5, ZK6, and ZK7) should not be confused with the two Concours station wagons. Also new for 1968 was the elimination of the term "sedan" for the 2-door pillar body style. This was now called a coupe (or pillar coupe) while the 2-door hardtop remained a sport coupe. These coupe/sport coupe designations would continue into 1969 as well. The Concours Estate Wagon was one of four distinct Chevelle wagon models. A one-year Nomad, Nomad Custom was offered. Regular Chevelle engines started with a 140 horsepower (100 kW) Turbo-Thrift six or the new 200 horsepower (150 kW) Turbo-Fire 307 V8, but stretched to a 325 horsepower (242 kW) version of the 327-cubic-inch V8. Manual transmission cars got GM's "Air Injection Reactor (A.I.R)" smog pump, which added complexity under the hood. New Federal safety-mandated equipment included side marker lights, as well as shoulder belts for outboard front seat occupants on cars built after December 1, 1967. There were 1968 SS427 Chevelles sold on Indian Reservation's territory to bypass the GM rules that prevented a car from having more than 1 H.P. per 10 pounds of weight limit (exception was the Corvette).

In 1970, sheetmetal revisions gave the bodies a more squared-up stance following the coke bottle styling, interiors were also redesigned too. The 1970 Chevelle shared many sheet metal body parts with the 1970 Buick Skylark GSX, both are GM automobiles and have interchangeable sheet metal. They're also the only 2 high performance muscle cars to share the same roofline. The 1970 Chevelle came in sport coupe, sport sedan, convertible, four-door sedan, a couple of wagons, and coupé utility (the El Camino) body styles. Only 3 of these (Malibu sport coupe, Malibu convertible and El Camino pickup) were available with a choice of one of 2 SS options; RPO Z25 with the SS 396 (402 cid) engine and RPO Z15 with the new 454 cid engine. The base model was now simply called Chevelle (which causes confusion) in lieu of the former base 300 Deluxe, and was only as a Sport Coupe or four-door sedan. Up in Canada however, the base series retained its 300 Deluxe name, with appropriate badging on each front fender just behind the front wheel well. The hardtop, convertible, and sedan received the upgraded sheetmetal but the station wagons and El Camino retained the previous year sheetmetal panels (which went on for the next 2 model years).

Technical data:
- engine: V8
- capacity: 5700 cc
- horsepower: 175 HP
- gearbox: 3+1
- top speed: 180 km/h

Chevrolet Camaro SS

Saturday 21 December 2019
The first-generation Chevrolet Camaro appeared in Chevrolet dealerships on September 29, 1966 for the 1967 model year on a brand-new rear wheel drive GM F-body platform and was available as a 2-door, 2+2 seat, hardtop (no "B" or center pillar) or convertible, with the choice of either a straight-6 or V8 engine. The first-generation Camaro was built through the 1969 model year.

Almost all of 1967-1969 Camaros were built in the two U.S. assembly plants: Norwood, Ohio and Van Nuys, California. There were also five non-U.S. Camaro assembly plants in countries that required local assembly and content. These plants were located in the Philippines, Belgium, Switzerland, Venezuela, and Peru.

The Camaro's standard drivetrain was either a 230 cu in (3.8 L) straight-6 engine rated at 140 hp (104 kW) at 4400 rpm and 220 lb⋅ft (298 N⋅m) of torque at 1600 rpm; or a 327 cu in (5.4 L) and 307 cu in (5.0 L) (later in 1969) V8s, with a standard three-speed manual transmission. There were 8 (in 1967), 10 (in 1968), and 12 (in 1969) different engines available in 1967-1969 Camaros. There were several optional transmissions. A four-speed manual was available with any engine. The two-speed "Powerglide" automatic transmission was available all three years. The three-speed "Turbo Hydra-Matic 350" automatic became available starting in 1969. The optional automatic for SS 396 cars was the Turbo 400 three-speed automatic.

There was a plethora of other options available all three years, including three main packages: The RS was an appearance package that included hidden headlights, revised taillights with backup lights under the rear bumper, RS badging, and exterior bright trim. It was available on any model.

The SS performance package consisted of a 350 cu in (5.7 L) or 396 cu in (6.5 L) V8s and chassis upgrades for better handling and to deal with the additional power. The SS featured nonfunctional air inlets on the hood, special striping, and SS badging.

The Z/28 performance package was designed (with further modifications) to compete in the SCCA Trans-Am Series. It included a solid-lifter 302 cu in (4.9 L) V8, 4-speed transmission, power disc brakes, and two wide "skunk" stripes down the hood and trunk lid.

The idea of offering such a wide variety of packages and numerous options was to "blanket" Camaro's end of the personal car market with everything from an entry level I6 cylinder engine to multiple high-performance V8 engines.

The 1969 Camaro carried over the previous year's drivetrain and major mechanical components, but all-new sheet metal, except the hood and trunk lid, gave the car a substantially sportier look. The grille was redesigned with a heavy "V" cant and deeply inset headlights. New door skins, rear quarter panels, and rear valance panel also gave the car a much lower, wider, more aggressive look. This styling would serve for the 1969 model year only.

To increase competitiveness in the SCCA Trans-Am racing series, optional four wheel disc brakes with four-piston calipers were made available during the year, under RPO JL8, for US$500.30. This system used components from the Corvette and made for a major improvement in the braking capability and was a key to winning the Trans-Am championship. The option was expensive and only 206 units were produced.

The Rally Sport (RS) option, RPO Z22, includes special black painted grille with concealed headlights and headlight washers, fender striping (except when sport striping or Z28 Special Performance Package is specified), simulated rear fender louvers, front and rear wheel opening moldings, black body sill, RS emblems on grille, steering wheel and rear panel, Rally Sport front fender nameplates, bright accented taillights, back-up lights below rear bumper; also includes bright roof drip moldings on Sport Coupe. $131.65, 37,773 built. This option could be added to any other option (i.e., SS or Z/28), making the model an RS/SS or a RS/Z28.

The Z28 option was still available with the 302 cu in (4.9 L) small block producing 290 hp (294 PS; 216 kW) at 5800 rpm and 290 lb⋅ft (393 N⋅m) of torque at 4200 rpm. It was backed by Muncie four-speed with a new-for-69 standard Hurst shifter and connected to a 12-bolt rear axle with standard 3.73 gears. The 302 featured 11:1 compression, forged pistons, forged steel crankshaft and connecting rods, solid lifter camshaft, and Holley carburetion on a dual-plane intake manifold. A dual four-barrel crossram intake manifold was available as a dealer-installed option.

The 1969 model year was exceptionally long, extending into November 1969, due to manufacturing problem that delayed the introduction of the second generation model planned for 1970. It is a popular myth late-'69 Camaros were sold as 1970 models (due to GM publicity pictures of the '69 Camaro labeled as a 1970), but they were all assigned 1969 VIN codes.

Technical data:
- engine: V8
- capacity: 6500 cc
- horsepower: 375 HP
- gearbox: 4+1
- top speed: 180 km/h

Chevrolet Opala SS 4C

Sunday 17 March 2019
Chevrolet Opala was a Brazilian executive car sold under the Chevrolet brand in South America from 1969 to 1992, by General Motors do Brasil. It was derived from the German Opel Rekord Series C, Opel Commodore Series A, but used USA-sourced engines and a local design styling. Two four-cylinder engines: the Chevrolet 153ci 4-cylinder from Chevy II/Nova, which later got a new crankshaft stroke and cylinder bore, changing its size to 151ci (usually mistaken for the Pontiac Iron Duke engine), and the six-cylinder 250 from the contemporary line of North American car/light truck production. GM manufactured about one million units including the Opala sedan, Opala Coupé, and the station wagon variant, the Opala Caravan. It was replaced by the Chevrolet Omega in 1992, also an Opel spinoff. It was the first passenger car built by GM in Brazil by the General Motors do Brasil division. A luxury version of the Opala was marketed as the Chevrolet Diplomata.
It was used by the Brazilian Federal Police for many years. The military government issued Opalas to its agents through the 1970s. Its reliability and easy maintenance made the Opala the choice of many taxi drivers and was also popular on racetracks.
The Opala's long-lived 250-cubic-inch (4.1 L) engine was also used in its replacement, the Chevrolet Omega (which featured electronic fuel injection in the GLS and CD trims) from 1995 to 1998. Some of the Opalas components and chassis were used in other Brazilian cars such as the Santa Matilde, Puma GTB, and the Fera XK (a Jaguar XK replica). Leva pau de corsa 1.0.
Founded in January 1925, General Motors do Brasil originally only assembled, and later, manufactured, light trucks and utilities until the mid-1960s, when they decided to produce their first Brazilian-made passenger car.
The options varied between the traditional, large, more expensive American-style cars that GM was already selling in the United States line, such as the Impala, and the lighter and more economical models from German GM-subsidiary Opel (such as the Kadett, Olympia, Rekord and Commodore) which were already imported to Brazil in small quantities. After wavering between the small Kadett and the somewhat larger Rekord/Commodore line, GMB opted for the latter, but later introduced the Kadett as well.
On November 23, 1966, in a Press Conference at the Club Atlético Paulistano in São Paulo, GM publicly announced the existence of "Project 676", which would become the Chevrolet Opala.
In the fall of 1970, a more luxurious version was added called Comodoro, reflecting Europe's Opel Commodore. The Comodoro-4 received a somewhat more powerful version of the 2.5 liter four cylinder engine in some model years, with 88 PS (65 kW; 87 hp) rather than 80 PS (59 kW; 79 hp). The same engine was used in the Opala SS-4. Even more luxurious was the Diplomata, which was released in November 1979.
Under the hood, which hinged forwards, in the European style, the Opala originally offered only two engine choices: a 153 cu in (2,507 cc) straight-four and a 230 cu in (3,764 cc) straight-six. These engine were of traditional design for the era, with cast iron cylinder block and head, and overhead valves, actuated by pushrods and a camshaft mounted in the block, and pressed-steel rocker arms, whose spherical fulcrum was GM's proprietary design. Fuel was fed from either single or double-barrel carburetors. In 1973 the four cylinder was replaced by Pontiac's 151 cu in (2,474 cc) "Iron Duke" engine, of generally similar configuration The 3.8 had already been replaced by the bigger 4.1 (4,093 cc or 250 cu in) in 1971.
The engines used in the Opala had been already used for years in the USA: the 153ci had emerged in the 1962 Chevrolet Nova, becoming the first inline four in a Chevrolet since 1928, and the 230ci appeared in the 1963 Impala. The 151 cu in Pontiac Iron Duke was also found in AMC's Jeeps and Eagles, and was known for its versatility and toughness. Known for its reliability, the 153ci was an industry benchmark until the 1980s. The straight-six later served as a stationary engine, a school bus engine, and even found its way into forklifts.
The 6-cylinder engine crankshaft had seven main bearings (five in four-cylinders) and the generous (if not redundant) size of its inner moving parts attributed to its durability and exceptional smoothness. The hydraulic valve lifters made for easy maintenance.
The straight-six's biggest limitation through the years was poor distribution of air-fuel mixture to the cylinders due to a sub-optimal intake manifold design. Cylinders one and six (on the ends of the engine), received the lowest ratio, with a higher percentage of air in the mixture, while the central ones tended to get a richer mixture, unbalancing the engine's stoichiometric efficiency. Basically, in order to ensure the outer cylinders received a high enough air/fuel ratio to avoid detonation, the carburetor had to be set to run overly rich, which wasted fuel). This design flaw could easily be solved by installing a race intake manifold that sported two or three two-barrel carburetors, as in stock car racing. Only in 1994, with the arrival of multipoint injection in the Omega, was the engine's problem finally solved.
The performance of Opala 3.8L was actually quite pleasing; with a top speed of 112.5 mph (181.1 km/h) and acceleration from 0 to 60 mph (97 km/h) in about 11 seconds, it was the fastest Brazilian car of its time, losing the title the following year to the Dodge Dart whose 318ci V8 had more power and torque. The two 2.5L fours did not offer as much vigor, but had enough torque enough for everyday use. The main complaint with the four-cylinder engines was their roughness - so rough that GM employees of the time called the engine "little Toyota", in allusion to the diesel engine installed in the locally built Toyota Bandeirante.
Both the Especial and Luxo had a manual gearbox, rear wheel drive, front independent suspension and rear live axle, both with coil springs. In front, the suspension components were anchored to one side, set in the unibody with screws, later known as the subframe. The tires were the first tubeless tires used on a car manufactured in Brazil. It had a diaphragmatic (or "Chinese hat") clutch spring, which was becoming popular throughout the world. The Opala SS, originally only available with the "250" engine, was the first version to receive a four-speed manual gearbox. This was coupled with a tachometer and lots of matte black striping.













Technical data:
- engine: V4
- capacity: 4100 cc
- horsepower: 169 HP
- gearbox: 4+1
- top speed: 190 km/h

Chevrolet Monte Carlo

Saturday 16 March 2019
The Chevrolet Monte Carlo is a two-door coupe manufactured and marketed by Chevrolet from 1970 to 2007 model years (non-continuously), encompassing six generations. Chevrolet marketed the Monte Carlo as a personal luxury car, with the last generation classified as a full-sized coupé. The first four generations of the Monte Carlo (1970–72, 1973–77, 1978–80, and 1981–88) were of a rear-wheel-drive, V8-powered (a V6 engine from 1978) coupe design, utilizing body-on-frame construction. The later rear-wheel-drive generations did not incorporate the trend of uni-body construction that became more prevalent in the early 1980s as automakers downsized their vehicle lines to satisfy increasing demand for fuel-economy after the 1973 oil crisis and the early 1980s recession. The SS model was reintroduced from mid-1983 to 1988 with a 305 cu in (5.0 L) V8.
The car was named for the city Monte Carlo in the Principality of Monaco, specifically the ward of Monte Carlo/Spélugues. After the discontinuation of the rear-drive Monte Carlo after 1988, the nameplate was revived in 1995 for the fifth-generation, a front-drive, V6-powered coupe based on the Chevrolet Lumina sedan. The sixth and final-generation Monte Carlo in 2000 was built alongside the Chevrolet Impala, which succeeded the Lumina as Chevrolet's mid-sized sedan. The Monte Carlo SS was revived from 2000 to 2007, that was initially powered by 3.8 L V6 (supercharged in 2004 and 2005) and by a 5.3 L V8 for 2006 and 2007.
he body was restyled with the other GM mid-size formal coupes (Oldsmobile Cutlass Supreme, Pontiac Grand Prix, Buick Regal). It featured a smoother profile than the previous models and new vertical taillights similar to the 1973–1977 models. Engine offerings were carried over, including the standard 229 CID Chevrolet V6 (231 CID Buick V6 in California) an optional 267 CID V8 (not available in California), a 305 CID V8 in the base and Landau models, and a turbocharged 170 hp (130 kW) 231 CID Buick V6 in the Monte Carlo Turbo. There were a total of 3,027 Monte Carlo Turbos for 1981. The Monte Carlo Turbo appeared slightly different from other Monte Carlos that year because in addition to the turbo motor it also was equipped with a small hood scoop on the left side of the hood. It also had Turbo 3.8 badges with Chevrolet bowtie on the sides of the hood scoop, on the trunk lid, and on the right side of the dash. An automatic transmission, power steering and power front disc brakes were standard equipment. While this car was considered by some to be much better looking (and appeared more aerodynamic) than its Buick Regal, Pontiac Grand Prix, and Olds Cutlass cousins, only one team tried to make a go of it in NASCAR cup racing. While the big Monte Carlo was the dominant body style in the late 1970s, winning 30 or so races, the downsized (and cleaned-up) 1981 body would only take two checkered flags in the 1981 and 1982 seasons when it was run. Few revisions were made on the 1982 Monte Carlo. All engines, except for the turbocharged 231 CID V6, which was discontinued along with the Monte Carlo Turbo model, were carried over from 1981. New for 1982 were the additions of a 260 CID V6 and an Oldsmobile 350 CID V8, both of which were diesel engines. With the introduction of GM's new mid-size platform that saw the introduction of the Buick Century, Chevrolet Celebrity, Oldsmobile Cutlass Ciera and Pontiac 6000, the chassis designations were shuffled up. The new mid-size cars were designated as A-body cars, whereas the cars previously designated as A-bodies were now called G-bodies. A black exterior was not offered in 1982 and also not available in 1982 for the first time in Monte Carlo history was a sportier interior option with Strato bucket seats and console, as only the standard notchback bench or optional 55/45 bench were offered this year. Weight distribution was 57% in the front and 43% in the rear.
Receiving only minor updates, the 1983 model year Monte Carlo gained a revised grille and interior trim patterns. The standard engine continued to be the 229 in3 V6, and the 165 hp 305 in3 V8 was optional. The Super Sport Package, Z65 was once again made an option in 1983. The Monte Carlo SS was reintroduced in 1983, following twelve years of being discontinued. The Monte Carlo SS featured European body color-coding, a new front fascia, a rear spoiler and a V8. The 1984 year model coupe production totaled 112,730 with an additional 24,050 had the SS option (with an 180 hp (130 kW) 305 V8 that saw a 5 hp (3.7 kW) boost from the previous year). The Monte Carlo SS was available with Strato bucket seats and floor console as extra-cost options for the first time in place of the standard split bench seat with armrest (the Strato buckets also returned as an option on the regular Monte after a two-year absence). The regular Monte Carlo came standard with a 125 hp (93 kW) 229 CID V6 (231 CID V6 for California) and a 165 hp (123 kW) 305 V8 was optional. Available for the last year in a base Monte Carlo was the 350 CID diesel engine, and there were only 168 manufactured. All engines for 1984 got the three-speed automatic transmission with the exception of three SSs at the end of the 1984 production run that received the Turbo Hydramatic 200-4R transmission with overdrive. In 1984, there were a limited number of Monte Carlo SSs made in Mexico, for Mexican sale. The differences are many compared to US/Canadian SSs. There was no rear spoiler. The rims were 14" checker style, an option on the base Monte Carlos in the US. The side mirrors are a different style and black. The interior is from a Grand Prix and is blue in color. The engine was a 350 CID V8, and the transmission was a 4-speed manual with a Hurst shifter.











Technical data:
- engine: V8
- capacity: 5000 cc
- horsepower: 170 HP
- gearbox: 4+1
- top speed: 170 km/h

Chevrolet Diplomata Caravan

Saturday 16 March 2019
Chevrolet Opala was a Brazilian executive car sold under the Chevrolet brand in South America from 1969 to 1992, by General Motors do Brasil. It was derived from the German Opel Rekord Series C, Opel Commodore Series A, but used USA-sourced engines and a local design styling. Two four-cylinder engines: the Chevrolet 153ci 4-cylinder from Chevy II/Nova, which later got a new crankshaft stroke and cylinder bore, changing its size to 151ci (usually mistaken for the Pontiac Iron Duke engine), and the six-cylinder 250 from the contemporary line of North American car/light truck production. GM manufactured about one million units including the Opala sedan, Opala Coupé, and the station wagon variant, the Opala Caravan. It was replaced by the Chevrolet Omega in 1992, also an Opel spinoff. It was the first passenger car built by GM in Brazil by the General Motors do Brasil division. A luxury version of the Opala was marketed as the Chevrolet Diplomata.
It was used by the Brazilian Federal Police for many years. The military government issued Opalas to its agents through the 1970s. Its reliability and easy maintenance made the Opala the choice of many taxi drivers and was also popular on racetracks.
The Opala's long-lived 250-cubic-inch (4.1 L) engine was also used in its replacement, the Chevrolet Omega (which featured electronic fuel injection in the GLS and CD trims) from 1995 to 1998. Some of the Opalas components and chassis were used in other Brazilian cars such as the Santa Matilde, Puma GTB, and the Fera XK (a Jaguar XK replica). Leva pau de corsa 1.0.
Founded in January 1925, General Motors do Brasil originally only assembled, and later, manufactured, light trucks and utilities until the mid-1960s, when they decided to produce their first Brazilian-made passenger car.
The options varied between the traditional, large, more expensive American-style cars that GM was already selling in the United States line, such as the Impala, and the lighter and more economical models from German GM-subsidiary Opel (such as the Kadett, Olympia, Rekord and Commodore) which were already imported to Brazil in small quantities. After wavering between the small Kadett and the somewhat larger Rekord/Commodore line, GMB opted for the latter, but later introduced the Kadett as well.
On November 23, 1966, in a Press Conference at the Club Atlético Paulistano in São Paulo, GM publicly announced the existence of "Project 676", which would become the Chevrolet Opala.
In the fall of 1970, a more luxurious version was added called Comodoro, reflecting Europe's Opel Commodore. The Comodoro-4 received a somewhat more powerful version of the 2.5 liter four cylinder engine in some model years, with 88 PS (65 kW; 87 hp) rather than 80 PS (59 kW; 79 hp). The same engine was used in the Opala SS-4. Even more luxurious was the Diplomata, which was released in November 1979.
Under the hood, which hinged forwards, in the European style, the Opala originally offered only two engine choices: a 153 cu in (2,507 cc) straight-four and a 230 cu in (3,764 cc) straight-six. These engine were of traditional design for the era, with cast iron cylinder block and head, and overhead valves, actuated by pushrods and a camshaft mounted in the block, and pressed-steel rocker arms, whose spherical fulcrum was GM's proprietary design. Fuel was fed from either single or double-barrel carburetors. In 1973 the four cylinder was replaced by Pontiac's 151 cu in (2,474 cc) "Iron Duke" engine, of generally similar configuration The 3.8 had already been replaced by the bigger 4.1 (4,093 cc or 250 cu in) in 1971.
The engines used in the Opala had been already used for years in the USA: the 153ci had emerged in the 1962 Chevrolet Nova, becoming the first inline four in a Chevrolet since 1928, and the 230ci appeared in the 1963 Impala. The 151 cu in Pontiac Iron Duke was also found in AMC's Jeeps and Eagles, and was known for its versatility and toughness. Known for its reliability, the 153ci was an industry benchmark until the 1980s. The straight-six later served as a stationary engine, a school bus engine, and even found its way into forklifts.
The 6-cylinder engine crankshaft had seven main bearings (five in four-cylinders) and the generous (if not redundant) size of its inner moving parts attributed to its durability and exceptional smoothness. The hydraulic valve lifters made for easy maintenance.
The straight-six's biggest limitation through the years was poor distribution of air-fuel mixture to the cylinders due to a sub-optimal intake manifold design. Cylinders one and six (on the ends of the engine), received the lowest ratio, with a higher percentage of air in the mixture, while the central ones tended to get a richer mixture, unbalancing the engine's stoichiometric efficiency. Basically, in order to ensure the outer cylinders received a high enough air/fuel ratio to avoid detonation, the carburetor had to be set to run overly rich, which wasted fuel). This design flaw could easily be solved by installing a race intake manifold that sported two or three two-barrel carburetors, as in stock car racing. Only in 1994, with the arrival of multipoint injection in the Omega, was the engine's problem finally solved.
The performance of Opala 3.8L was actually quite pleasing; with a top speed of 112.5 mph (181.1 km/h) and acceleration from 0 to 60 mph (97 km/h) in about 11 seconds, it was the fastest Brazilian car of its time, losing the title the following year to the Dodge Dart whose 318ci V8 had more power and torque. The two 2.5L fours did not offer as much vigor, but had enough torque enough for everyday use. The main complaint with the four-cylinder engines was their roughness - so rough that GM employees of the time called the engine "little Toyota", in allusion to the diesel engine installed in the locally built Toyota Bandeirante.
Both the Especial and Luxo had a manual gearbox, rear wheel drive, front independent suspension and rear live axle, both with coil springs. In front, the suspension components were anchored to one side, set in the unibody with screws, later known as the subframe. The tires were the first tubeless tires used on a car manufactured in Brazil. It had a diaphragmatic (or "Chinese hat") clutch spring, which was becoming popular throughout the world. The Opala SS, originally only available with the "250" engine, was the first version to receive a four-speed manual gearbox. This was coupled with a tachometer and lots of matte black striping.













Technical data:
- engine: 4 cylinders
- capacity: 2500 cc
- horsepower: 98 HP
- gearbox: 5+1
- top speed: 160 km/h

Chevrolet 3100 Pick Up

Friday 15 March 2019
Advance-Design was a pickup truck series by Chevrolet, their first major redesign after WWII. Its GMC counterpart was the GMC New Design. It was billed as a larger, stronger, and sleeker design in comparison to the earlier AK Series. First available on Saturday June 28, 1947, these trucks were sold with various minor changes over the years until March 25, 1955, when the Task Force Series trucks replaced the aging Advance-Design model.
The same basic design family was used for all of its trucks including the Suburban, panel trucks, canopy express and cab overs. The cab overs used the same basic cab configuration and similar grille but used a shorter and taller hood and different fenders. The unique Cab Over fenders and hood required a custom cowl area which makes the Cab Over Engine cabs and normal truck cabs incompatible with one another while all truck cabs of all weights interchange.
From 1947 until 1955, Chevrolet trucks were number one in sales in the United States, with rebranded versions sold at GMC locations.
While General Motors used this front end sheet metal, and to a slightly lesser extent the cab, on all of its trucks except for the Cab Overs, there are three main sizes of this truck: the half-, three-quarter-, and full ton capacities in short and long wheelbase.













The Chevrolet Task Force was Chevrolet's successor to the Advance Design trucks. The Task Force Series ran from late 1955 (second series) through 1959. At GMC locations, it was called the Blue Chip Series.
The 1955 second series offered standard options and add-ons such as 12-volt electrical systems, the first V8 (the 265 cubic inch), and fleet-side six-, seven-, and eight-foot length beds.











Technical data:
- engine: 6 cylinders
- capacity: 3900 cc
- horsepower: 125 HP
- gearbox: 3+1
- top speed: 100 km/h

Chevrolet Biscayne

Tuesday 12 March 2019
The Chevrolet Biscayne was a series of full-size cars produced by the American manufacturer Chevrolet between 1958 and 1972. Named after a show car displayed at the 1955 General Motors Motorama, the Biscayne was the least expensive model in the Chevrolet full-size car range (except the 1958-only Chevrolet Delray). The absence of most exterior and fancy interior trimmings remained through the life of the series, as the slightly costlier Chevrolet Bel Air offered more interior and exterior features at a price significantly lower than the top of the line Chevrolet Impala.
The Biscayne was named after Biscayne Bay near Miami, Florida, following a trend by Chevrolet at the time to name cars after coastal cities or beaches such as the Bel Air and the later Chevrolet Malibu.
iscaynes were produced primarily for the fleet market, though they were also available to the general public — particularly to those who wanted low-cost, no-frills transportation with the convenience, room and power of a full-size automobile. While most Biscaynes were sold with a six-cylinder engine through the late 1960s, the V8 engine became the more popular powerplant by the early 1970s.1. The Biscayne was usually built as a two- or four-door sedan, although a four-door station wagon was available between 1962 and 1968 (and again after 1973 in Canada only). A low-priced, full-size Biscayne station wagon equivalent was available as the Chevrolet Brookwood both before and after this period. The two-door sedan was dropped after 1969, and consequently, from 1970 to 1972 the only Biscayne model available was a four-door sedan. In 1958, the Delray was priced below the Biscayne but was discontinued the following year.
Many of the luxury convenience options available on the more expensive full-sized Chevrolet models, such as power windows, were not available on the Biscayne. However, customers could purchase a Biscayne with any of Chevrolet's high-output big-block V8 engines and performance-oriented transmissions, including the floor-mounted four-speed manual transmission with Hurst shifter and low-ratio final drive. Original production numbers of cars built this way were very low, and examples of these high-performance cars are highly sought after by collectors today. Notably, Baldwin Chevrolet of Long Island, New York, became famous for offering the "Street Racer Special," a 1968 Biscayne coupe with dealer-fitted high-performance 427 cubic-inch V8, and heavy-duty suspension components, turning the Biscayne into a serious drag car. Biscayne with high-performance equipment was often nicknamed "Bisquick" by enthusiasts.
Like the slightly upscale Bel Airs, Biscaynes are easily identified by the use of two taillights per side; the only exceptions to this were in 1959 and 1972. The more expensive Impalas (and later Caprices) have three taillights per side. The Biscayne was largely devoid of exterior chrome trim and was normally fitted with small hubcaps, though several exterior trim pieces and upgraded wheel covers were available at extra cost. Interior trim was spartan, with lower-grade cloth and vinyl or all-vinyl upholstery trim, a standard steering wheel with centre horn button, and rubber floor mats. Slight upgrades were made throughout the life of the series — for instance, the 1964 models came standard with deluxe steering wheels with horn rings, deep-twist carpeting and foam-cushioned front seats.
he Biscayne underwent a full model change for the 1961 model year. The stripped down Fleetmaster and the three-passenger Utility Sedan were still available for 1961 but sold in very small numbers. Series numbers were 1100 and 1200 (six- and eight-cylinder Biscayne), with the 1300 and 1400 used for the six- and eight-cylinder Fleetmaster. For 1963, the short-stroke third generation inline-six replaced the earlier "Stovebolt" 235, meaning lower weight and a slight gain in power.
In 1962 a four-door station wagon version appeared, replacing the earlier Brookwood model. As usual, the full range of GM's full-size engine and transmission options were available to the low priced Biscayne. A very few of the brand-new, high-powered 409 V8s (of which only 142 were built in 1961) even found their way into the bargain-basement Biscayne Fleetmaster, with the direct intention of being used for drag racing.













Technical data:
- engine: V8
- capacity: 4600 cc
- horsepower: 155 HP
- gearbox: 4+1
- top speed: 140 km/h