Range Rover

Thursday 22 October 2009
In 2002, the third generation model was introduced which saw the model move further up-market. Initially planned and developed under BMW ownership under the project name L30, the new generation was planned as an AWD flagship accompaniment to the E65 7 Series saloon, sharing many components and systems (electronics, core power units etc), and initially packaged to accommodate BMW's coming V8D and V12 power units as future range-topping models, to complement their own X5 model, a smaller, more sporting SUV. The manual transmission was dropped entirely, leaving only the automatic transmission. In a concerted effort to improve the Range Rover's on road competence, ride and handling, and at the same time to achieve more predictable crash performance, it was decided to adopt a monocoque (unibody) construction and at the same time to move to 4-wheel independent air suspension. Air suspension allowed variable ride height to suit on and off-road conditions, and the crosslinking of the suspension elements achieved similar axle articulation to that available with the previous live axled generations. This was important to retain the off road excellence and the desired on-road improvements that were core to the marketing position of the new product.By the time of the launch, Land Rover had been sold to Ford in 2000, as part of the splitting up of the Rover Group. As a result, these further engine derivatives were not included in the sale. The initial years of Range Rover production, now known internally as L322, came with the BMW M62 V8 petrol with 282 bhp (210 kW) and 6-cylinder diesel engines, although only the former was offered in North America.

Technical data:
- engine: V8
- capacity: 4200 cc
- horsepower: 390 HP
- gearbox: 6+1
- top speed: 225 km/h

Wolseley Six

Friday 18 September 2009
In May 1968 a Mark II version was launched. This featured a cheaper and more conventional interior, revised front grilles and other trim, and for the Austin and Morris models the slim, horizontal rear lights were replaced by vertical "fin" lights which gave a family look along with the smaller ADO16 range. The Wolseley retained its unique rear lights. Other changes included a higher second gear and final drive ratio for the manual transmission, and conventional suspension bushes replaced the far superior roller bearings fitted to the Mark I. The compression ratio was increased and maximum power output boosted by 5 bhp to a claimed 86 bhp.
In 1969, the sills and doors from the 1800 (with Mark II exterior handles) were used on the bodyshell of the otherwise new Austin Maxi, apart from that both models have little interchange ability.
By 1970, a 97 bhp (72 kW) "S" model with twin SU HS6 carburettors, a 120 mph speedometer and sporty-looking badging was available.

Technical data:
- engine: 6 cylinders
- capacity: 2227 cc
- horsepower: 110 HP
- gearbox: 5+1
- top speed: 180 km/h

Vauxhall PA Cresta

Tuesday 15 September 2009
The PA Cresta is probably the most well-known version. It mimicked the American fashion for giant tailfins, wrap-around windows and whitewall tyres but in an understated way compared to the Cadillacs and Buicks of the time. It bears a strong resemblance to a 1955 Packard Caribbean. All factory-built PAs were 4-Door Saloons, the Estate cars were converted by Friary of Basingstoke, Hampshire and are rare cars today. The car had independent front suspension using coil springs and an anti-roll bar with a rigid axle and semi elliptic leaf springs at the rear. The Lockheed brakes used 9 in (230 mm) drums all round. The 2262 cc six cylinder engine had pushrod operated overhead valves and a compression ratio of 7.8:1 (a low compression 6.8:1 version was available) and produced 82.5 bhp (61.5 kW) at 4400 rpm. A single Zenith carburettor was used. The transmission had three forward speeds.

Technical data:
- engine: 6 cylinders
- capacity: 2651 cc
- horsepower: 95 HP
- gearbox: 3+1
- top speed: 156 km/h

Vauxhall Astra C

Tuesday 15 September 2009
GM Europe launched Astra H/C in March 2004. Based on the then-new Delta platform, its size was increased compared to the previous version. Each engine is provided with its own Lotus-tuned suspension settings. The Astra H/C was first launched as a five-door hatchback, which by the end of 2004 was joined by a five-door Caravan estate and a sporty three-door hatchback, designated the GTC for European markets, Sport Hatch in the UK and the Coupé in Australia.

Technical data:
- engine: 4 cylinders
- capacity: 1796 cc
- horsepower: 125 HP
- gearbox: 5+1
- top speed: 198 km/h

Triumph Spitfire III & Stag

Tuesday 15 September 2009
The Mark III, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, and although much of the bonnet pressing was carried over, the front end looked quite different. The rear lost the overriders from the bumper but gained reversing lights as standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate); the interior was improved again with a wood-veneer instrument surround. A folding hood replaced the earlier "build it yourself" arrangement. For most of the Mark III range, the instrument cluster was still centre-mounted (as in the Mark I and Mark II) so as to reduce parts bin counts (and thereby production costs) for right-hand and left-hand drive versions. Starting in 1969, however, US-bound models were produced with a "federal" dashboard design which moved the gauges in front of the driver, a layout that would be adopted for all markets with the Mark IV. The 1147 cc engine was replaced with a bored-out 1296 cc unit, as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. In twin-carburettor form, the engine put out a claimed 75 bhp (56 kW) and made the Mark III a comparatively quick car by the standards of the day.

Technical data:
- engine: 4 cylinders
- capacity: 1296 cc
- horsepower: 75 HP
- gearbox: 4+1
- top speed: 170 km/h

Envisioned as a luxury sports car, the Triumph Stag was designed to compete directly with the Mercedes-Benz SL class models. All Stags were four-seater convertible coupés, but for structural rigidity - and to meet new American rollover standards at the time - the Stag required a B-pillar "roll bar" hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment. The car started as a styling experiment cut and shaped from a 1963-4 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph from the early to late 1960s. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, who he called "Micho", absolutely loved the design and spirited the prototype back to England. The end result, a two door drop head (convertible) had little in common with the styling of its progenitor 2000, but retained the suspension and drive line. Triumph liked the Michelotti design so much that they propagated the styling lines of the Stag into the new T2000/T2500 saloon and estate model lines of the 1970s.

Technical data:
- engine: V8
- capacity: 2500 cc
- horsepower: 100 HP
- gearbox: 4+1
- top speed: 170 km/h