1978 AMC Gremlin X

Pocket Rockets come in many varieties. The term was popular well after cars like the Vega Cosworth got the ball rolling. In retrospect, it was wildly regarded as the first American “pocket rocket”. Even before the Vega, a car company American flirted with the ideal of dropping a big engine in a small car. The muscle car era started with big engines stuffed into intermediates, but American Motors Corporation would go a step further and stuff a V8 into a sub-compact car. AMC was trying to shrug off its image as a maker of stodgy cars for old people during the late 60’s, so what better way to market to young people than the big engine/small car formula?

Gremlin Mascot

Often innovative and creative in its product line up, AMC sought to broaden the appeal of the Muscle car even as the market for them was contracting. The answer was the Richard Teague  designed Gremlin.  Not all that fast by today’s standards, the Gremlin was not what came to mind when you thought of a muscle car. By the standards of early 70’s era American cars, it was diminutive and seemed just right for the transfusion. Based on the compact Hornet, the Gremlin was AMC’s answer to the coming wave of small imports from Europe and Japan. The Gremlin lasted for one generation and was rear wheel drive.

1978 AMC Gremlin X Interior

By chopping off the back of the Hornet and giving it a Kammback style tail, the Gremlin became America’s first real homegrown modern “small car”. Yeah, it is not an easy shape to fall in love with, some might say ugly, but somehow it sold well with over 671,000 built over its eight year life span. The unusual form factor offered big car room (something AMC would do again with the Pacer), in a small car package. The Gremlin sold well despite its name. To name a car after a mischievous creature who breaks things might seem odd, but AMC made it work, even going so far as to design a cartoon mascot for marketing (car makers loved cartoon mascots back then).

The Muscle car era was dying, but not before AMC decided that a special Gremlin was needed to spruce up the car’s performance image. By passing the simple stripe and wheel formula that had become commonplace, AMC would drop the V8 from the AMX sports car into the homely Gremlin. The result called the Gremlin X in 1971 might have sounded good on paper, but it would be years before it was anything worthy of a stoplight battles. Before the VX got the 5.0L in 1975, it’s 0 to 60 times were in the double digits. With the 5.0 V8 the X had 150hp at its peak in 1975, but was lighter than many emasculated muscle cars that weighed much more.

What had been another decal and stripe package became a certified performance car by the sad standards of the Seventies for at least one year. It was impressive for the time, able to make a 0 to 60 run in 8.5 seconds. With that kind of straight line performance, the X was right up there with the 75′ Camaro Z28 (8.0) and 75′ Mustang II (8.5). The 75 Gremlin X was actually quicker than the 74’ Javelin to 60. Aside from the decals and stripes a Gremlin X typically had a beefed up suspension and performance wheels to set it apart from the typical inline six and later four-cylinder versions. Although the X could be had with any number of available engines, the V8 was exclusive to the X.

The X model, like the rest of the Gremlin line would undergo wild swings in power output due to attempts to keep up with emissions rules. Most Gremlin X models had either 3-speed automatic or 4 speed manual transmissions mated most likely to 3.3 or 3.8 litre in-line sixes.

Modernization arrived in a big way after 1975, about the time the V8’s power output leveled off and began to dive. Blackout trim, revised grille and headlights rounded out many of the changes as the Gremlin reached the end of its production in 1978. There was even a short spell (77-78) where Porsche/Audi built 2.0 liter four-cylinder engines were being used. By that time the X model had pretty much run out of decal and stripe variations, transitioning to a large lower body strip. In its last few years, the Gremlin had been borrowing parts from the new Concord, including its modern dash and gauge cluster. There was even a rare GT package that added an integrated front spoiler, similar to that would appear on the AMX Eagle later on. The Gremlin would later set the stage of other innovative small cars from AMC like the Eagle SX/4.

1971 AMC Gremlin X

1980 Chevrolet Monte Carlo Turbo Sport Coupe

Any discussion of American turbo cars usually centers on various Buick Regals, Ford Thunderbird and a few Pontiac Trans-Ams. Unknown and nearly forgotten by many was the short lived Chevrolet Monte Carlo Turbo, a car that like the lone 89 Trans-Am, was a recipient of Buicks turbocharged heart.

Turbo Hood Detail

It seemed odd actually that Chevrolet waited until the very last of the 3^rd generation G bodied Monte Carlos to stick Buick’s turbo 3.6 liter V6 under the hood. Buick had been using turbocharging since 70’s to beef up the gas mileage of its midsized and occasionally full-sized cars. Chevrolet decided that turbocharging the Monte Carlo would give its top engine more power with better gas mileage, something the domestic manufacturers were desperately trying to figure out how to do as the 80’s dawned.

In 1980, the first turbocharged Monte Carlo appeared. Using the Buick 3.8L V6 engine, it produced a healthy 170 hp sent to the rear wheels. That was 15 hp more than the biggest 305 V8 offered for the Monte Carlo that year. By 1980 standards, that was enough power to pass for a performance car, but a quick survey of the outside suggested otherwise. At first glance there was little to distinguish the turbo model from any other run of the mill Monte Carlo. Closer inspection of the hood revealed a hood scoop that had “TURBO” badging stamped on its side indicating that this Monte was special.

1980 Chevrolet Monte Carlo Interior

Inside it looked pretty much like any other Monte Carlo with baroque styled seats that looked more at home in a living room than a car. In keeping with the Monte Carlo’s luxury sport mission, it was loaded with the luxuries of the day including a t-top. Only a “TURBO” badge on the dash suggested something special. The turbo was a rather expensive option over the regular 3.8, but with 32% more power and better gas mileage, it was worth it.   The turbo option sold over 13,000 units, but would have been more popular if lag was not an issue and looked more like a “sport” model on the outside. It had the same wire wheels and white walls as any standard Sport Coupe. If you got to Landau with the turbo, it even had the padded vinyl roof.

When the fourth generation Monte Carlo debuted in 1981, it up the ante on refinement, while staying close the previous generation’s design. It still had the body on frame construction of the old car, but was sleeker with a .48 cd vs. the 80’ models .53. The big news this year was an electronic fuel and emission management system called “Computer Command Control (CCC)”.  With still no V8 optioned SS model in the lineup, Chevrolet brought back the Buick 3.8L V6 turbo as the top engine. This time the CCC system was able to improve performance by reducing lag to the point of making the 81’ model faster than the 80’ with the same horsepower.  The CCC system was not designed to improve performance as much as economy and emissions, but it ended up improving drivability.

The new car was also handsome and conservatively styled with wire wheels, white walls and plenty of chrome. Still, no special external treatment for the turbo models beyond the hood hump and plaque inside.  Chevrolet did offer a gauge package in 1981 that had everything but a tachometer and boost gauge (even on turbo models). Maybe the guys at Chevy were trying to hide the fact that the turbo was there. Lag was still a problem and many drivers complained that the engine did not seem as responsive when they floored it at speed. A 0 to 60 time of 11 seconds was fair, but was far from a drag star. The Monte Carlo really shined when cruising on the highway. Chevy buyers had become accustomed to the instant gratification that comes with V8 torque (or used to). Despite the lag, the 81 when ordered with the F41 sport suspension was a nice handling car. Not only did it handle well it was as fast as any F body once the turbo kicked in. Why, it was only 20 hp shy of the 1981 Corvette! In the end the old rule about no replacement for displacement would win over as the turbo option was retired after only 3,027 were sold for the 81 model year. The Buick turbo was not intended for performance at this stage in its development. Had Chevy held on until sequential fuel injection was introduced in 1984, the Monte Carlo SS or whatever they might have called it might have stolen some of the Grand National’s fire.

1981 Chevrolet Monte Carlo Turbo Sport Coupe

2012 Nissan Altima Coupe 3.5 SR

The Nissan Altima has established a long history of being a sporty, fun to drive car. The only problem for some was that it was a sedan. As Nissan gradually grew the Altima to the larger end of the mid-sized segment, it stayed on the sidelines and watched Honda and Toyota whose Accord and Camry came in two door versions and sold well. Nissan’s last true grand tourer coupe was the 240SX, a car that had all the moves minus the power. Nissan product planners must have decided that the time had come for a car that was more comfortable than the 240SX, but would not impede on the sales of its other sporty coupe: the 370Z. The resulting Altima coupe seems to have the opposite dilemma of the 240SX: more power than poise when up against its natural rival, the Honda Accord coupe.

In 2006 Nissan showed a Altima branded coupe at the Los Angeles Auto Show. The G35 like shape suggested Infiniti performance at a Nissan price point. A year later it was being offered as a 07 model. It was based on the sedan, but with a shortened wheelbase. First name aside, the only thing the coupe actually shares with the sedan is the hood. True to the concept car from 06’, the actual car’ shape was inspired more by Infiniti as it resembles the more upmarket G35 coupe. The upwardly mobile theme continues inside with a simple, sporty almost elegant interior.

2012 Altima Coupe Interior

Like the sedan, the coupe benefits from upgraded interior materials, but is more driver oriented. The coupe was poised to fulfill the Altimas mission of being a bit sporty and fun while staying practical. The large rear hatch makes the coupe the most versatile Altima. To stay further grounded in Altima’s role as a mid-sized, mid-priced car, the coupe was available in one of two engine choices used elsewhere in Nissan’s product catalog. Base cars would use a rather large 2.5L DOHC 16V four-cylinder that produced 175 hp. Top models like the SR got the larger 270 hp 3.5L V6. Like the four, the six cylinder used a DOHC setup but with 24 valves. Both engines were efficient with the four getting around 30 mpg on the highway. A six speed manual transmission was available as was a CVT.

Most cars came loaded with standard high-end technology like push button starting, Bose stereos and a versatile touch screen navigation system which featured a hard drive based music system with a USB port. When the driver was not being amused with the creature comforts, they were treated to Nissan’s simple but effective control layout that follows the tradition of cars like the 240SX or Z cars. As nice as the new Altima coupe was, Honda’s revamped Accord coupe had become the sales leader. The Accord coupe is perhaps the Altima’s biggest competitor. When it was redesigned a few years back, Nissan found itself needing to refresh the Altima in 09.

The revamp included revised headlights, grille and tail lights. New standard features like Nissan’s Vehicle Dynamic Control system was added to improve handling. 17 inch wheels were standard, but the optional 18’s on SE models looked especially handsome while improving ride and handling. Speaking of handling, the Altima’s performance was a bit lacking when compared directly to the Accord Coupe. It lacked the polish and refinement of the Honda inside and its ride quality. A 2009 test by Edmund’s magazine concluded that the Altima had a busy ride, imprecise handling and poor braking (60 to 0 in 135ft.). Harsh words for a car that promises so much in the way of performance (based on looks). To the Altima’s credit it has improved it’s braking performance and either of its engine choices offers plenty of get up and go when you need it, especially with the seldom ordered six speed manual. A V6 equipped manual can easily do 0 to 60 in 6.2 seconds. The mid-sized coupe field is rapidly changing with a new breed of rear wheel driven competitors. The Altima coupe has outpaced Toyota’s Solara, but the Accord is still its main nemesis.

While the Altima coupe may lack the poise of the Accord, it’s more practical than the Mustang or the Genesis Coupe. Then again those cars are in a different league altogether. The Altima will have to make do with chasing the Accord for now until the next redesign, which was rumored to be rear wheel drive. Like the 240SX before it, the Altima coupe is a comfortable car to drive. It is the semi-soft secretary’s car the 240SX was becoming and in many ways is its spiritual successor. For all its faults, the Altima coupe still comes closest to paying homage to the 91-94 sedan’s performance legacy more than any Altima in recent memory.

2007 Nissan Altima Coupe

1996 Acura 2.5TL

Few realize that the trend of Japanese luxury brands started with Acura. Unfortunately for Honda’s product planners, the first batch of Acura cars were uninspired looking although they were well-engineered. After watching Toyota’s Lexus brand steal away sales and later Infiniti capture the publics imagination, Acura decided to turn things around. It started with names. Cars like the Vigor would be replaced by two letter names that sounded technical and mysterious. The first of these cars would be the TL series of front wheel drive mid-sized sedans. The American TL was similar to some version of the JDM Honda Accord and Inspire.

The TL (Touring Coupe) came in two varieties: sport (2.5TL )and luxury(3.2TL). Oddly the sport version had the smaller less powerful engine. A 2.5L 5 cylinder SOHC engine with 176 hp propelled the sport model while the luxury model had a fancy transversely mounted 3.2 L V6 with significantly more power.  The engine configuration of the 3.2 dictated that all TL would have a long hood, potentially suggesting a powerful performance car. Hotrod hopes faded quickly thanks to the Civic LX like 9 second dash to 60 in the 2.5TL. The 2.5TL was third in a comparison of 4 Japanese near luxury sedans. The 1995 Car and Driver comparison included the Infiniti I30, Lexus ES300 and Mazda Millenia (which the 2.5 finished ahead of). The 2.5TL was neither at the top of its class in luxury or performance and placed near the bottom of the group in sales.  Despite the 3.2TL luxury specs, Acura continued to market the 2.5 as a performance car which was double ironic because the front of the 3.2TL looked sportier with its slat running along the lower air intake vs. the plain front bumper of the 2.5TL.

2.5TL Interior

Acura must have hoped that the new TL would make a splash as a sporty car, then later as a luxury one. Around the time of the 2.5 TL’s launch the US was engaged in a bitter trade dispute with Japan. Cars like the TL with their high build quality and reasonably priced luxury were beginning to turn the tables on domestic American manufacturers and the Europeans. The tensions delayed the launch of the more expensive 3.2, effectively making the “sporty” model the only TL available for a few months. The head start did not help sales for much of the reason Acura’s were slow to catch on in the first place: they were boring to look at. Only slightly bigger than the Accord, the 2.5 TL offered only a marginally improved ride and not much more power. It certainly did not look better, taking the safest road to near luxury as possible. The outgoing Vigor was no design vanguard, but it was at least more interesting to look at.

TL’s are essentially Hondas, so they have nicely done interiors that represent the best thinking in ergonomics at the time. The attention to detail extends to the car’s build quality. Too bad the outside remained as generic as a Japanese car could be. Not a plus when up against the Lexus ES300 or BMW 3 Series. The bland factor combined with the fact that very few changes occurred to a car that needed them did not help matters. There were more standard features and a moon roof added for 97 models, but it may have been too little too late. So in the end it may have been difficult for many potential buyers to justify the 30k+ price tag against a tarted up Accord (not to mention a BMW or Audi). Spending a bit more in the TL line got you better performance, but the same looks. That would change with the second generation TL, as Acura finally got its groove on with a more inspired design and performance.

1997 Acura 2.5TL

2011 Masretta MTX

Think of Mexico and what comes to mind? Not cars, even though many are made there in factories from the US Big three and others. For most, the images are not good and certainly the perception is that Mexico could not produce its own home grown car. All of this is why the founders of a long time bus building company set out to build what would be Mexico’s first real sports car.  The Mastretta MTX would be that car. Mastretta Automotive was founded by two brothers Daniel and Carlos Mastretta would follow in the shoes of Diana and VAM, two south of the border car companies who built cars in Mexico as far back as the 50’s and 60’s.

Unlike those trailblazers, Mastretta’s car would go a step further and be completely designed, engineered and built in Mexico without an outside company supplying major components or pulling marketing strings. The very ideal of a Mexican made sports car forced the question, what does Mexican sports car design look like? The answer would come oddly enough in 2008 at the British International Motor Show.  The Mastretta MTX (MTX for Mexico Transverse Engine) would be a compact car intended to compete with the Lotus Elain. The show car was till a prototype with a 115 hp VW four cylinder engine from the fourth generation Jetta. The overall look was reminiscent of mashup of Nissans Mid-4 concept car of the 80’s with vaguely Lamborghini, Lotus and Ferrari elements. Interesting and unique, the MTX created a great deal of speculation and skepticism. Skeptics were encouraged further by the protracted development cycle that lasted for years until final production and release in 2011.

The few cars released to the media as of the summer of 2010 have been nearly complete prototypes. Some almost dealer ready while others were using stand-in components. For the most part, the most important elements like the aluminum bonded chassis, mid mounted powertrain and 2.0 litre engine was in place. At 240 hp, the turbocharged Ford Duratec engine tuned by Cosworth was capable of moving the lightweight MTX to a top speed of nearly 150 mph with a 0 to 60 time in the low 5 second range. The engine also promises to be as durable as any in a Ford.

2011 Masretta MTX Interior

Inside the cozy two seat quarters was a simple race car inspired interior with a control console that is the model of simplicity. The dashboard design itself resembled a deconstructionist sculpture with its exposed surfaces and odd openings. It’s very stark, but was intended strictly for the business of driving as opposed to entertaining the driver with electronic distractions. Low profile tires on 17” rims fitted topped off with Borla exhaust and Hella Xenon headlights complete the package.  Early information suggests that all MTX cars will be equipped with manual five speed transmissions, combined with the lack of air conditioning and stereo should heighten its serious driver street cred.

Although the reviews based on late prototypes were encouraging in print publications like EVO and Autocar, some reviewers were not so kind. England’s Top Gear Magazine was the source of one of the most scathing reviews, prompting Mastretta to make some running changes. Mr. Clarkson’s mean spirited (but funny) review seemed to ignore the fact that nearly all of what’s left of the English automotive industry worth having is foreign owned.  The fact that Masertta responded with improvements instead of arguments suggests that if the Mexicans were willing to offer solutions instead of excuses. Driven by national pride, the Masertta work ethic suggests that the MTX might become a contender that may one day warrant less bias from the (English) press.

The European market remains as one of the most important to Mastretta, as evidence by their arrival first in Europe vs. Mexico’s own International Autoshow.  The 150 cars expected to be produced are in 2011 are destined mostly for Europe and the United States with only 45 slated for sale in Mexico.

Daniel Masettra summed it up best when he said that “we needed to produce a great car because Mexico had no tradition of producing sophisticated sports cars”. Even with the relatively small numbers, the MTX might become a hit with its target market. For those who might want an occasional track day weekend racer that can be driven every day for the cost of a Ford, the MTX might be the car. At around $60,000 (USD), the price is similar to the Elise, so the MTX will have to do more than offer better performance (a tough challenge). For some the novelty of being the rare “Mexican sports car” might be enough.

2011 Masretta MTX

1972 Chrysler VH Valiant Charger R/T

It’s easy to forget (or not be aware) that the 60’s muscle car revolution in America had counterparts in other parts of the world. Australia’s muscle car era most resembled Americas, down to the cartoon icons that graced some of its Chryslers.  In Australia for instance, the battles between Ford, GM and Chrysler were playing out but with slightly different names like Holden (GM), Valiant (Chrysler) and Ford. Looking back, the similarities to the American horsepower battles were as startling as the differences. Like an alternate universe but one where different market forces shaped familiar, yet alien players.

1973 Valiant VH and VJ Chargers

Today it’s mostly Holden vs. Ford, but Chrysler was once a force to be reckoned with under the name Valiant. The Valiant brand had a reputation for performance and shared many of the technical distinctions Chrysler employed in its famous US MOPAR cars. There were innovations used only in used in Australia that would have made the American cars more competitive during the 70’s if used universally.

The Valiant performance portfolio was dominated by the likes of the Charger. Unlike the US car, the Aussie Charger was a vast family of cars with long and short wheelbase coupes and sedans that were categorized in time by series that go something like this: VH, VJ, VK and CL. The top performance models (R/T and 770) usually featured a three speed automatic or four speed manual gearbox and were sprung much like a traditional 70’s era rear live axle muscle car.

Valiant VH Charger R/T Interior

VH through VK cars are noted most for performance, with a history that nearly paralleled the US Charger. The short wheelbase Charger coupes were the performance leaders with Hemi inline 6 cylinder engines instead of the V8 of American cars. The first VH series Charger was the most popular. It was a sales and critical success with one member of the Australian press declaring the VH Charger “one of the most beautiful cars ever produced in Australia and the most attractive Chrysler ever”. That last point might cause some ruckus with MOPAR fans and collectors. The American cars have certainly been more sought after worldwide, but the Aussie cars are far more interesting technically.

Any comparison between the Dodge and Valiant Charger starts with outward appearance. The American cars were always larger. Their flowing ‘C’ pillars lines looked almost elegant and the long hoods accommodated V8’s that got as big as 7.2 litres. By contrast the Valiant Charger was smaller, more taut looking as if it was ready to pounce in a fit of tension. The lines were not as graceful and at some angles and looked like a characterization of a MOPAR car with compressed dimensions. Similarities aside, the Valiant Charger made due with less in the displacement department. Often the results were just as impressive as the MOPARS with much larger engines.

The vast majority of the Australian Charger’s legacy was made with the high-strung triple Weber carburetor inline 6. Called the Six Pack (just like in America), these Hemi started with 215 hp in 1971 and climbed due to various engine tweaks. In this regard, the Valiant Chargers had an American like image and advertising campaign but were more like Japanese or European cars in that they were constantly pushing the technical envelope of smaller displacement. There would be V8 Chargers for a brief period of time, starting with VJ variants in 1972. They were two and four barrel designs about the size of the smallest US V8 Hemi (3.6 litres) but making up to 275 hp!  With top speeds of 122 mph and 0 to 60 times in the low 7 second range, the Charger was well ahead of any Falcon or Commodores of the period.

1972 VH Valiant Charger R/T

It would not have been a stretch to say that the Australian cars outperformed their emissions strangled American cousins in many respects. This would certainly be true by 1975 as the American (Dodge) Charger had become a 4,000+lbs. whale of a car with only 150 hp coming from a 6.6 litre V8.  By contrast, the top Chrysler Hemi Charger of that year made 230 hp from just 3.6 liters from an inline six cylinder. Emission controls had hit the Australians too. The performance oriented Charger would still out muscle most US Chryslers with the 245 and 265 Hemis.  There were still V8’s to be had, but they were low compression and not tuned for performance (the street racer kind).

The market was clearly changing and Chrysler’s partner Mitsubishi would influence the Charger line as it would in America a few years later with more efficiency. The cars grew softer and more luxury oriented, but retained the overall look, even as the line ended with the CL series in 1978. Chrysler dropped the Valiant brand in Australia and started marketing all of its products under its own name.  The name change was fitting for the transition that Chrysler had made from performance oriented Valiant cars to smaller more efficient import influenced products for the 80’s. Today the Hemi lives in Australia as the Chrysler 300C or the occasional Jeep or Dodge branded SUV, but the hey days of Hemi performance coupes in Australia may be long over.

Chrysler Valiant Charger R/T

1966 Oldsmobile Toronado

Life was good for American car makers during the Seventies. Engines were big, gas was cheap and everything coming out of Detroit was being propelled by the rear wheels. Even as sales and profits were reaching record levels, a small few were planning for the future. A future of expensive gas, looming smog regulations and God forbid, the front wheels having to provide steering and power. Oldsmobile was one of those companies that was thinking about what could be and was not willing to rest on its laurels.

Oldsmobile had been flirting with the development of front wheel drive since the late 50’s and was waiting for the right time to bring the technology to market. The opportunity came in the form of a design, inspired by a random sketch penned by a GM stylist. The sketch eventually became the basis for Oldsmobile’s planned personal luxury flagship, a car intended to go head to head with Ford’s popular Thunderbird. This would be no ordinary car, as it would be large, powerful and be driven by the front wheels. Before the Tornado there had not been an American made car with front wheel drive since the Cord 810 of the 1930’s. In the 60’s a typical front wheel drive car in America was usually a dinky import with lawnmower grade engines compared to the big V8 of the period.

The yet un-named car went through seven years of extensive testing, not because it was a standard procedure, but to insure that all the new technology that would go into the big coupe would be reliable. A name was settled on after considerations included Magnum, Scirocco and Raven. Tornado was chosen probably because it was the name of a Chevrolet concept car from 1963 that had no chance of seeing production.

1966 Interior

The Toronado would share its E body platform with the upcoming Cadillac Eldorado, but would look nothing like it. It was originally intended to be a smaller car, but cost efficiencies ruled out a whole new exclusive platform (that was more likely to be a Cadillac perk anyway). The Tornado was a striking design, probably more impressive due to the decision to go with a larger than originally planned design. Its long hood hid a powerful 7 litre V8 that produced 385 hp. Amazingly, so much power in a front wheel drive car produced surprisingly little torque steer. The press remarked that the Toronado performed much like any big American car of the time. As if to prove the value of front wheel drive, Oldsmobile featured the 68’ Tornado in ads going up Pikes Peak. Customers in cold weather climates already knew the value of the Tornado’s traction in snow as it was drivable while many rear wheel drive cars remained stranded in the harsh winter of 1968/69’.

Traction was assisted by a front weight bias that put force on wheels that in most cars was dead weight. Credit for the front wheel drive packaging of the transmission, steering and propulsion was due to the Unitized Power Package (UPP), Oldsmobile’s name for a compact engine/transmission module that could fit into the space normally allotted for a conventional front engine/rear drive setup. The “no replacement for displacement” motto was in full effect under the long bonnet. The 7.1 litre Super Rocket V8 in the Toronado had more power than those in a typical Ninety-Eight, due to a Quadrajet 4-barrel carburetor. Other innovations including the famous 3 speed Turbo-Hydromatic transmission would debut in the Tornado.

The massive 119in wheel base insured a smooth ride, but underneath the suspension would look much like any other big GM car, but with a twist. The front suspension used a torsion bar (GM’s first application in a car) while the rear used a simple beam axle with leaf springs. Brakes were initially drums all around until overheating problems prompted the addition of standard disc up front in 1967.

Specially designed Firestone tires were developed to handle the traction and weight demands placed on the Toronado that normal ployglass tires were not ready for. The weight alone of the car could approached 5,000 lbs, but did not hinder performance as the Toronado was capable of a 0 to 60 run in as little as 7.5 seconds.  The breakthrough qualities of the Toronado did not go un-noticed by buyers or the media. The list of accolades began to grow as the Toronado was Motor Trend’s “Car of the Year” in 1966.  The big coupe even placed third in the running for “car of the Year” in Europe, where front wheel drive was more commonplace. Sales were very good. The sleek Tornado brought in the growing post-muscle car crowd, while driving traffic to other products.

1970 Oldsmobile Toronado

The overall look of the Toronado changed little except for the front end which received a chrome frame around the grille. The pop up lights remained, but were now concealed in the grille after 1967 and eventually were exposed. The rear had its share of revision also, going from the a big chrome bumper below the tail lights, to a larger chromed lower half that encased slender lights. The look was not as elegant, but was slightly more performance oriented. The inside with its innovative draft free ventilation system stayed very much the same.  The unique instrument arrangement framed by a stylized steering wheel was as distinctive as the car’s exterior.

Today, the first generation Tornado remains one of the most beloved Oldsmobiles in history – right up there with the 442s. And for good reason, as no one car has contributed so much to the modern car standard that we now take for granted from GM. The Toronado started GM’s infatuation with large powerful front wheel drive cars that has continued today.

1966 Oldsmobile Toronado

1987 Zimmer Quicksilver

When I watch rap videos, I’m always amused by the bad taste bestowed on otherwise perfectly good examples of 70′s and 80′s automotive iron. Often the most hard-core performers with smaller worldviews tend to prefer the baroque styled products of GM and Ford from ages past. I tend to see the same four or five old cars in every video, as if the 80′s had no ready-made from the factory  examples of bad or excessive taste. A car that should have been included in the rapper’s old car portfolio is the Zimmer Motors Quicksilver. Depending on who you asked, it was the pinnical of American 80′s luxury style for better or for worse.

Zimmer Classic GS and Quicksilver

The Quicksilver embodied all of what was good (and bad) about American luxury cars from a styling perspective. The Syracuse, NY based Zimmer Motors was well-known mostly for its (hideous) “neo-classic” Golden Spirit, a car you would see in an occasional rap video. The companies other car, the Quicksilver was decidedly more modern and subduded. Designed by a former GM stylist, traces of Cadillac and Oldsmobile influence could be seen in long (engineless) hood, stout greenhouse and heavy chrome bumpers.  From some angles, especially the front, the Quicksilver had all the panache of a Aston Martin Lagonda. Only the view from the side revealed a little car trying to look big.

Despite looking vaguely familiar, the Quicksilver was not a kit car, but was actually based on real production bits that came mostly from the Pontiac Fiero. Built in Florida, it carried over all of the Fiero’s mechanical traits like it’s mid-engined design and 2.8 L V6. The Fiero’s A and B pillars were almost unaltered, down to the rear window treatment. Although the Quicksilver looked big due to its imposing hood, it was not much longer than a mid-sized GM car of the period and weighed under 3,000 lbs.

Quicksilver Interior

The GM connection meant that Zimmer did not have to crash or emissions test its cars because in this case, Pontiac had already done the dirty work for the Fiero. It also meant fort consumers that they could get their Quicksilver serviced at Pontiac dealership (companies flagship car, the Golden Ace was Mustang Based and enjoyed a similar service agreement). The agreement extended to warranties for the various GM components, making the Quicksilver something of a domesticated exotic. Performance was anything but exotic with a 0 to 60 time of 9.7 seconds and a top speed of 121 mph. With the available four speed automatic transmission,
highway fuel economy was firmly in the mid 20′s.

At more than $50,000, the Quicksilver had a steep asking price for what amounted to a 140hp Fiero cover. To Zimmers credit, the low production numbers allowed many personal touches that made the Quicksilver more appealing than any Fiero (on the inside at least). Luxury features like blurled walnut in the dash and console and black suede lined interior roof exemplified the high-end of baroque style American luxury. Quite a few notable celebrities thought so too like Hulk Hogan, Sly Stallone, Frank Sinatra and Liberace. Although these  influential people represented extremes of good and bad taste, their influence was not enough to lift the Quicksilver out of the shadow of the more hideous looking (and popular) Golden Spirit. For all its attempts to alter the Fiero interior, the door panels looked almost the same and the same basic low tunnel dweller seating position persisted.

The Quicksilver was only sold for a few years. Each of the limited build of 50 to 170 or so cars a year was accounted for. The parent companies financial woes and the firm’s leader’s death forced new ownership, just as the Fiero had reached the end of the line. The final year of the Quicksilver should have benefited from the improvements made to the Fiero’s double wishbone front suspension, but it would be too late for both cars. Had a car like the Quicksilver been around during today’s age of media saturation, more than one rapper would have danced around its outlandish lines. Suddenly Impalas and Monte Carlos with 20′ chrome rims look tame by comparison.

1987 Quicksilver Rear

1994 Ford Mustang GT

The 1993 Mustang represented the end of the line for the popular Fox based platform car that debuted in late 1978 as a 79 model. 1994 marked the 30th anniversary of the Mustang and what better way to mark the occasion than with an all new car. Although new, more than 500 components from the old car carried over. Unseen items like the floor pan were carried over, but nearly everything else visible was new. The Mustang design Team was said to be holed up in an old abandoned Montgomery Ward warehouse south of Dearborn Michigan for three years, working on the successor to America’s most popular pony car. In some ways, the guys over at Chevy beat them to the punch by a year when they managed to let their next generation pony car out the gate first. The year wait was worth the difference, as the Mustang was more modern than the Camaro and arguably as much fun. It certainly was less controversial looking.

Mustang GT Interior

The look had been carefully focus grouped and a design was chosen that was firmly in the middle of a trio of proposals ranging from all out aggressive brute to a softer themed car. In a further attempt to connect with Mustangs of the past the new car’s aerodynamic styling took cues from 60′s era cars like the scalloped sides and three slant tail light lenses. The link to the 60′s continued inside with twin pod like dash styling wrapping around a spartan but modern interior. Ford worked with Mustang car clubs to roll out a campaign that linked the two era Mustangs together with the advertising tagline: “It is what it was”.

The model lineup became simplified, while the options list grew significantly. The 94 Mustang was offered in either convertible or coupe, with a small trunk. The hatchback had become a thing of the past. Base Mustangs no longer used the small 4 cylinder engines of previous cars. Now with a 145 hp 3.8L V6, owning a base LX Mustang was not as embarrassing as it once was (but could be dusted by Ford’s own Probe GT). The V8 5.0 liter carried on, but was good for 215 hp. Thanks to tighter emissions controls, the 94 GT had less power than the 93, but still kept 0 to 60 times in the mid six second range.  Unlike the previous generation car, no sleeper versions of the LX with GT power were ever introduced from the factory. With its big wheel wells able to support something much larger, the standard 15′ wheels looked too small on the base and LX cars, making them look cheap and weak. Base cars were often dressed up by dealers with decals and rear spoilers in an effort to pad the profits, but these add-on did nothing to improve performance (or often looks).

1994 Ford Mustang Base

V8s were exclusive to the GT model with its 16 in wheels and dual exhaust. In a nod to the Probe, the standard GT wheels were a three spoke design similar to those on the almost Mustang replacement. GT buyers had the option of moving up to more aggressive looking 17 in wheels and for the first time ever, all Mustangs came standard with four-wheel disc brakes all around. The 94-96 Cobra models offered more power and were the most attractive yet, with distinctive round fog lights and standard 17’ wheels.

The redesign was a success. Sales of the 94 were very good but nowhere near the 65 models, but Ford managed to sell more than 123,000 units. That was better than the Camaro, so that was all that mattered. The V6 Mustang coupe became the most popular version. With many of the body flex problems and crudeness of the third generation car fix, the Mustang was poised to go head to head with the Camaro/Firebird in the modern pony car wars of the 90′s and beyond. Today the Mustang is the longest running continuously produced pony car and judging by sales numbers is no doubt still Americas favorite, even in the wake of reborn Camaros and Challengers.

The last of the Fox platform Mustangs are still quite common and represent a good value as a cheap, easy to maintain and fun to drive car. The 94 through 96 models represent the original “new” design with 97 to 2003 cars representing the less attractive squared angular look. These cars are not as polished or refined as some of the Japanese competition, but Mustangs (and all American pony cars for that matter) were in a class by themselves anyway.

1994 Ford Mustang GT Convertible

2000 Nissan Silvia S15

The New Year brings many exciting prospects for car lovers. One development to look forward to is the re-emergence of affordable rear wheel drives cars. Toyota and Subaru will offer one  soon, while Hyundai has for over a year now. It’s easy for fans of Nissan’s 240sx to feel short-changed. After all the old 240SX offered a lot of promise with it’s tight handling and rear wheel drive. It’s only short coming was its lack of power. The S platform chassis was easily able to handle 50 or more hp. So when the word came that the S14 would be discontinued in America (and the 200SX in Europe), many of the Nissan faithful suddenly found themselves without a mid-priced rear wheel drive coupe to look forward to.  To this day, the void left by the departure of the Silvia S14 (or 240SX) was never quite filled by the likes of front wheel drive Sentras and Altimas.

The Silvia lineage however would continue without missing a beat in Japan and Australia where the new S15 would continue as the Silvia in Japan and the 200XS in Australia and New Zealand. The basic setup was similar to the S14 with rear wheel drive and a proven McPherson strut front and multi-link rear suspension. The Silvia S15 would feature revised and updated styling that clearly identified it as a Silvia, but with updated curves that gave way to softened edges.  The new look was elegant, yet had a more aggressive face and could be pushed toward the boy racer look with factory available aero packages that went from wild to silly (large rear wing). From some angles it looked as Nissan’s designers were inspired by the Ferrari 456GT. This generation was perhaps the best at tip toeing the line between sport and elegance when left in stock form. There were two trim levels available; both came with the option of various aero enhancements. Generally the S-Spec was normally aspirated and the Spec-R cars were turbocharged.

The exaggerated looks aside, the Silvia finally had an engine to match its aggressive exterior. With 250 hp, the new 2.0 was a much better match for the chassis as had been in the past. Turbo cars could easily reach 60 mph in the mid five second ranges. Although Nissan may not have published a top speed, Autocar magazine estimated 153 mph for the 1999 Spec-R models. A normally aspirated version of the engine was available with 165 hp, a noticeable improvement over the previous generations 145hp only US market 240SX.

Silvia S15 Interior

The inside remained the simple, stick to the basics layout that S13 and S14 drivers had become accustomed to with essential controls all within easy reach of the driver in the low slung cockpit. Very little is written about the S15 Silvia in mainstream media, but in Japan it had become a drifting sensation for many of the same reasons the S14 did before it.  For this reason many American enthusiasts are familiar with the S15 if only by reputation (and the occasional video game).

In Australia and New Zealand only the turbo version was sold, although they were slightly detuned. Like in Japan the car came in Spec-S and R types, but was called 200SX like they had been in the previous generation.  Nissan decided in the late 90’s to consolidate its many platforms and the S would become a casuality of efficiency. The new rear wheel drive FM platform would be the source for many of Nissans performance products including the Z cars and the Skyline.

Unfortunately for fans of rear wheel drive performance, Nissans grand scheme resulted in only more expensive cars being powered by the rear wheels. The affordable segment vacated by the Silvia would now be the job of the Altima Coupe in many markets. As nice as the Altima was, it was no Silvia. With Toyota and Subaur’s new affordable rear wheel drive coupe just around the corner, it may be time for Nissan to re-introduce the Silvia to a new and receptive market.

1999 Nissan Silvia Spec S