Delahaye Classic French Motor Cars

The origins of Delahaye as a foreign French auto maker and manufacturer lie in a firm set up as long ago remarkably, as 1845 to produce of all things brick-making machinery obviously not automobiles or even horse and buggy transportation equipment.

Emile Delahaye was at first a railway engineer who designed rolling stock for French as well as Belgium railroads. Yet he produced his first car of German Daimler type in 1895, and two years later he moved his company from Tours to Paris, settling down to a variety of engineering projects.

The first of the shaft-driven cars arrived in 1907 and a V6 project (again a remarkable feat this early on in automobile history) in 1912. During the "Great War" - World War 1- the company itself produced a variety and range of items for the war effort. including vast quantities of rifles, stationary engines, gun parts and aircraft components. Yet after the war the company settled down to build somehow dull yet dependable and reliable cars (not always the case in the early day of the automotive industry). However at this point in the company's history these were noted to be usually of a rather backward design and designs.

It was necessary to modernize the car line in a big way and manner and with the current range selling rather badly in very limited and restricted sales numbers the new design and designs were first shown publicly in 1933 at the Paris Auto Show. Not only did it have a light chassis layout, with independent front suspension, but there was a choice of 3.3 liter, six-cylinder engine or a related 2.1-liter "four" backed by the Cotal electro-magnetic gear box or alternatively a synchromesh change to choice. The short cut was made possible without what was considered at the time "enormous investment" because these engines and motors were directly developed from units already in production for the company's commercial vehicles. Not only this but for the first time in years, the Delahaye car had coachwork with what might be called "eye appeal", "eye candy" and later with the advent of American auto producer, General Motors, "styling".

The larger six-cylinder car effectively was the prototype of the famous "135" series which would serve Delahaye until the end of the 1940s. This design might well have been said not to have done the job on its own, but this was uncertain because of 1935, the Delahaye outfit took over the financially ailing Delage concern. Delage it seemed had a very well established and well heeled clientele. Delage's "elegance" was therefore handed to Delahaye, and thus helped to cause no less than a dramatic change and changes in their direction and later fortunes. It did not take much time until a "Superluxe" six cylinder car soon went to Monthlery to take 19 world and international class records, and when the same car won an Alpine Coupe in the rally of that name, the "Coupe des Alpes " variant was christened.

The Delahaye production factories went to release a number of most noticeable automobiles of note. Among these were the "Competition" Type 1935 and the variant Type 175S introduced post WW2 in 1948, which was effectively a 135 chassis with an upgraded engine and more modern Charbonneux styled coach working.

What ever happened to this well regarded auto line - that was so highly regarded among its auto buying clients? It's all the same like in our current auto industry climate - the automotive industry was rationalizing and consolidating. The company was taken over by the firm"Hotchkiss" in 1954 whom in the end decided its expertise and for reasons of economy of scale - should focus entirely and exclusively on trucks only. This meant both the end and demise of the well regarded line of Delahaye car products.

Terry E. Storey Edmonton Fiat 500 Dealer; Alberta Fiat Dealerships serving Chrysler Dodge automotive sales and service areas Meadowlark Park Sherwood Jasper Park Aldergrove Thorncliffe Elmwood Lynwood Lymburn in the greater Edmonton areas

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Revival Of A Classic

When asked what his dream car would be, my father has always answered in exactly the same way, without fail; the Jaguar E-Type. Not just any old Jaguar E-Type though, it would have to be in the classic British Racing Green, with a beige leather interior and wire spoke wheels. Developed in the 1960's the E-Type is undoubtedly a thing of beauty, ranking first place in the March 2008 list of the one hundred most beautiful cars, produced by the Daily Telegraph. It is also, however, an extremely powerful car ranging from a 3.8 litre engine in the Series 1 up to a 5.3 litre V12 in the Series three. The Jaguar E-type was a real life beauty and the beast and the model was a huge success for Jaguar, selling over seventy thousand of them during its lifespan.

As it happens, we live just down the road from a prestige car garage and my dad is often poking around up there, looking for 'his car', but he has never been able to find an E-type up there that fits his set parameters, though they have had some lovely models from time to time. However, there is a new kid on the block that will make any car fan, not just the E-type fans, get a bit hot under the collar.

The Eagle Speedster is a brand new development, designed to bring new life into the old classic and at 1008kg with 340ft/lb of torque, it certainly has a whole lot of life. The Eagle Speedster 'Black Cognac' is based on the old "Lightweight" model that Jaguar produced out of Aluminium with the sole purpose of being a racing car whereas 'Number 1' is more like an updated version of the 1960's original, with details and finishing that have stayed faithful to the design. The power delivery on this machine is absolutely amazing and the handling, which is often the let down of cars of this class, is immaculately precise.

The Number 1 has been fitted with the standard Eagle 4.7 litre engine, which has been paired up with a five speed gear box and specially engineered sports suspension. Of course, all the tried, tested and reliable Eagle upgrades are available as well.

Although I don't think this amazing piece of automotive engineering will ever sway my father from his devotion to the original E-Type, it certainly gets my vote as a wonderful piece of engineering and I'd love a chance to drive one!

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The Classic Cars of the Future is the Automobile You Are Driving Today

A true classic car is one that is completely original, and no modifications have been made decades later, including holes drilled, or add-on aftermarket parts replacing the genuine original parts. But have you ever considered that the classic cars of the future are nothing more than the automobiles we are driving today. In other words you are only 30-years too early. Now then, with that said maybe you should consider what you are doing before you drill holes in your center console, or start making major modifications.

Okay so, you probably don't plan on keeping your car for 30 years, but what if you did? Some of the cars driving around today will be totaled, rebuilt, refurbished, and be in car show someday in the future. Some of the cars driving around today may look like just regular cars, but they may win best of show at a car show in 30 years. Thus, it makes sense to take care of your automobile, keep it in good condition, and keep it as original as possible without too many major modifications if you wish to hold its value over the long term.

Why is it that so many people have a problem thinking here? Is it because everyone is busy living in the present period, rather than thinking about the future? Is it because humans live for the day, without regard to strategically planning their future? Perhaps, it is some of all of those things, but 30 years from now will be here, perhaps before you know it. After all, time does have a way of flying by when you stop thinking about it.

Over the years before retirement, I had been involved in sponsoring a number of classic car shows, as it was part of our marketing and branding strategy for my automobile service company. I can't tell you how many times that the judges who were quite well-versed in the factory specs of various cars would find sometimes ridiculous parts added to cars, often they would be Chinese trinkets, little plastic fittings and things stuck where they didn't belong.

Because of this they couldn't win best of show, because their car was not fully original, but it also showed a lack of regard for continuity of the era in which the car was entered in the contest. Well, rather than continue to lecture you, I would just like you to please consider all this and think on it. Because you might be driving a classic car, but your mindset is merely out of time.

Lance Winslow is a retired Founder of a Nationwide Franchise Chain, and now runs the Online Think Tank. Lance Winslow believes writing 23,850 articles by July 4, 2011 is going to be difficult because all the letters on his keyboard are now worn off now..

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Protecting Your Classic Car From Wicked Winter Weather or the Hot Summer Sun

Prior to retirement, I ran a mobile car washing and detailing company. I can recall many of our classic car customers wanted their cars washed and detailed, and a special detail prior to putting them into storage to protect them from the elements. Our franchisees dealing in colder climates gave each of their customer's cars a complete full detail and wax prior to the owners putting a cover over them and storing them for the winter.

In areas such as Florida, Scottsdale, and the Palm Springs area, our franchisees would detail the cars in late spring, as the snowbirds went back home and then they would park the cars in a climate controlled facility. There was an interesting article the other day in the Palm Desert Sun which featured a small business owner that owns a climate controlled facility called; The Vault. The article appeared in the "It's My Business" section and was titled; "Safe, Climate-Controlled Place to Store a Vehicle" by Cathy Strong.

The owner recommended that vehicles these stored at temperatures between 78 and 81 degrees at all times in a humidity-free environment, as this protects the leather, paint, and wood. Yes, that would be my experience as well, and by keeping it indoors, the tires would also be in good shape. And speaking of tires I can recommend that a car be put up on blocks, so it does even better, as does not to ruin the tires if they become deflated over the long storage period.

Just putting a vehicle in any type of storage can be a serious mistake especially in Arizona or the California desert where the interior temperatures of some storage units can heat up like ovens. Realize, that in some places in Arizona the temperature never gets below 100-degrees for weeks on end even in the middle of the night. An antique car just can't handle that, and you're liable to ruin the paint, the plastic, wood, and all the rubber inside the car, outside the car, and in the engine compartment.

If the vehicle is kept in the proper type of storage area at the right temperature, then it is just a matter of giving it a light rinse, and a terrycloth towel dry, and perhaps another coat of wax when it's time to pull it out again. There is a right way and a wrong way to store a vehicle, and you could seriously be hurting the value of your automobile, and over time watch it deteriorate to the point where it isn't worth anything if you don't pay attention to the details. Indeed I hope you will please consider all this and think on it.

Lance Winslow is a retired Founder of a Nationwide Franchise Chain, and now runs the Online Think Tank. Lance Winslow believes writing 23,850 articles by July 4, 2011 is going to be difficult because all the letters on his keyboard are now worn off now..

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Modern Classic Cars - The Vauxhall Lotus Carlton

In the summer of 1986, Vauxhall acquired the cult British sports car company, Lotus, and the motoring world wondered what on earth the maker of the Viva and Cavalier family saloons was going to do with the high performance car maker. They had to wait three years to find out.

Take a normal family saloon car and stick a 3.6 litre Lotus Engine in it and what do you get?

The Vauxhall Lotus Carlton which in 1990 became the fastest saloon car in the world capable of speeds up to 176 mph.

Vauxhall Motors had been owned by US automobile giant General Motors (GM) since 1925 and since 1962 when GM acquired German manufacturer Opel, both companies had regularly shared the same designs, engines, components and cars under different badges for their respective markets.

The early Carlton's were modest relations of what was to come.

The first Vauxhall Carlton or Omega as it later became known in Europe and the US, was the British version of the Opel Rekord from Germany.

The Mark 1 Carlton was a typical 1.8 or 2.0 litre petrol four door large family car aimed at the middle market to compete with the Ford Cortina and Granada. A spacious and comfortable real wheel drive motor with reasonable performance, it was also available as an estate car.

Yet despite many interior design upgrades and a diesel version, sales were not spectacular.

The Mark 1 Carlton was mostly built in Germany and assembled at the Vauxhall Luton plant from 1978 until 1986 when it was replaced by the Mark 2, which was to become the basis of the Vauxhall Lotus supercar.

The new Carlton was a totally different beast to its predecessor. Designed to take on both Ford and BMW for the British executive saloon market, at the end of its launch year of 1986, the Carlton / Omega range earned itself the industry accolade of European Car of the Year.

The Mark 2 Carlton was powered by a straight-6 engine with a 2.6 and 3.0 litre choice. In 1986 the engine had 12-valves, but later models offered a much more powerful 24-valve version in the Carlton GSi which became the basis of the Lotus production car.

Although it was unveiled at the 1989 Geneva Motor Show, it wasn't until 1990 that the Vauxhall Lotus Carlton entered production. Apart from an obvious rear spoiler, low profile body kit and a couple of air intakes under the bonnet, there was little to tell the car apart from the family model. However it was what was under the bonnet that made this the worlds fastest four door production car ever!

The 3615 cc V6 Lotus engine was built with a four valve cylinder aluminium head with twin overhead camshafts. Fitted with twin Garrett T25 water-cooled turbochargers the car developed 377 bhp at 5200 rpm, with an incredible 419lb per foot of torque.

The drive was taken via a six speed gearbox taken from the GM Chevrolet corvette to a strengthened rear wheel differential. This enabled the Lotus Carlton to reach an amazing speed of 176 mph when tested at the high speed Nardo track in Southern Italy.

GM planned producing 1100 cars initially over three years, however due to the recession that hit at that time and the high price tag of ?48000, sales were slower than expected and only 950 cars were eventually built when Lotus made the last Carlton in 1992.

The Lotus Carlton will probably go down in history as the world's fastest saloon car that nobody knew about! The fact that the car was so fast caused so much controversy that the corporate advertising of the day did not mention this fact, only that it could accelerate from 0 to 60 in 5.2 seconds! Had they sold the car on its amazing capabilities, the Vauxhall Lotus Carlton may have had a much different story.

Although the Vauxhall Carlton went on to become the new Omega in 1996 the short lived Lotus version became an instant modern classic.

If you own a Vauxhall Carlton of any configuration you should consider insuring it under a specialist classic car insurance policy, preferably from a Vauxhall Insurance Specialist.

Parts for the Carlton are widely available and consequently a standard car is only rated in insurance group 10 to 12. If you are lucky enough to own the Vauxhall Lotus Carlton then expect to pay insurance rated at the highest group 20!

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Guilieta Alfa Romeo Classic Sport Car Coupes

For those stylish sports car enthusiasts that are in the know most of Alfa Romeo postwar success can be traced to their stylish Bertone and Zagato coupes. Powered by fast, zippy twin-cam high performance engines they were highly fast as well as attractive.

The last of the Giulia GTV coupes left the production line in 1976, marking the end of a pretty direct line after 20 years, true testimony to the high quality of the original design.

The first Giulietta coupe had been introduced in very limited numbers during 1954 and the range really made its debut at the 1955 Turin Auto Show. Giulettas were small cars designed chiefly to be popular and affordable but also to be versatile enough to be built as practical, indeed dowdy saloons, elegant coupes and even efficient race winners.

At the heart of the Giulietta was a twin engine cam engine essentially that was still in production way into the 1980's. It marked a return to pre-war Alfa practice in some way, being built in alloy with wet cylinder liners (although with shimmed rather than threaded tappets). It's slightly under square dimensions of 74 mm x 75 mm resulted in a displacement of a mere 1290 cc from which no less than 80 bhp was extracted at 6300 rpm. Much of that power was due to the top end design of the engine, which featured two overhead camshafts chain driven and operating two valves per cylinder inclined at 80 degrees, in hemispherical combustion chambers. That amount of power of power naturally gave the coupe impressive performance for a mid 50's 1300 and it could reach 103 mph (166 kph) in top, a genuinely impressive speed for its day.

Almost as good as the engine was the suspension, a strong thoroughly engineered and relatively simple design of double wishbone and coil springs in the front and a live rear axle. The axle sounds very much in keeping with the 50's except that great pains had been taken to locate the axle securely to eliminate tramp and hop. Two stout pressed steel lowering trailing arms were complemented by a triangular upper bracket connected at one point to the differential carrier and at two points to the body in front of the axle. Again the springs were coils and the clampers telescopic. One unintentional oversight in the workup, which was quickly rectified, was an oddity - a column mounted gear change. You can bet that it did not take too long, and too many models out the factory door for this oversight to the ultimate motorists and drivers of this sports car was revised and thankfully corrected.

Although it might be said in retrospect saloons might be said to be the very incarnation of drabness and dullness, this coupe was indeed fortunate in having a body styled by Bertone. What resulted was a classic - a neat 2 door 2 + 2 design, compact and graceful. Everything in the design phase gelled and pulled together. What resulted was light, nimble, quick and graceful. What a winner.

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A Guide To Owning Your First Classic Car

Classic Car owners tend to invest in their first classic car for one of two reasons. Many buy the more rare marques and more expensive models as collectors looking to earn a return on their investment at a future date. This is particularly true when the prevailing economic conditions make the price of money cheap, with low interest rates.

However, the majority of classic car owners invest in their first vehicle as their only car, which they put to daily use. Owing your first classic car should be more about the pleasure you obtain from driving it than the pain that they can sometimes bring you, due to their age.

If you rely on a classic car to do the school run and pick up the weekly shopping, and it breaks down every five minutes, the enjoyment and pleasure obtained from driving a cool car with character will soon be tempered by the hours you may spend in a lay-by, waiting for a breakdown truck to arrive.

So investing in your first classic may be a lottery and you may well end up with a 'lemon' and regrets if you do not follow certain basic guidelines when buying your first older vehicle. The secret is in choosing the right model for your needs and budget, and then locating a vehicle that has been well cared for and has already been someone else's 'pride and joy'.

Do not jump in with your heart ruling your head and buy the first model of the make of car you want that you see advertised on your local forecourt or trader magazine. Look for a car that is in keeping with your taste and style and if you do your research and pick wisely there is no reason why a well looked after classic car cannot give you as many years of trouble free motoring as a modern motor.

There are many considerations when you take your first steps towards buying a classic car, not least the purchase price but also the ongoing costs of keeping the car roadworthy. Some models of classic car are sold cheap and may at first appear to be a bargain, but a closer look often reveals that these particular models have known faults, prohibitive running costs or very expensive spare parts.

Running costs should always be a primary consideration for those who wish to use a classic car on a daily basis. A large 4 litre gas guzzler may be cheaper to buy initially, however it soon becomes clear when you visit a filling station why the 2 litre version of the same model commands a much higher purchase price and is more in demand by classic collectors.

In the case of classic cars that have been imported from abroad, the potential buyer should be aware that replacement parts are usually either much more expensive than their domestic counterparts, and in some cases of manufacturers that no longer exist, completely unavailable.

Once you have decided on the make and model of your preferred classic, ensure that you thoroughly research all the known problems for the car. Most classic cars have owners clubs online and a quick visit to these and related forums can provide invaluable assistance in helping you determine potential problems you might have and an indication of running and maintenance costs of the model. Furthermore, these enthusiasts are the people you will meet if you intend to show your classic or attend rallies or obtain rare spare parts, so it pays to introduce yourself to the community at an early stage.

One final consideration that must not be overlooked is the cost of Insurance. This really should not be a worry as Classic Car Insurance polices are often extremely competitive, especially if the classic is to be your second car or you choose a limited mileage policy. Even for young drivers most car insurance underwriters realise that you are not going to wrap your classic motor into the nearest tree at the earliest convenience, however classic cover for larger models is usually restricted to drivers over the age of twenty three. Insurers will now consider any car over tens years old as a 'modern classic' and younger drivers can obtain cover for these by visiting a specialist car insurance broker or provider. When searching for classic or collectors cover online, it is now possible to compare car insurance quotes at many of the major car insurance comparison websites. However if you require tailored cover or have unusual driving requirements, visit a specialist insurer who offers schemes for your particular make and model of classic car.

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Alfa Romeo - An Italian Classic

The Alfa Romeo is for many synonymous with classy and expensive sports car and the Italian car manufacturer founded in 1906 still makes sports car with the Spider and the 8C Competizone as two of their better known models. Today the manufacturer is owned by Fiat and produces anything from a 3 door hatchback to a 4 door sedan.

Historically the Alfa Romeo became famous for its small cars specifically designed for the Italian police and will have featured in many so-called 'gangster' movies of the 1960s. The Alfa Romo has also been involved in motor racing and won many famous road races such as the Mille Miglia and Le Mans. The Ala Romeo has also been a part of the Formula One circus.

If you fancy test driving a, head down to your local dealership and check out models such as the Mito, Giulietta or the 159. The Giulietta hatchback for instance is a good all-round compact family car which is said to be keenly priced compared to its competitors such as the VW Golf and the car scores very high in the Euro NCAP crash test so should be a good buy if safety is a priority. It's also a classy looking car if you're looking for something a bit different. Expect to pay somewhere in the region of ?20,000.

Another possible Alfa Romeo is the 159 Sportswagon which is larger than the Giulietta and is an alternative to buying something like a Ford Mondeo or a BMW 3-series. Pricewise it undercuts any German manufacturer but the re-sell value isn't great.Another possible Alf Roeo is the 159 Sportswagon which is larger than the Giulietta and is an alternative to buying something like a Ford Mondeo or a BMW 3-series. Pricewise it undercuts any German manufacturer but the re-sell value isn't great.

Another possible Alfa Rmeo is the 159 Sportswagon which is larger than the Giulietta and is an alternative to buying something like a Ford Mondeo or a BMW 3-series. Pricewise it undercuts any German manufacturer but the re-sell value isn't great.Another possible Alf Romeo is the 159 Sportswagon which is larger than the Giulietta and is an alternative to buying something like a Ford Mondeo or a BMW 3-series. Pricewise it undercuts any German manufacturer but the re-sell value isn't great.Another possible Afa Romeo is the 159 Sportswagon which is larger than the Giulietta and is an alternative to buying something like a Ford Mondeo or a BMW 3-series. Pricewise it undercuts any German manufacturer but the re-sell value isn't great.Another possible Alfa Roeo is the 159 Sportswagon which is larger than the Giulietta and is an alternative to buying something like a Ford Mondeo or a BMW 3-series. Pricewise it undercuts any German manufacturer but the re-sell value isn't great.

Another possible Alfa Romeo is the 159 Sportswagon which is larger than the Giulietta and is an alternative to buying something like a Ford Mondeo or a BMW 3-series. Pricewise it undercuts any German manufacturer but the re-sell value isn't great. new Alfa Romeo

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Classic Cars - The MGB GT

Throughout its eighteen year production life the MGB was a lovable sexy looking little roadster, with a low growling engine and a snug cockpit more reminiscent of a world war two fighter.

When first launched in 1962 the two seater MGB looked and felt very modern and went on to epitomise a more middle class view of the 'swinging sixties'. The car was of course built on solid time honoured MG virtues and class, and for the most part of its construction, adopted from its forerunner, the now much sought after MGA.

Built at Morris Garages in Cowley Oxford, the engineers took the MGA's B series 1492 cc engine and re-bored it to the much larger 1798 cc, and by fitting it into the same amount of engine space as the MGA raised the output of the MGB to a healthy 94 bhp. This gave the sports car a very lively performance with a top speed of 103 mph. The MGB could do 0 to 60 in 11.4 seconds. The engine had plenty of torque in the higher gears and it was renowned for the cars predictable road-holding, you could throw it around corners without losing control unlike many other sports cars of the time, which made the MGB popular with both young and old alike.

In the summer of 1965 when The Byrds were Number One in the UK Music charts, MG launched the highly desirable and elegant MGB GT fastback coupe.

The stylish lines of the MGB GT were designed by Carrozzeria Pininfarina whose Italian company had also produced designs for Peugeot and Ferrari.

The GT featured a rear hatch door, what could technically be called a 2+2 rear seat, which was so small a dog had difficulty sitting in it, and was often fitted with a leather sunroof. The extra bodyweight meant that the GT's low end acceleration was not as good as the MGB, however its naturally aerodynamic shape and lines gave it a top speed of 106 mph.

Production of the MGB continued under the auspices of the nationalised BLMC or British Leyland as it was known from 1968, but the MGB received poor investment, despite it being Britain's top export car to the US market for many a year.

In 1973 after much demand from enthusiasts British Leyland made a sincere attempt to pack the MGB GT with a much more competitive punch and fitted the car with Rover's 137 bhp 3.5 litre V8 engine!

Suddenly the quaint lady of british motoring could reach a top speed of 125 mph and do 0 to 60 in an impressive 8.4 seconds. In many ways the MGB GT V8 could claim to be Britains first 'hot hatch'!"

The new alloy engine weighed nearly forty pounds less than the old B series lump and the handling was much improved. Sadly, sales of the car were poor as its heavy fuel consumption did not bode well with the oil crisis and petrol rationing that were occurring when BLMC launched the car.

In 1975 all MGBs were given those rather unsightly black polyurethane bumpers or fenders to be precise. They were actually installed to meet US safety standards. All other changes to the MGB GT were also as a direct result of being so popular an export to the US and included the ride height being raised to meet US headlight standards and a single carburettor and catalytic converter were added to all US models to meet strict emissions standards. This, unfortunately for those driving them in the US, reduced the bhp to just 62 with a maximum top speed of 90 mph.

The final MGB rolled off the production line in 1980 and by then the car had sold over half a million. Throughout that time the second hand market for the MGB and GT was as strong as it is now with very high demand. Buying an MGB today is not beyond the pockets of many and as when new, the classic MGB and the MGB GT still remains affordable and is particularly popular with new collectors of sports cars.

Owning classic used cars can be fun and the MGB and MGB GTs are no exception The car's servicing can be done at home with a limited tool box, a set of axle stands and a decent jack. The spares situation for all parts for both the MGB and MGB GT is amongst the best for any classic car on the market. in the UK MGB specialist and garages can be found in every region and city. Car Insurance quotes are very fair, especially if you compare classic car insurance quotes, due mainly to the MGB's limited performance and the very wide availability of spare parts.

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Classic Car Pate Swap Meets

A. M. Pate Jr. and Sebert Pate were not only genetically linked (they were brothers) but they also shared a passion between the two of them. The passion was a passion for cars. Hence they began collecting cars in the late 1940's. Since then the collection grew, and another idea had sparked between the two - they had thought about displaying their collection. Hence the Pate Museum of Transportation was born located on U.S. 377 between Fort Worth and Cresson, Texas.

That is right; it was a museum of transportation, not just cars. This meant that they had collected more than just cars. Amongst the collections was a yellow submarine, helicopters besides just cars. When they had first begun there were only 15 cars in the collection to be displayed. As the years went on, the Museum of Transportation grew until it amassed a total of 68 antique cars and other forms of transportation too, like the submarine, a minesweeper boat, aircrafts and a private railroad car. Aside from just vehicles, the museum also held books - 1500 volume of books were made into a library in part of the museum. Entrance to the museum was free and it opened from 9:00a.m right up till 5:00p.m from Tuesdays right till Sundays (it closed on Mondays; for upkeep and maintenance jobs) Sadly though, as of 2010 the museum as closed down. No one knows for certain the exact reason why the museum had closed down. However one thing is for sure, the Pate legacy would still live on. This is very much evident as the Pate Swap Meet car exhibitions still carry on - the last was held on April 28th, 2011 till May 1st, 2011. Carrying on with the main goal that drove the Pate brothers, that is to showcase their cars, the swap meet does exactly what was intended when the museum first opened.

The Pate Swap Meet car exhibition had begun in 1972 and is still going on strong, despite the museum being closed. The Pate Swap Meet car exhibition was an idea of a Barney Calvert who was at the time a member of the Antique Automobile Club of America. After seeing and drawing inspiration from the Hershey Swap Meet car exhibition, he approached the Pate brothers with the idea; which needless to say, went down well with the brothers. From the year 1972 till right now in 2011, the Pate Swap Meet car exhibition has continued on, having last met in the Texas Motor Speedway in Fort Worth, Texas (located 20 miles north of downtown Fort Worth, at the corner of Interstate 35W and State Highway 114). The Pate Swap Meet car exhibition is also a fund raising attempt of 17 Texas antique automobile clubs. It is one of the three largest swap meets in the United States of America. It has more than a quarter of a century of heritage and is recognized internationally due to its diversity of products in the automotive industry that are offered by its vendors.

Vendors come from all across the nation to fill up the spaces that are available and offer their goods or services, offering anything and everything to do with the automotive industry - from cars to rare equipment and the likes of it. There are so many great car shows out there, don't limit yourself to just one showing.

Be sure to check out the cars at carlisle show as well as the sema and pebble beach shows that occur every year!

The Pate Swap Meet car exhibition will definitely continue to progress as it has already built a name for itself. Therefore, even though the museum has come to a close, the show must go on, as the saying goes - and it definitely will for years to come still. As we can see from this year's show that went on despite the closure of the museum. Surely the Pate family legacy will continue to live on through these shows.

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Does Your Classic Car Club Have an App for Your Members and Fans Yet?

If you run a nonprofit group such as an automotive classic car club then you need to be in touch with all of your members and fans. You need a very good website with a forum and a blogging network, and this can be done using perhaps the Ning Blog Network (you can Google that) and a decent "php forum" in conjunction with your website. You will also need to engage your members using social networks such as Twitter, and perhaps Facebook.

Now I understand that many people that own classic cars are of the baby boomer crowd, and they are perhaps the least likely to participate on social networks, but I guarantee you they will be interested if it involves their first love, their classic car. Further, it is recommended that you download one of the classic car apps from The Apple Store, or from the Android App website, perhaps both. There are several good ones. They will alert all your members when you are having a meeting, as well as several apps which alert them to classic car auctions, blue book values, and available parts.

Classic car clubs need to be thinking in the future, even though they are driving in the past. It is amazing when you merge the two how much you can do, things which you could have never done before. I can remember rebuilding my first classic car (1954 Chevy Truck) and there was no Internet, and chasing parts meant rummaging through hundreds and hundreds of acres in various junkyards. Trying to accumulate the parts I needed using a pair of vise grips, channel locks, small crowbar, and WD-40 to get the rust off. Things just aren't that way anymore, as you can order parts online on eBay, and through classic car online networks.

My advice to you is not to be shy when it comes to harnessing this technology, and it doesn't mean that you need to have your members put additional holes in the center console to hold an iPad with a GPS app. You can still leave the eight track player in the center console of your 1959 Stingray, but everything else about your car club should keep up with our information age, and you should take advantage of all the social networking tools to help your car club prosper and grow.

Indeed I hope you will please consider all this and think on it. If you have any other great suggestions for future articles, please shoot me an e-mail, let's talk.

Lance Winslow is the Founder of the Online Think Tank, a diverse group of achievers, experts, innovators, entrepreneurs, thinkers, futurists, academics, dreamers, leaders, and general all around brilliant minds. Lance Winslow hopes you've enjoyed today's discussion and topic. http://www.worldthinktank.net/ - Have an important subject to discuss, contact Lance Winslow.

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Classic Cars - The Mazda RX-7

Hailed by many as the most beautiful car ever to come out of Japan, The Mazda RX-7 took seventeen years of development before it finally appeared on the streets in 1978.

Without the perseverance of a team of Japanese motor engineers and designers under the leadership of Kenichi Yamamoto, in the development of the Wankel or rotary engine, this stunningly designed, high performance sports car, would never have happened.

In 1961 the Japanese Company Toyo Kogyo, later to be renamed Mazda, licensed from the patent owners NSU-Opel of Germany, the full rights to develop a new rotary engine.

The Rotary engine was named after its inventor Wankel and had no pistons or crankshaft as such, but consisted of a simple fuel injected rotor blade that span around a central drive-shaft that was connected to a rear wheel differential for drive.

In theory the rotary engine is far superior, through its simplicity in design, than a conventional piston combustion engine, with much less moving parts to go wrong and direct drive power output.

Yamamoto's team at Mazda set to work on developing a rotary engine that would overcome the problems of loss of compression, exhaust, and the overheating of the rotor blades tips, that had limited Opels success at developing the technology in the 1950's.

After success with earlier RX models the RX-2, RX-3 and RX-5 and despite financial problems at the company, Mazda finally came up with the larger 12A engine which was fitted to the new Mark 1 RX-7 built from 1978 until 1980 and the series 2 built from 1981 to 1983.

The Mazda Rx-7 was a two seater plus two hardtop sports coupe, curvaceous and aerodynamic and it immediately caught the imagination of the motoring world which globally hailed it as an instant design classic. The design of the car was built entirely around the engine and exhaust configuration.

A bi-rotor engine putting out what was seen as equivalent of just 550 bhp per rotor the 12A in the RX-7 was capable of speeds of over 130 mph and with high low-end torque reached from 0 to 60 mph in just 6.3 seconds. Officially its bhp was just 100 horse power but given how light the car was, it was often described as like driving a skateboard, the power to weight ratio gave it an output equivalent to 230 bhp.

Exhilarating to drive because of the smoothness inherent in the movement of the Wankel rotary engine, little vibration or shaking was felt at high engine speeds. An alarm was fitted to the rev counter to warn the driver when the 7000 rpm redline was approaching. If you exceeded it or did not heed the alarm the engine would cut out to protect the ceramic rotor tips from overheating.

The car was expensive to run, the engine consuming around 20 miles to the gallon but at half the price of a Porsche and with all the trimming such as electric windows and sun-roofs, the RX-7 was sought by young and old alike. Over 475,000 cars were sold with the original Mark 1 design.

The RX-7 was loved by good and bad alike and appeared in many TV shows, commercials and films.

In Japan the car was adopted by the original Tokyo Drifters and street racers due to its speed and handling. In the UK a modified Turbo version of the 12A RX-7 built by Elford engineering held the unofficial record for the fastest night-time lap of the circular M25 motorway that rings London, for 5 years.

This turbo configuration which used the venturi principle to recycle exhaust gases for extra boost, powered the car to speeds of over 145 mph and was adopted by Mazda into new 13B engine which powered the top end Series 3 production model in Japan from 1984 to 1985.

Various modified versions of the RX-7 were manufactured for different markets around the world, with restricted output and emissions control system in US versions and various bespoke injection and design changes for the European and domestic Japanese Market.

Production of the Mazda RX-7 13B continued until 1988 with the convertible RX-7 Savannah and the new look Mark 2 model often referred to as the Series 4, which had despatched some of the Mark 1 classic design lines and looked more like its main competitor, a Porsche 944.

Dave Healey is a Classic Car Insurance underwriter who is passionate about Mazda RX-7s and modern classic cars. Read more from Dave about the Mazda RX-7 and compare car insurance for all Mazda motors at Car Insurance TV.

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An Introduction to the World of Classic Cars

The world of classic cars is one of the most under-rated, yet magically exciting sectors of what is essentially a leisure pursuit. Certainly there are many professional firms and companies trading in the area of classic cars, but for the most part the industry is driven by enthusiastic followers of their own particular classic car passion.

Some parameters and definitions are required and this leads to the first problem: what exactly is a classic car? And how do you begin to identify one? The answer is probably the old favourite that applies to all things of beauty and it is simply that it's all in the eye of the beholder.

One person's classic is another's heap of junk, but there's no doubt that we all know a true classic when we see one.

The earliest mechanically propelled vehicles are now, in the main, museum pieces that only rarely see the light of day. They are delicate relics of many a bygone age and evoke tremendous feelings of affection and attachment in those who love them.

Next are the classics that still represent a part of history long gone and comprise vehicles that can be nursed and nurtured by those who own, maintain and love them. Because of the dedication of these enthusiasts, the rest of us can enjoy the reward of exploring history, in much the same way as we would explore any part of the development of mankind through the ages.

Coming more up to date are the vehicles that represent the boom years of motor car design and ingenuity, before computer aided design took over and resulted in what exists now, i.e. all cars looking pretty much the same. Modern needs and demands for fuel efficiency, together with environmental considerations dictate how cars are now configured.

From modern techniques of design and manufacture we get cars that are incredibly efficient, but perhaps a little boring and unlikely to mature into what might be called classic cars in the future. Time alone will tell.

Mechanical transportation has been around since the latter part of the nineteenth century so we have a wealth of history to draw upon. Generally speaking the most satisfactory way to classify and categorise classic cars is by reference to the year in which they were manufactured. We have to start somewhere!

Further classification must introduce a geographic component. The US probably represents the largest sector here, but the UK and other European countries contribute hugely to the rich tapestry that now constitutes the classic car world.

Vintage cars are probably still best defined as those built before 1930. So that's a big part of the territory. Then come those built between 1930 and the end of World War 2 so, again a substantial sector. This era has been defined as the age of the "Post Vintage Thoroughbred". Not a bad label by any means.

Once we get beyond World War 2 things become a little more subjective. In the UK there is the zero rate of road tax which applies to any car built before 1973. Somewhat confused because it defines a "build" date rather than a "registered" date, but that aside this sector is fairly easy to classify. So if it's not vintage, and it's not a Post Vintage Thoroughbred, but it was built before 1973, then it almost certainly is a "Road Tax Free, Classic".

Coming further up to date there is definite confusion. There are classics being produced today, by small specialist manufacturers and even home build kit car fans. There are also the eccentric and bizarre that only their owners would ever define as classic.

When all said and done, no-one should be denied the entitlement to describe their own classic as such, and there's plenty of room in the world for us all.

Long may that be the case and long may all of us with an interest in this really fascinating world of historic motor cars, find enough to feed our passion and excitement for all time.

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Classic Car Found

It is always a celebration whenever a classic car is discovered, but when it turns out to be an uncommon car too, the news is brought into the attention of classic car collectors and enthusiasts. One of those moments was the rediscover of a Bugatti with chassis number 57502, an uncommon French sports coupe manufactured in 1937. The classic car found in a barn in Newcastle, England, after over 48 years of being parked in a garage, is one of the only 17 cars of that type ever built.

In 1937 the car was bought by Earl Howe who, after owning it for eight years, sold it to a different person. The automobile continued to change owners until 1955 when it has been sold to Harold Carr, the owner that kept it in the garage for 48 years, after driving it just for a few years. This classic car was found in England after the death of Harold Carr and was sold at a bidding in 2009 by the Bonhams house of auction. Due to its rarity, original condition and low mileage, the vehicle was likely to be sold for approximately ?6 million. But in reality the car's price tag was of ?2,989,495.

2010 was another year when other beautiful, rare classic cars were discovered. I'm talking about an uncommon Chrysler 300 found in Berkley, surrounded by cleaning equipment and covered inside by dust. But you could not help noticing its intact red, white and blue "300-D" emblem that proved the car was an authentic, a well-preserved 1959 300-E hardtop. In fact, a couple of Chrysler cars were discovered there: a 1958 and a 1959 models.

These Chrysler cars are gorgeous cars, produced by the manufacturer between 1955 and 1965 and highly appreciated by car collectors all over the world. And that's normal, due to the exceptional style and the luxurious interiors covered in leather. Their popularity can also be caused by the low number of units produced. The vehicle found is one of the 22 top cars produced by the manufacturer with Bendix fuel injection. The fuel injection system turned out to have some problems and all the 22 manufactured cars were recalled and equipped with four-barrel carburetors and sent back to their owners. Nowadays, just a few of these cars continue to exist and be a part of the automotive history. Moreover, the new owner chose to restore it in order to show the respect it deserves.

Incredible or not, another classic car found recently is a 1925 Bugatti Type 22 that was discovered at the bottom of a Swiss lake, full of rust. Despite its condition, the automobile was sold for 260,500 Euros in Paris at the 2010 edition of the Retro Mobile classic car show. It wasn't probably the most valuable car sold throughout the Bonhams auction, but its history is impressive. The money went to charity.

This Bugatti's chassis number is 2461 and the engine number is 879. It is a car built in 1925 and originally bought by a France customer that lived in Nance and who sold it to some Parisian owner. Although only 20% from the original car was still in good condition, the car's price tag was high. The iron and the steel have suffered more damage, but the wood, the aluminum, the brass and also the rubber were better preserved with the help of a restoring session. Let's hope that another beauty will be saved!

Joel Dammann writes about Classic car found at his Car blog.

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Computational AI Classic Car CADCAM Designing Software

There are many new car models which remind us of the cars which were popular during our childhood. Many of the baby boomers retiring are buying modern automobiles with all the modern features, which very much resemble their favorite cars back in the day. And why not, obviously some smart auto executives and designers figured out what the baby boomers want, what they're willing to pay for, and they are producing those cars as fast as they can. And they are selling, some of them like hotcakes.

But I ask you why do we need humane car designers to come up with these new models which resemble the old? All we really need to do is show several different renditions, prototypes, and artists conceptions of future new cars of various models and then ask potential car buyers which ones they like the best. We can then take this information and program it into a special CADCAM designing software system, and let the artificial intelligent computer algorithms design the cars that people are most apt to buy.

Perhaps a 1959 Sting Ray Corvette which has been modified and somewhat streamlined by today's standards would sell the best. And since those folks are now a bit older, they might not mind various engine sizes; economical, midrange, and "oh my God" power version. Those buying these cars do not need to know that a computer designed it, and they probably don't care, they want something that looks appropriate, reminds him of the nostalgia, and makes them feel young again in their old age.

There's nothing wrong with that is there? Now perhaps you are a modern-day car designer, and you enjoy your job and you like the perks and benefits of working in the research and development prototype division for a major company, or perhaps an aftermarket auto accessory firm which belongs to SEMA - if so, I'm not trying to take your job away, I'm just saying that perhaps computers may be able to figure out what humans will buy and pay top dollar for better than the current kids who were designing our future cars.

The young men and women who are using the CADCAM software to design these prototype cars of the future, were not alive back in the day when the baby boomers were in their teens, they probably don't understand exactly what they want, or how to produce it for them. There's no reason someone can't have a 1962 T-bird which is an all-electric or a hybrid with all the modern amenities, and a slot for their iPad in the center console. Indeed I hope you will please consider all this and think on it.

Lance Winslow is a retired Founder of a Nationwide Franchise Chain, and now runs the Online Think Tank. Lance Winslow believes writing 23,100 articles was a lot of work - because all the letters on his keyboard are now worn off..

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Getting Down and Dirty With a Classic Hood Deflector on Your Family Truckster

Ah yes - those WERE the days! Your grampa drove in to see you from Iowa in that boat of a car, complete with splash guards and hood deflector. Looking cool was not an issue for him, keeping his beast of a car safe from the bugs, sticks, and stones was what mattered. I was never quite sure how that all fit together. If keeping your car looking good, shiny, and new was so important, WHY would you dirty it all up with deflectors and mud flaps?

Well, I'm an old guy myself now, and I have learned that these bug deflector gizmos really have some aerodynamic merit, and thankfully, the folks that make these things have improved on their looks as well!!! But they still belong in another era. And perhaps another dimension!

If you ever make it to any of the great classic car shows, like the Dream Cruise on Woodward north of Detroit in August, or the MSRA Back To The 50's in June at the State Fairgrounds in St Paul - you rarely see any classic older cars there with bug deflectors. You don't see any new hot rods with them either. I can't help but wonder why that is.

I really believe, as Mr Old Guy, that these things DO serve a very useful purpose, and that they do a good job of redirecting those insane insects up and over the car windshield. Or at least higher up onto the windshield! I have ridden in some cars with the bug guards attached, and you wind up with a clear space up to about the midpoint of the windshield. From there up is an even larger congregation of dead insects, so you wind up looking through the bottom half of the windshield. The good news is that it is clean and clear. The bad news is you're looking so low that the bug deflector is now in your line of sight, and, of course, in the way!!

My hope remains with the automobile designers and manufacturers, who, I'm confident, will eventually figure out a way to mold this aerodynamic marvel right into the front end of the vehicle! With all of the videos and commercials you see of them testing their cars in the wind tunnels, seems like a no-brainer to me! But for now, you can find a lot of decent looking hood deflectors on line at the numerous aftermarket auto accessories web stores. The looking COOL part remains "iffy" at best. Perhaps if you put some flames on it......

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Finding Parts For Your Classic Car Now Easier Than Ever

The collection and restoration of classic cars has been a hobby that more and more people have shown an interest in over the years. However, even though these hobbyists enjoy the restoration process, one of the most frustrating parts about restoring a classic car is the difficulty involved in finding parts.

By definition, classic cars are rare. And, by extension, this means that classic car parts are rare as well. As a result, to find an essential part for your car often involves a combination of detective work, perseverance, and luck.

When searching for a classic car part, one of the first sources that a hobbyist might first try to find is a specialty parts store. If you live in or near a large municipal area, you will usually have no trouble finding such a store. Most of the times, however, if the car is out of production, they won't have your part. But, they are still an excellent first place to contact. Because, while they may not have your automobile part, they can usually point you to a place in your area that may have exactly what you are looking for.

A second place to search for used car parts might be one of the many auto parts shops that now have internet sites. Prior to the flourishing of Internet, every town or city had one or more automobile junk yards where people either dumped their cars or sold their car parts to. The good thing is that many of these places now have posted much of their inventory on Internet sites where you can search for parts. The bad thing is that there are so many of these sites, and most of them are local, that you could still spend a huge amount of time searching though the various sites in an attempt to locate the part you need.

Fortunately, however, the Internet has also resulted in a growth boom among classic car clubs. Many of these car clubs specialize in certain makes and models making it easier to find the perfect one for yourself. In addition, the many social networking sites that have sprung up, has resulted in hobbyist finding it much easier to interconnect with one another and provide resources to one another. And, although it can still be a challenge to find rare car parts, these new forms of communication have resulted in making the entire process of finding rare car parts easier than it has ever been before.

For additional info on classic cars such as car paint colors and antique trucks for sale. Please visit his site for additional contributions.

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Classic Cars - The Audi Quattro

The year was 1980 and Gary Numan's Cars was at the top of the Music charts. In Britain at the time and throughout Europe, fast cars and so called 'Yuppys' were the order of the day in what becoming an increasingly competitive and socially divided world, prior to the technological advances brought by the infant information age.

At the Geneva Motor Show in March that year a car was revealed that was to technically change the future design of most road cars - The Audi Quattro.

The four-wheeled drive turbocharged road car, rally car and angular designed coupe, stole the show and proved that Audi with the new Quattro really had made 'Vorsprung Durch Technik' a massive advancement through technology.

The original or Ur Quattro as it became known, as opposed to subsequent quattro models with a small q, was not the first 4x4 road car; this honour is held by the Jensen FF.

However the innovative four-wheel drive system that Audi developed for the Quattro, did away with all the previous problems of additional driveshafts and extra weight. The Quattro team had produced a practical solution that amazed the motoring world of the day and led the way for the development of all modern 4x4 road cars.

Audi in the 1970's was not the most avant garde of the stoic German manufacturers, however they had a young and enthusiastic research and development team and more importantly, since 1969 the financial backing of owner Volkswagen, which was needed for the Audi Quattro to be born.

The seeds of the Quattro had sprouted three years before the car was launched in 1977 when chassis engineer Jorg Bensinger and a team of Audi engineers were visiting Northern Scandinavia to evaluate the performance of another Audi car, the front wheeled drive 100 series saloons.

While there, Bensinger was highly impressed by the performance of a protype of Volkswagen's Iltis military vehicle which was also being tested under extreme conditions.

The Iltis had new four-wheel drive technology and superb handling which easily outmaneuvered all competition in the snow and ice.

Jorg Bensinger was impressed and on his return to the Audi factory at Ingolstadt, with the encouragement of Walter Treser, a former rally driver and head of advanced development at Audi, in March 1978 the Quattro project commenced.

The Quattro design team started out by taking the worlds first 5 cylinder engine from the highly successful turbocharged 170 mph Audi 200, which was in parallel development at the time.

To the 2144 cc engine the team added a single overhead camshaft with two valves per cylinder, which boosted the engines output to 200 bhp at 5500 rpm.

This gave the Audi Quattro a top speed of 137 mph and the car could do 0 to 60 mph in just 7 seconds.

What took the world by storm though was not the power of the engine but the ingenious configuration of the new four-wheel drive system. Based on the Iltris concept, the design reconfigured the transmission and did away with the cumbersome and heavy traditional transfer box and driveshaft.

The Quattro team took the new engine and mounted it on the car in line, rather than in the usual transverse layout of the time. This allowed the gearbox to be attached to the back of the engine in a usual rear wheel drive manner. On the Quattro, power was transmitted through the gearbox in the usual manner, to a small grapefruit sized differential box immediately to the rear. From there it was conveyed by a typical rear axle.

But what made the quattros configuration so special was that it also transmitted power forward, using a hollow gearbox output shaft, to a similar differential that drove the front wheels!

The cars unique handling and sensational road holding that won so many Rallies throughout the 1980's in its sporting configuration, was further enhanced by the Macpherson suspension, all round disc brakes, and low profile radial tyres.

When the World Rally Championships changed the rules to allow four wheeled drive cars, the future of the Quattro was certain. In order to comply with the World Rally organisers rules of homologation, Audi had to produce a minimum of 400 cars per year to be considered a production vehicle. The development project was pushed forward and Audi attempted to build 10 new cars per day or 2000 per year.

All in all, Audi managed to produce 11,452 Quattros over the period 1980-1991. The rally versions the A1 and A2 evolutions, went on to win multiple World Rally Championships between 1981 and 1983.

Today the latest versions of Audis including the stunning RS range, still use the old Quattro technology!

It is still possible to buy an Audi Quattro classic although be prepared to spend a pretty penny, the best cars fetching in excess of ?50000. There are not so many original cars still available as later Audi quattro models but they can still be acquired from specialist Audi used cars dealers. Running cost are reasonable and parts available, however like all Audi Insurance, cover for the Quattro is in the higher rating groups, due largely to the cars stunning performance and the growing scarceness of original or replacement parts outside of Germany. Shop around for cover for the Audi Quattro insurance. It may well be worth visiting a specialist classic car insurance website, for cheaper cover. Similarly if you join an Audi Quattro owners club, you'll have access to spare parts and also get large car insurance discounts for being a member!

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Brand New Retro Classic Cars With Modern Features - One Option

Yes, all of us look back on our younger days and remember the cars which were new at the time, and how intrigued we were. Perhaps we couldn't afford a new car like that back then, but we surely wanted one. Those vintage cars now have stuck in our minds, and we'd love to get a hold of one today. But would we really? If you are a baby boomer many of those old vintage classic cars are not running so well, and they have maintenance issues. You see, they are not as smooth driving as the cars are today.

However, maybe there is another idea for you? Maybe you can buy a brand-new automobile that has the retro vintage classic car look? Ford has a car that looks like the T-Bird of yesteryear, but in a brand-new 2011 model, a little sleeker of course, but it looks cool. Both Chrysler and Chevy make muscle cars that look like the old Challenger or Camaro, albeit a little more beefy. See what I mean about the retro look, and you still have all the new amenities, and you don't have to settle for an eight-track player and an AM/FM radio to keep it original.

Because these new cars come with all the bells and whistles, you'll have more fun. In fact you can get an iPhone or iPad docking station, satellite radio, and a Garmin GPS system. And these beefy car models now have a lot more get up and go, and better fuel economy too. Not to mention they are gentler on your older human frame. Also, they have airbags, and much better handling than back in the day. Best of all, if you belong to a classic car club, they will love your car to and not give you a hard time because you didn't buy something that was built back in the 50s, 60s, or early 70s.

Of course, if you hang around for a little while longer, all those cars that were built in the 80s will be classics soon also. Technically they already are, and it's not that I want you to feel any older, just to think about what I'm saying here. Remember also, it's hard to get leaded gasoline these days, and if you have an older car you will surely have to add fuel additives to get it to run right, and that's just the way it is. Yes, the automotive industry has grown up, and even if you haven't, or refuse too, I surely hope you will please consider all this and think on it.

Lance Winslow is a retired Founder of a Nationwide Franchise Chain, and now runs the Online Think Tank. Lance Winslow believes writing 23,500 articles by mid-day on June 23, 2011 is going to be difficult because all the letters on his keyboard are now worn off..

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Classic Cars - The Ford Capri

In January 1969, a few months before man walked on the moon, Ford introduced the new Capri into Europe, in a bid to capitalise upon the massive success that the Capri's American cousin the Mustang had enjoyed in the pony car and sports coupe market throughout the decade.

When the Mark 1 Capri was launched at the Brussels Motor Show with the slogan 'The Car You always Promised Yourself' it became an instant success with the baby boomer generation.

Within a year of production, almost one in four of all cars that Ford sold in Europe, was a Capri.

In 1970 nearly 250,000 Capris were sold. The car was assembled at Liverpool and Dagenham in the UK and at Ford's plants in Ghenk in Belgium and Cologne in Germany. By 1973 the millionth Capri an RS 2600 rolled off the production line at Ford's Halewood plant in Liverpool.

The early success in Europe led to Ford introducing the car into the US and Australian markets in 1970 and guaranteed the production of two further models, the Mark 2 and Mark 3 Capris.

The Capri Mark 1 was a sporty looking fastback with a long bonnet, wide opening two doors, low roofline often in black vinyl, rounded side windows, fake air intakes and alloy wheels and the distinctive hockey stick shaped indent that ran the length of the side of the car. Inside the car was designed with plastic and fake wood which was to become synonymous with cars of the 1970s. Inside the car was roomy with a rear bench seat and according to an advert by Ford at the time 'We were going to call the new Capri a 2+2 but there's too much room in the back'.

The Capri came in a multitude of engine configurations with many of the components and parts borrowed directly from the Ford Escort which had launched two years earlier. This meant the car had the usual front mounted engine and rear wheel drive.

The most popular Capri sold in the UK was the 1600cc version with either a L, GL or XL trim deciding its look and interior design. With a manual gearbox the car would struggle to reach 100 mph but the buying public were not that concerned with performance in 1969, they were more interested in value for money style and price. The base 1300cc model for the petrol frugant or timid driver started at just ?890 on the road. The zippy two litre version was sold for a meer ?1088. The range of Capris on offer was so large that no dealer could stock every variety. Incredibly the car featured front disk brakes and rack and pinion steering as standard, but in early models you had to request seatbelts as extras!

In its base form the 1300 Capri was a sluggish drive with its pushrod engine, but the 1600 crossflow Kent engine with its Pinto derived overhead camshaft cylinder head gave the car a lively performance. The 2000 was a different machine again with a V4 Essex Ford engine.

The Ford Capri's handling could best be described as awkward and like the Mustang involved large amounts of oversteer. In the dry the car was maneuverable and fun to drive, but when it rained it could punish the unaccustomed driver with very poor rear wheel traction and a slippery drive.

This became even more apparent with the larger engined later versions such as the 3000 GT and the mark 3 2.8i, which quickly became rated in the high insurance groups. The Capri, like most cars produced at the time was also notorious for rust.

The iconic design was favoured by good and bad. The car was regularly featured on TV screens and films and in cops and robbers style car chases. This may have led to the rise of the British 'Boy Racer' who loved the souped up and modified later versions. The Capri was also favoured by the 'joy-rider' car thief and its poor security led to the Mark 3 becoming the most stolen car in the UK during the 1980's.

As the Capri aged the model changes tended to be more cosmetic than mechanical, for example the distinctive square headlights of the Mark 2 Capri, which as a result left the winning sales formula intact. Production of the Mark 1 ended in 1974 and was replaced by the Mark 2 Capri which was built from 1974 until 1978. The Mark 3 Capri was built from 1978 until the last car rolled off the production lines in 1986. All in all nearly two million Ford Capris graced our streets in the 1970s and 80s.

Dave Healey is a car insurance underwriter and author who has developed a passion for classic Fords while offering their owners specialist Classic Car Insurance policies.
Owning a classic Ford Capri has never been as easy as at present with the gas guzzling 3 litre Mark 3 Capri available in goood condition for as little as ?2000 from a good used cars online retailer.

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