Greatest Cars in Automotive History

Make no mistake. This tiny roadster single-handedly revived the type for the world. Mazda produced this car back when everything about tiny convertibles pointed to the crusher. Light and rear-wheel drive, the precision and the “snikt” sound of the shifter along with nimble and taut dynamics were driving heaven. Even now, after four generations, the Miata (MX-5) still brings the kind of pure driving pleasure that no amount of automotive technology can replace.

The MX-5 was unveiled at the Chicago Auto Show on February 10, 1989, with a price tag of US$14,000.^{[citation needed]} The MX-5, with production code NA, was made available for delivery to buyers worldwide in the following dates: May 1989 (as a 1990 model) in the US and Canada; September 1, 1989 in Japan; and 1990 in Europe. An optional hardtop was made available at the same time, in sheet moulding compound (SMC). Demand initially outstripped production, fueled by enthusiastic press reviews.

In Japan, the car was not badged as a Mazda, as the company was experimenting with the creation of different marques for deluxe models, similar to Nissan's Infiniti and Toyota's Lexus (both brands of which launched at the same time as the Miata). Instead, the Mazda MX-5 was sold as the Eunos Roadster in Japan, and was joined by the MX-3/AZ-3/Eunos Presso (based on Japanese Mazda dealerships).

The body shell of the NA was all-steel with a light-weight aluminium hood. Overall dimensions were 3,970 mm (156 in) in length, 1,675 mm (65.9 in) in width, and 1,235 mm (48.6 in) in height. Without options, the NA weighed only 2,150 lb (980 kg).Drag coefficient was indicated as 0.38. Suspension was an independent double wishbone on all four wheels, with an anti-roll bar at the front and rear. Four-wheel disc brakes, ventilated at the front, were behind alloy wheels with 185/60HR14 radial tires. The base model came with stamped steel wheels from the then-current 323/Protege.

The original MX-5 came with a 1.6 L (98 cu in) dual overhead cam inline four-cylinder engine, producing 86 kW (115 bhp) at 6,500 rpm, and 136 N·m (100 lbf·ft) of torque at 5,500 rpm. The engine employs an electronic fuel injection system using a vane-type air flow meter and an electronic ignition system with a camshaft angle sensor instead of a distributor.^[10] This engine, code-name B6ZE(RS), was specifically designed for the MX-5 and featured a lightened crankshaft, flywheel, and aluminum sump with cooling fins.

Standard transmission was 5-speed manual. In Japan and the US, an optional automatic transmission was also offered but proved to be unpopular. The Japanese and American markets also received an optional viscous limited slip rear differential, although it was only available for cars with a manual transmission. To achieve the low introductory price, the base model was stripped. It had steel wheels, manual steering, roll-up windows, and no stereo or air-conditioning. Power steering, air-conditioning, and stereo were added as standard equipment in later years.

The NA could reach 60 mph (97 km/h) in 8.1 seconds and had a top speed of 126 mph (203 km/h) although Japanese market Eunos models were limited to 112 mph (180 km/h). This first generation of Miata (often referred to as the NA) included a special Limited Edition of 250 examples in 1991, produced in British racing green with the first use of tan interior, to celebrate the highly successful launch of the MX-5 in the UK. These have a numbered brass plaque on the dash above the glove box and on the front of the Owners Book,^[11] and are fitted with alloy wheels from MSW (Mazda Sports Workshop) which are often mistaken for BBS's, but which are entirely unique to this model.

500 LE (Limited Edition) cars were produced in 1993. This model featured red leather interior, upgraded stereo, Nardi shift knob, leather-wrapped steering wheel, cruise, limited slip differential, power windows, power mirrors, power steering, air conditioning, BBS wheels,Bilstein shocks, front and rear spoilers, ABS brakes, stainless sill plates, and Harley style peanut tank door speaker trim. All 1993 LE cars came in black.

For the 1994 model year, the first-generation MX-5 was freshened with the introduction of the more powerful 1.8 L (110 cu in) BP-ZE engine, dual airbags and a limited slip differential in some markets. The chassis was substantially braced to meet new side-impact standards, most visibly by adding a "track bar" between the seat-belt towers inside the car, but also to the front and rear sub frames. Also, 1994 and 1995 were the only years in which Mazda offered a light metallic blue paint (Laguna Blue Mica), making these cars rare collectors cars to some. 1994 also saw the introduction of the "R" package, a sport-themed package with Bilstein shocks and subtle under body spoilers, in addition to the removal of unnecessary items such as power steering. No body style changes were made, however.

The new 1.8 L (110 cu in) engine produced 98 kW (131 bhp), which was then increased to 99 kW (133 bhp) for the 1996 model year. The base weight increased to 990 kg (2,180 lb). Performance was thus improved slightly, because the additional weight was partly offset by the extra power. In some markets such as Europe, the 1.6 L (98 cu in) engine continued to be available as a lower-cost option, but was detuned to 66 kW (89 bhp). This lower-powered model did not receive all the additional chassis bracing of the new 1.8 L (110 cu in). Japanese and US cars were fitted with an optional Torsen LSD, which was far more durable than the previous viscous differential.

A small range of Miata units were assembled by the M2 Incorporated. Founded in November 1991, M2, also known as "Mazda Too", was Mazda's new off-line planning / niche-house / Research & Development company back in the early '90s. The M2 Corp. employees had noble intentions — creating niche-mobiles derived from Mazda's volume products. Although M2's basic mission involved focusing on the "soft" aspects of vehicle design in an attempt to create more specifically targeted niche variants, the changes to the off-line cars would go well beyond mere cosmetics.

Heading the M2 operation was Mr. Masakatsu Kato, original father of the Miata (Eunos Roadster) in Japan, as well as creator of several Mazda concept vehicles. Kato-san was assisted by Hirotaka Tachibana, development engineer responsible for the superb dynamics of the FC (second-generation RX-7) and the NA Roadster (Miata MX-5). M2 Corp. was based out of Tokyo, Japan. M2-Corp was a 100% owned subsidiary of Mazda, and it was closed by Mazda in 1995. Mazda kept a similar program going with the Mazda speed vehicles, and then in the late '90s Mazda speed was absorbed into Mazda as a subsidiary company in Mazda Auto Tokyo. There were many types of M2 branded vehicles between 1991 and 1995, beginning with the 1001 up to the 1031 Cafe Racer (Dec-91).

M2-1001 Cafe Roadster (Dec-91) Limited 1/300 M2 Corp. released the M2-1001 Roadster in December 1991. It was a special "Limited Production" Roadster variant that was a short production run of only 300 units, in a special Blue/Black Mica Paint, with a sticker price of $26,000. Prospective buyers were required to show up in person at M2's Tokyo headquarters to register for a lottery to place an order for this extremely limited Roadster.

This upscale Eunos Roadster was M2's first turn-key, race-ready offering. A list of popular features, while not exhaustive, is as follows: functional front airdam with integrated fog lamps, vintage aero mirrors, 4-point roll bar, vintage gauge cluster, fixed back bucket seats, polished 3-spoke steering wheel, stiffer suspension package with M2 specific rates, polished aluminum strut brace, upgraded exhaust by HKS, intake system, 1.6L motor with new aggressive pistons, upgraded camshaft, lightweight flywheel, LSD cooling intake, manual steering, manual windows (A/C was optional), racing pedals, centerless console with matching shortened radio bezel, aluminum gas filler cap, a more aggressive wheel & tire package (15" x 6" Panasport rims), and a rear spoiler (which became standard for the R package). The performance changes made to the Roadster would bump the power to 132 bhp (98 kW) @ 7,000 rpm, and 109 lbf·ft (148 N·m) of torque @ 5,500 rpm. Once released, it proved so popular that people were paying up to $35,000 for one.

M2-1002 Vintage Roadster (Nov-92) Limited 1/300 M2-CORP released its second Roadster in late 1992, with a slightly different front bumper but all the same items as the previous 1001 Roadster. This one did not do as well as the 1001.

M2-1028 Street Competition Roadster (Feb-94) Limited 1/300 M2-CORP released its third Roadster in early 1994, based on the original "Jinba Ittai" concept made by Toshihiko Hirai. This was billed as a track-ready Roadster. (The US saw a cheaper version known as the R-Package.) Offered in Chaste White or Brilliant Black only, this Roadster used the new 1.8L powerplant with upgraded pistons, camshafts, and other similar goodies as the previous 1001 and 1002. This Roadster had an output of close to 150 bhp (110 kW), and included 14" Eunos Factory Rims with a unique gunmetal paint with polished lip. The only real changes were a new set of lightweight side mirrors, MOMO Steering Wheel, Centerless console, racing seats, racing tow hook, a set of lower lip spoilers (R-Package), and a newly designed "Duck-Tail" trunk lid with integrated spoiler. The M2-1028 trunk lid was made from aluminum and weighed only 7.7 lb (3.5 kg), a very light weight from the original lid of 15.5 lb (7.0 kg). It also came with a 6-point roll cage, but no soft-top, instead featuring a tarp that stretched over the cage. With optional FRP Hardtop with plexiglass rear window for more weight savings coming in at only 19 lb (8.6 kg).

Brodie Britain Racing (BBR) of Brackley, United Kingdom, have had a long history of involvement with the first generation (NA) cars in the UK, having supplied parts and equipment for a dealer supplied BBR Turbo version of the car between 1990 and 1991. This raised power output to 150 bhp (110 kW), and produced 154 ft·lb (209 N·m) of torque. The kit comprised 68 parts and was covered by a full dealer warranty. They were supplied and fitted to around 750 UK spec cars, including for the 1991 'Le Mans' special edition, with a further 150 kits being supplied overseas.

Two decades later in 2011, BBR now offer a turn-key refurbishment package for old NA MX-5's, again including a turbo charger kit. This now increases power output to 220 bhp (160 kW), and produces 175 ft·lb (237 N·m) of torque. The estimated top speed is now 140 mph (230 km/h), with 0–60 approached in 5.5 seconds. The turbo charger used is the Garrett GT25 ball race unit, and the package also includes an air-to-air inter-cooler, and a digital piggy-back ECU to control timing, fueling, and boost pressures. Subject to a satisfactory donor car, the refurbishment and turbo upgrade package includes rust treatment, a paint respray, new seats, wheels, and other trim. As of January 2011 the cost for a 'refreshed' BBR MX-5 Turbo is £7,500.

Source:Wikipedia

Wrote by Unknown

Practical was the farthest thing from its vocabulary, the Countach was the truly excessive super-car. With a mailslot of a rear window, it was impossible to park, but who cares. The wedge shape, scissor doors, massive engine vents and the pronounced angles made it instantly recognizable. Sporting a monster Lambo V12 engine, it was hellaciously fast, as well. The bespoilered LP500S is easily the most remembered. Big bank roll required. Gold chain and chest hair not included.

The Lamborghini Countach is a mid-engined, V12 sports car produced by Italian car manufacturer Lamborghini from 1974 to 1990. Its design pioneered and popularized the wedge-shaped, sharply angled look popular in many high-performance sports cars. It also popularized the "cab forward" design concept, which pushes the passenger compartment forward to accommodate a larger engine.

The word countach (pronounced [kuŋˈtatʃ]) is an exclamation of astonishment in the local dialect (see Piedmontese language),that means "perbacco" or "accidenti" ("Heavens!").

The prototype was introduced to the world at the 1971 Geneva Motor Show. Most previous and subsequent Lamborghini car names were associated with bulls and bullfighting.

The Countach was styled by Marcello Gandini of the Bertone design studio, the same designer and studio that designed the Miura. Gandini was then a young, inexperienced designer — not very experienced in the practical, ergonomic aspects of automobile design, but at the same time unhindered by them. Gandini again produced another striking design. The Countach shape was wide and low (1.07 meters or 42.1 inches), but not very long (only 4.1 meters or 163 inches). Its angular and wedge-shaped body was made almost entirely of flat, trapezoidal panels.

The doors, most often credited as a Lamborghini trademark, were a remarkable design feature for the Countach. They first appeared on the Alfa Romeo 33 'Carabo' concept car in 1968, an earlier design accomplishment, also by the talented Gandini. The doors have come to be known as scissor doors: hinged at the front with horizontal hinges, so that they lifted up and tilted forwards. The main reason is the car's tubular space-frame chassis results in very high and wide door sills. It was also partly for style, and partly because the width of the car made conventional doors impossible to use in even slightly confined space. Care needed to be taken, though, in opening the doors with a low roof overhead. The car's poor rear visibility and wide sills led to drivers adopting a method of reversing the car for parking by opening the door, sitting on the sill, and reversing while looking over the back of the car from outside.

The pure style of the prototype was progressively altered by the evolution of the car to improve its performance, handling, tractability, and ability to meet mandated requirements. This began with the first production model, which included several vents that Lamborghini found necessary to cool the engine adequately. These included the iconic NACA duct on the doors and rear fenders. The car design changes ended with a large engine vent directly behind the driver, reducing the rear view. Later additions—including fender flares, spoilers, carburetor covers, and bumpers—progressively changed the car's aesthetic values.

The Countach's styling and visual impression made it an icon of great design to almost everyone except automotive engineers. The superior performance characteristics of later Lamborghini models (such as the Diablo, or the Murciélago) appealed to performance car drivers and engineers, but they never had the originality or outrageousness that gave the Countach its distinction. The different impressions left by the various Lamborghini models have generated numerous debates and disagreements over what constitutes "classic" or "great" automotive design (elegant looks and style, versus technical and engineering superiority). Despite the impracticality and (required/needed) updating over time, one should note that the basic iconic shape of the first Countach prototype revealed in 1971 remained virtually unchanged over an exceptionally long 19-year lifespan.

The rear wheels were driven by a traditional Lamborghini V12 engine mounted longitudinally with a mid-engined configuration. This contrasted with the Miura with its centrally mounted, transversely-installed engine. For better weight distribution, the engine is pointed "backwards"; the output shaft is at the front, and the gearbox is in front of the engine, the driveshaft running back through the engine'ssump to a differential at the rear. Although originally planned as a 5 L (310 cu in) powerplant, the first production cars used theLamborghini Miura's 4-liter engine. Later advances increased the displacement to 4754 cc and then (in the "Quattrovalvole" model) 5167 cc with four valves per cylinder.

All Lamborghini Countaches were equipped with six Weber carburetors until the arrival of the 5000QV model, at which time the car became available in America, and used Bosch K-Jetronic fuel injection. The European models, however, continued to use the carburetors (producing more power than fuel-injected cars) until the arrival of the Lamborghini Diablo, which replaced the Countach.

In 1985, a US specification model was produced by the factory, with styling changes to allow bumpers to meet US federal safety standards. Many owners however, had those bumpers removed immediately, or never had them installed at all, as the bulky looking addition to the car was said to ruin the otherwise smooth lines of the body. The 1985 US model had a base price close to $100,000. Only two optional extras were available: a $5,500 aerodynamic spoiler and a $7,500 sound system.

The U.S. Government exempts cars older than 25 years from all design, safety, and emission standards legislation, and any such regulations, so Countaches can be freely imported by any private customer and registered for unrestricted road use.

In 1975, Walter Wolf, a wealthy Canadian businessman and owner of the Wolf F1 Racing team in the 1970s, purchased an LP400; however, he was not satisfied with the LP400's engine and asked Gianpaolo Dallara, the chief engineer of Lamborghini at that time, to create a special high-power version of the Countach. It was the "code No. 1120148" Walter Wolf special with an engine identical to the 5.0 L (310 cu in) engine from the Countach LP500 prototype, which produced 447 horsepower (333 kW) at 7900 rpm and reached a supposed maximum speed of 315 or 323.6 km/h (195.7 or 201.1 mph). This model also featured the upgraded wheels, Pirelli P7 tires, large fender flares, and front and rear spoilers of the LP400 S model. It was painted red with black fender flares, and was designated "LP500 S" like the standard Countach model from the 1980s, and was the stepping stone that led to this later production model.

Two other Wolf Countaches were produced, one painted blue, No. 1120202 (currently in Germany) and one navy blue, No. 1121210. (This machine was owned by Wolf for a long time, but was eventually sold. Currently owned by Japanese businessman Shinji Fukuda). Both of the later Wolf Countaches used the original 5.0 L (310 cu in) engine commissioned by Wolf, transplanted to each car in turn.

In 1985 the engine design evolved again, as it was bored and stroked to 5167 cc and given four valves per cylinder—quattrovalvole in Italian, hence the model's name, Countach 5000 Quattrovalvole or 5000 QV in short. The carburetors were moved from the sides to the top of the engine for better breathing—unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburetors were replaced with fuel injection.

Although this change was the most notable on the exterior, the most prominent change under the hood was the introduction of fuel injection, with the Bosch K-Jetronic fuel injection, providing 414 bhp (309 kW; 420 PS), rather than the six Weber carburetors providing 455 bhp (339 kW; 461 PS) used in the previous carbureted models. As for other markets, 1987 and 1988 model Quattrovalvoles received straked sideskirts. 610 cars were built.

Source:Wikipedia

Wrote by Unknown

Any top 10 most iconic cars list will have this beauty near the top. The gloriously long hood and the elegant power the XKE communicates will turn heads anywhere you go. The burbling V12 power and the ridiculously low slung body made it that much more desirable. Though we prefer it in roadster form, the coupe will do us just fine. Just don’t do it up Austin Powers-style and emblazon the car with the Union Jack. This car actually makes driving gloves look cool, not like the fool wearing them in his Trans Am.

The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car, which was manufactured byJaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, and competitive pricing established the marque as an icon of 1960s motoring. At a time when most cars had drum brakes, live rear axles, and mediocre performance, the E-Type sprang on the scene with 150 mph and a sub-7 second 0–60 time, monocoque construction, disc brakes, rack and pinion steering, independent front and rear suspension, and unrivaled looks. The E-Type was based on Jaguar's D-Type racing car which had won the 24 Hours of Le Mans three consecutive years (1955–1957) and, as such, it employed the racing design of a body tub attached to a tubular framework, with the engine bolted directly to the framework.

The E-Type was initially designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a two-seater convertible (OTS or Open Two Seater). A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released several years later.

On its release Enzo Ferrari called it "The most beautiful car ever made".

Later model updates of the E-Type were officially designated "Series 2" and "Series 3", and over time the earlier cars have come to be referred to as "Series 1." As with other largely hand made cars of the time, changes were incremental and ongoing, which has led to confusion over exactly what is a Series 1 car. This is of more than academic interest, as Series 1 E-Types—and particularly Series 1 OTS (convertible) examples—have values far in excess of Series 2 and 3 models.

Some transitional examples exist. For example, while Jaguar itself never recognised a "Series 1½" or "Series 1.5," over time, this sub-category has been recognised by the Jaguar Owners Club of Great Britain and other leading authorities. The "pure" 4.2 litre Series 1 was made in model years 1965-1967 (earlier Series 1 models had a smaller, 3.8 litre engine with less torque). The 4.2 litre Series 1 has serial or VIN numbers 1E10001 - 1E15888 (in the case of the left hand drive OTS), and 1E30001 - 1E34249 (in the case of the left hand drive hardtop, or FHC). The Series 1.5 left hand drive OTS has serial numbers 1E15889 - 1E18368, with the hardtop version of the Series 1.5 having VIN numbers 1E34250 - 1E35815. Series 1.5 cars were made in model year 1968.

The Series 1 cars, which are by far the most valuable, essentially fall into two categories: Those made between 1961 and 1964, which had 3.8 litre engines and non-synchromesh transmissions, and those made between 1965-1967, which increased engine size and torque by around 10%, added a fully synchronised transmission, and also provided new reclining seats, an alternator in place of the prior generator, an electrical system switched to negative earth, and other modern amenities, all while keeping the same classic Series 1 styling. The 4.2 litre Series 1 E-Types also replaced the brake servo of the 3.8 litre with a more reliable unit. "The 4.2 became the most desirable version of the famous E-Type due to their increased power and usability while retaining the same outward appearance as the earlier cars."

As of the end of 2014, the most expensive regular production Jaguar E-Types sold at auction included a 4.2 litre Series 1 OTS, with matching numbers, original paint and interior, under 80,000 original miles, and a history of being in the original buyer's family for 45 years (this car sold for $467,000 in 2013) and a 1961 "flat floor" Series 1, selling for $528,000 in 2014. Special run racing lightweights go for far more still, with a Series 1 lightweight—one of just twelve built—selling for more than £5 million (+/- $7.5 million USD) in early 2015.

Being a British made car of the 1960s, there are some rather rare sub-types of Series 1 E-Types, particularly at the beginning and end of the Series 1 production. For example, the first 500 Series 1 cars had flat floors and external bonnet latches. At the close of the Series 1 production run, there were a small number of cars produced that are identical in every respect to other Series 1 units (including triple SU carbs, button actuated starter, toggle switches, etc.), except that the headlight covers were removed for better illumination. It is not known exactly how many of these Series 1 cars (sometimes referred to as for convenience sake as "Series 1.25," but per Jaguar, Series 1) were produced, but given that 1,508 Series 1 OTS cars were produced worldwide for 1967, combined with the fact that these examples were made in just the last several months of Series 1 production, means that these, like the flat floor examples that began the Series 1 production run, are the lowest volume Series 1 variant, save of course for the special lightweights.

Worldwide, including both left and right hand drive examples, a total of 7,828 3.8 liter Series 1 roadsters were built, with 6,749 of the later 4.2 liter Series 1 roadsters having been manufactured.

While the 1968 Series 1.5 cars maintained the essential design of the Series 1 models, emission regulations caused US models to lose the Series 1 triple SU carburetors; these were replaced in the Series 1.5 by less powerful twin Zenith-Stromberg units, dropping horsepower from 265 to 246 and torque from 283 to 263.

Of the "Series 1" cars, Jaguar manufactured some limited-edition variants, inspired by motor racing:

The "'Lightweight' E-Type" which was intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, two have been converted to low drag form and two others are known to have been wrecked and deemed to be beyond repair, although one has now been rebuilt. These are exceedingly rare and sought after by collectors. *The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray. In 2014, Jaguar announced its intention to build the remaining six lightweights, at a cost of approximately £1 million each.

Safety and emissions regulations in the North American market forced the Series 2 and 3 E-Types to lose "the original's purity, with a larger grille, wider wheel arches and bigger bumpers being added that distorted the (Series 1's) looks."

The New York City Museum of Modern Art recognised the significance of the E-Type's design in 1996 by adding a blue roadster to its permanent design collection, one of only six automobiles to receive the distinction. The MoMA XKE is a Series 1 roadster

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.^[30] The cars at this time used the triple SU carburetted 3.8 litre six-cylinder Jaguar XK6 engine from the XK150S. Earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin bonnet latches moved to inside the car. The 3.8-litre engine was increased to 4.2 litres in October 1964.

The 4.2-liter engine produced the same power as the 3.8-litre (265 bhp;198 kW) and same top speed (150 mph;241 km/h), but increased torque from 240 to 283 lb·ft (325 to 384 N·m). Acceleration remained pretty much the same and 0 to 60 mph (0 to 97 km/h) times were around 6.4 seconds for both engines, but maximum power was now reached at 5,400rpm instead of 5,500rpm on the 3.8-liter. That all meant better throttle response for drivers that did not want to shift down gears. The 4.2 liter resulted in increased torque of approximately 10% across the power band. Its new block was also longer and was completely redesigned to make room for 5mm larger bores, and Jaguar also redesigned the crankshaft to use newer bearings. Other engine upgrades included a new alternator/generator and an electric cooling fan for the radiator.

Autocar road tested a UK spec E-Type 4.2 fixed head coupe in May 1965. The maximum speed was 153 mph (246 km/h), the 0–60 mph (0–97 km/h) time was 7.6 seconds and the ¹⁄₄ mile (402 m) from a standing start took 15.1 seconds. They summarized it as "In its 4.2 guise the E-type is a fast car (the fastest we have ever tested) and offers just about the easiest way to travel quickly by road.".

Motor magazine road tested a UK spec E-Type 4.2 fixed head coupe in Oct 1964. The maximum speed was 150 mph (241 km/h), the 0-60 mph time was 7 seconds and the ¹⁄₄ mile time was 14.9 seconds.They summarized it as "The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100 mph can be exceeded in a ¹⁄₄ mile never failed to astonish. 3,000 miles of testing confirms that this is still one of the worlds outstanding cars".

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first vehicle manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 (except for late 1967 models) can be recognized by glass-covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear.

3.8-liter cars have leather-upholstered bucket seats, an aluminium-trimmed center instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear ("Moss box"). 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. When leaving the factory the car was originally fitted with Dunlop 6.40 × 15 inch RS5 tyres on 15 × 5K wire wheels (with the rear fitting 15 × 5K½ wheels supplied with 6.50 X15 Dunlop Racing R5 tyres in mind of competition).Later Series One cars were fitted with Dunlop 185 - 15 SP41 or 185 VR 15 Pirelli Cinturato as radial ply tyres.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different. The roadster and the non 2+2 FHC (Fixed Head Coupe) remained as two-seaters.

The Series 2 introduced a number of design changes, largely due to U.S. design legislation. The most distinctive exterior feature is the absence of the glass headlight covers, which affected several other imported cars, like the Citroën DS, as well. Unlike other cars, this retrograde step was applied worldwide for the E-Type, not just to Americans living under the authority of the National Highway Traffic and Safety Administration.

Other hallmarks of Series 2 cars are a wrap-around rear bumper, re-positioned and larger front indicators and tail lights below the bumpers, an enlarged "mouth" which aided cooling but detracted for the Series I design purity, twin electric fans, plastic rocker switches in place of the Series I toggle switches, and, of course most importantly, a material downgrading in performance resulting from a switch from the three SU carburetors used in Series I models to a mere two "smogged" Stromberg carbs, reducing horsepower from 265 to 246 and reducing torque from 283 to 263.

A combination steering lock and ignition key was fitted to the steering column, which replaced the dashboard mounted ignition switch and charismatic push button starter. A new steering column was fitted with a collapsible section in the event of an accident.

New seats were fitted which allowed the fitment of head restraints, as required by U.S. law beginning in 1969. The interior and dashboard were also redesigned; rocker switches that met US health and safety regulations were substituted for toggle switches. The dashboard switches also lost their symmetrical layout.

The engine is easily identified visually by the change from smooth polished cam covers to a more industrial "ribbed" appearance. It was de-tuned in the US with twin Strombergs and larger valve clearances, but in the UK retained triple SUs and the much tighter valve clearances. (Series 1½ cars also had ribbed cam covers). This detuned engine produced 245 hp (183 kW), a drop of 20 hp.

The E-Type Series 3 was introduced in 1971, with a new 5.3 L twelve cylinder Jaguar V12 engine, uprated brakes and standard power steering. Optionally an automatic transmission, wire wheels and air conditioning were available. The brand new V12 engine was originally developed for the 24 Hours of Le Mans. It was equipped with four Zenith carburettors. The final engine was claimed produced 203 kW (272 hp), massive torque and an acceleration of 0-60 mph in less than 7 seconds, but this bhp figure was reduced in later production. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé.

Source:Wikipedia

Wrote by Unknown

Despite what you remember about the DeLorean from the Back to the Future movies, it was only fast if you dropped it off a cliff, but it is certainly hard to forget. Stainless steel body, gullwing doors and a body flat enough to grill on, the DMC-12 is one seriously beautiful failure. Its founder and creator was a crook, but he put his stamp on the automotive world by bringing us a vehicle that was like nothing else. Flux capacitor optional.

The DeLorean DMC-12 (commonly referred to simply as the DeLorean as it was the only model ever produced by the company) is a sports car manufactured by John DeLorean's DeLorean Motor Company for the American market from 1981–83. The car features gull-wing doors and an innovative fiberglass chassis and under-body structure, along with a brushed stainless steel body. The car became widely known and iconic for its appearance and was modified as a time machine in the Back to the Future film trilogy.

The first prototype appeared in October 1976. Production officially began in 1981 in Dunmurry, a suburb of southwest Belfast, Northern Ireland, where the first DMC-12 rolled off the production line on January 21. Over the course of production, several features of the car were changed, such as the hood style, wheels and interior. About 9,000 DMC-12s were made before production halted in early 1983.

The DMC-12 was the only model produced by the company, which was later liquidated as the US car market went through its largest slump since the 1930s. In 2007, about 6,500 DeLorean Motor cars were believed still to exist.

British entrepreneur Stephen Wynne, based in Texas, started a separate company in 1995 using the "DeLorean Motor Company" name and shortly thereafter acquired the trademark on the stylized "DMC" logo as well as the remaining parts inventory of the original DeLorean Motor Company. The company, at its suburban Humble, Texas, location, builds new cars from new old stock(NOS) parts, original equipment manufacturer (OEM) and reproduction parts on a "made to order" basis using existing vehicle identification number (VIN) plates.

On January 27, 2016, the new DMC announced that it would build 300 DMC-12 cars in late 2016 and "new" DMC-12s in early 2017, each projected to cost just under $100,000.

In October 1976, the first prototype DeLorean DMC-12 was completed by American automotive chief engineer William T. Collins, formerly chief engineer at Pontiac. Originally, the car was intended to have a centrally-mounted Wankel rotary engine. The engine selection was reconsidered when Comotor production ended, and the favored engine became Ford's "Cologne V6." Eventually the French/Swedish PRV(Peugeot-Renault-Volvo) fuel injected V6 was selected. Also the engine location moved from the mid-engined location in the prototype to a rear-engined installation in the production car. The chassis was initially planned to be produced from a new and untested manufacturing technology known as elastic reservoir molding (ERM), which would lighten the car while presumably lowering its production costs. This new technology, for which DeLorean had purchased patent rights, was eventually found to be unsuitable.

These and other changes to the original concept led to considerable schedule pressures. The entire car was deemed to require almost complete re-engineering, which was turned over to engineer Colin Chapman, founder and owner of Lotus Cars. Chapman replaced most of the unproven material and manufacturing techniques with those then employed by Lotus.

In an interview with James Espey of the new incarnation of the DeLorean Motor Company of Texas, a drawing surfaced showing that the car was potentially to be called Z Tavio. John DeLorean's middle name and his son's first name were both Zachary while Tavio was his father's name and his son's middle name. Due to only sporadic documentation, there is little more that is currently known about the Z Tavio name and why it was ultimately rejected in favor of the DMC-12.

DeLorean required $175 million to develop and build the motor company. Convincing Hollywood celebrities such as Johnny Carson and Sammy Davis, Jr. to invest in the firm, DeLorean eventually built the DMC-12 in a factory in Dunmurry, Northern Ireland, a neighborhood a few miles from Belfast city center.

The company had originally intended to build the factory in Puerto Rico but changed its plans when the Northern Ireland Development Agency offered £100 million towards it, despite an assessment by consultants hired by the NIDA that the business had only a 1-in-10 chance of success.

Construction on the factory began in October 1978, and although production of the DMC-12 was scheduled to start in 1979, engineering problems and budget overruns delayed production until early 1981.

By that time, the unemployment rate was high in Northern Ireland and local residents lined up to apply for jobs at the factory. The workers were largely inexperienced, but were paid premium wages and supplied with the best equipment available. Most quality issues were solved by 1982 and the cars were sold from dealers with a one-year, 12,000-mile (19,000 km) warranty and an available five-year, 50,000-mile (80,000 km) service contract.

The body design of the DMC-12 was a product of Giorgetto Giugiaro of Ital Design and is panelled in brushed SS304 stainless steel. Except for three cars plated in 24-carat gold, all DMC-12s left the factory uncovered by paint or clear-coat. Painted DeLoreans do exist, although these were all painted after the cars were purchased from the factory. Several hundred DMCs were produced without stainless panels, for training workers, and are referred to as "black cars" or "mules", in reference to their black fiberglass panels instead of stainless, though these were never marketed. Small scratches in the stainless steel body panels can be removed with a non-metallic scouring pad (since metal pads can leave iron particles embedded in the stainless steel which can give the appearance of the stainless "rusting"), or even sandpaper. The stainless steel panels are fixed to a fiberglass, monocoque under-body. The under-body is affixed to a double-Y frame chassis, derived from the Lotus Esprit platform.

The unpainted stainless body creates challenges during restoration of the cars. In traditional automotive body repair, the panel is repaired to be as original ("straight") as possible and imperfections are sculpted back to form with body filler like Bondo or lead (body solder). This poses no problem (aside from originality) with most cars, as the filler will be hidden by the car's paint (for example, most new cars have filler hiding the seam where the roof meets the quarter panel). With an unpainted stainless body, the stainless steel must be reworked to exactly the original shape, contour, and grain—which is a tremendously difficult job on regular steel (a dented or bent panel is stretched and a shrinking hammer or other techniques must be used to unstretch the metal) and even more difficult with stainless due to its tendency to work-harden. Furthermore, it is exceedingly difficult to paint stainless steel due to difficulties with paint adhesion. DeLorean envisioned that damaged panels would simply be replaced rather than repaired; each DeLorean service center today has at least one experienced body repair person on staff, and there are decades worth of new stainless panels still available in most instances.

Another unusual feature of the DMC-12 is its gull-wing doors. The common problem of supporting the weight of gull-wing doors was solved by other manufacturers with lightweight doors in the Mercedes-Benz 300SL and a hydraulic pump in the Bricklin SV-1, although these designs had structural or convenience disadvantages. The DMC-12 features heavy doors supported by cryogenically preset torsion bars and gas-charged struts. These torsion bars were developed by Grumman Aerospace (and built by Unbrako in the UK, a division of SPS Technologies of Jenkintown, PA) to withstand the stresses of supporting the doors. A popular misconception of the DMC-12's gull-wing doors is that they require far more side clearance to open relative to ordinary side-hinge doors, such as when parked in a parking lot. In fact, the opposite is true: the DMC-12 requires far less clearance than side-hinge doors, and this can be physically demonstrated. This misconception of side clearance may stem from a misunderstood location of the hinge point of the doors by persons unfamiliar with DMC-12s. These doors, when opening, only require 11 inches (28 cm) clearance outside the line of the car, making opening and closing the doors in crowded spaces relatively easy. Much like the doors fitted to the Lamborghini Countach, the DMC-12 doors featured small cutout windows, because full-sized windows would not be fully retractable within the short door panels. Additionally, the doors featured red and amber "safety" lights around the perimeter. These lights illuminated when the door was open and could be seen from the front, rear or side of the vehicle at night or low light situations.

The engine is a Peugeot-Renault-Volvo (PRV) 2.85 liter V6 which was designed and built under special contract with the DMC Company. These PRV engines were a development of the 2.7 litre V6 in the Renault 30, and were built in the PRV Factory in Douvrin, Northern France. The gearbox, also designed by PRV, was built at the Renault facility nearCaen in Normandy. The engines and gearboxes were shipped weekly by sea from the PRV Factories to the DMC Factory in Dunmurry, Northern Ireland.

The car was named the DMC-12 because of its intended original price of US$12,000. In 1981, a DMC-12 had a suggested retail price of $25,000 ($650 more when equipped with an automatic transmission); this is equivalent to approximately $65,071 in 2015. There were extensive waiting lists of people willing to pay up to $10,000 above the list price; however, after the collapse of the DeLorean Motor Company, unsold cars could be purchased for less than the retail price.

The DMC-12 was only available with two factory options; a no-cost manual transmission or automatic transmission ($650 extra) and the choice of a grey or black interior. Several dealer options were available, including a car cover; floor mats; black textured accent stripes; grey scotch-cal accent stripes; a luggage rack and a ski-rack adapter. The standard feature list included stainless steel body panels; gull-wing doors with cryogenically treated torsion bars; leather seats; air conditioning; an AM/FM cassette stereo system; power windows,locks and mirrors; a tilt and telescopic steering wheel; tinted glass; body side moldings; intermittent/constant windshield wipers; and an electric rear window defogger.

Source:Wikipedia

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