Chrysler 300C (1957)

The Chrysler 300 "letter series" were high-performance luxury cars built in very limited numbers by the Chrysler Corporation in the U.S. from 1955-1965. Each year's model used a new letter of the alphabet as a suffix (skipping "i"), reaching 300L by 1965, after which the model was dropped.

1957 300C

The 1957 300C is generally considered the classic year of the 300 "letter series". New styling was brought in, with a yawning wide front grille and fins; the Hemi engine was upgraded to 392 cu in (6.4 L) with 375 hp (280 kW), or as a very limited edition 390 hp (290 kW) version (18 built). A convertible model was available for the first time.

  The car had a number of red, white, and blue '300C' medallions on the sides, hood, trunk and interior. 1,767 coupes and 484 convertibles were built.

Jaguar Mark 2

The Jaguar Mark 2 is a medium sized saloon car built from 1959 to 1967 by the Jaguar company in Coventry, England, as successors to the Jaguar 2.4 and 3.4 models, manufactured between 1957 and 1959. These retrospectively became known as the Jaguar Mark 1 following the release of the Mark 2 in 1959.

Adhering to Sir William Lyons' maxim of "grace, pace and space", the Mark 2 was a beautiful, fast and capable saloon. It came with a 120 bhp 2.4 L, 210 bhp 3.4 L or 220 bhp 3.8 L Jaguar XK engine.^[3] The 3.8 is similar to the unit used in the 3.8 E-Type (called XKE in the USA), having the same block, crank, connecting rods and pistons but different inlet manifold and carburation (two SUs versus three on the E-Type in Europe) and therefore 30 bhp less. The head of the six cylinder engine in the Mark 2 had curved ports compared to the straight ports of the E-Type configuration. For markets other than the US the 3.4 was fitted with twin SU carburettors and the 2.4 with twin Solexes, but three Solexes were used in US spec 3.4s and 3.8s.
The Daimler 2.5 litre engine was fitted to the Daimler 250 derivative of the Mark 2 (In European markets known as the Daimler 2.5-V8 then Daimler V8-250), having first been used in the Daimler SP250 sports car (the SP250 was originally known as the Daimler Dart but "Dart" was a trademark of Dodge and had to be dropped by Daimler under threat of legal action.) The aluminium alloy Daimler engine was lighter than the cast iron block Jaguar sixes, therefore reducing the mass over the front wheels and hence reducing understeer compared to the XK-powered versions under hard cornering. These models were recognisable by the characteristic Daimler wavy fluting incorporated in the chrome grille instead of the Jaguar badge and figurine.
The Mark 2 was discontinued in September 1967 and replaced by the 240 and 340, so named to distinguish them from the old 2.4 and 3.4 which, as noted above, became known as the Mark 1 following the introduction of the Mark 2 in 1959. The Jaguar 240 and 340 were interim models to fill the gap until the introduction of the XJ6 in September 1968. The 340 was discontinued immediately but the 240 continued as a budget priced model until April 1969; its price of £1364 was only £20 more than the first 2.4 in 1956.^[2]

The economies of the new 240 and 340 models came at a cost – the leather upholstery was replaced by "Ambla" leather-like material and slimmer, more economical front and rear bumpers were introduced. Other changes included the replacement of the front fog lamps with circular vents and optional fog lamps for the UK market. The sales price was reduced to compete with the Rover 2000 TC.^[4]
The 240's performance was improved over the old 2.4 model by upgrading the 2.4's cylinder head and twin Solex carburettors to the straight port 'E-Type' head and twin SU carburettors. For the first time the 2.4-litre model could exceed 100 mph ^[2], ^[5] resulting in a slight sales resurgence.

Performance

A 3.4 litre car with automatic transmission tested by The Motor magazine in 1961 had a top speed of 119.9 mph (193.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 11.9 seconds. A touring fuel consumption of 19.0 miles per imperial gallon (14.9 L/100 km; 15.8 mpg_-US) was recorded. The test car cost £1951 including taxes of £614.^[1]
A 3.8 litre car with the 220 bhp engine was capable of accelerating from 0-60 mph (97 km/h) in 8.5 seconds and could reach a top speed of 125 mph (201 km/h).

Portrayal in media

Jaguar Mark 2

The Mark 2 gained a reputation as a capable car among criminals and law enforcement alike; the 3.8 Litre model being particularly fast with its 220 bhp (164 kW) engine driving the car from 0-60 mph (97 km/h) in 8.5 seconds and to a top speed of 125 mph (201 km/h) with enough room for five adults.^[6][7][8] Popular as getaway cars, they were also employed by the Police to patrol British motorways.
The Mark 2 is also well known as the car driven by fictional TV detective Inspector Morse played by John Thaw, although Morse's car was the least desirable version (with its 2.4 L engine, steel wheels and Everflex vinyl roof). It was often pushed into scenes with engine noises dubbed onto the soundtrack in post-production. In November 2005, the car used in the television series sold for more than £100,000 following a total ground-up rebuild (prior to this, in its recommissioned state in 2002 after coming out of storage, it had made £53,000 at auction – some £45,000 more than an equivalent without the history).^[9] In the original novels by Colin Dexter, Morse had driven a Lancia but Thaw insisted on his character driving a British car in the television series.
John Thaw stated in one interview that the Jaguar was "an absolute arse to drive".

Mercedes-Benz 300 SL Gullwing

The Mercedes-Benz 300SL was introduced in 1954 as a two-seat, closed sports car with distinctive gull-wing doors. Later it was offered as an open roadster. It was the fastest production car of its day.

Built by Daimler-Benz AG and internally numbered W198, the fuel-injected road version was based (somewhat loosely) on the company's highly successful competition-only sports car of 1952, the somewhat less powerful carbureted Mercedes-Benz 300SL (W194).

The road model was suggested by Max Hoffman. Being intended for customers in the booming post-war American market it was introduced at the 1954 New York Auto Show, unlike previous models introduced at either the Frankfurt or Geneva shows. In Mercedes-Benz fashion, the "300" referred to the engine's three litre cylinder displacement. The "SL" stood for "Sport Leicht" (Sport Light).

The 300SL was best known for both its distinctive gull wing doors and being the first-ever four-stroke car equipped with a gasoline direct injection. The gull wing version was available from March 1955 to 1957. Production of the roadster ended in 1963 with the introduction of the 230SL.

A race car for the street

New York Mercedes distributor Max Hoffman, Daimler-Benz's official importer in the USA, suggested to DBAG management in Stuttgart that a street version of the 300SL would be a commercial success, especially in America.

The racing W194 300SL was built around a tubular chassis to offset its relatively underpowered carbureted engine. Designed by DBAG's chief developing engineer, Rudolf Uhlenhaut, the metal skeleton saved weight while still providing a high level of strength. Its unique architecture gave birth to the model's distinctive gull wing doors, as part of the chassis passed through what would be the lower half of a standard door. Even with the upward opening doors, the 300SL had an unusually high sill, making entry and exit from the car's cockpit problematic. A steering wheel with a tilt-away column was added to improve driver access.
The 300SL's body was mainly steel, except for the aluminum hood, doors and trunk lid. It could also be ordered with an all-aluminium outer skin at tremendous added cost, saving 80 kg (176 lb).
More than 80% of the vehicle's total production of approximately 1400 units were sold in the US, making the Gull wing the first Mercedes-Benz which sold in bulk outside its home market and confirming the validity of Hoffman's suggestion. The 300SL is credited for changing the company's image in America from a manufacturer of solid, but staid, automobiles to that of a producer of sporty cars.
The 300SL's engine, canted at a fifty-degree angle to the left to allow for a lower hoodline, was the same 3.0 litre straight-6 as the regular four-door 300. Fitted with a Bosch mechanical Gasoline direct injection system it had almost double the power of the original 86 kW (115 hp) carbureted version.
While not the first fuel-injected car - Mercedes engineers who had developed the principle for the DB 601 fighter aircraft engine had used fuel injection in the tiny 2-stroke Gutbrod they had designed after the War - it was the first to inject fuel directly into the cylinders. This innovation allowed a top speed of up to 260 km/h (161 mph) depending on gear ratio and drag, making the 300SL the fastest production car of its time.

Racing history

Original racing history

In 1952, the original 300SL (model Mercedes-Benz W194) ^[3] scored overall wins at the 24 Hours of Le Mans, in Bern-Bremgarten, in the sportscar race of the Eifelrennen at the Nürburgring, and in Mexico's Carrera Panamericana. It also managed second and fourth places at its first outing, the Mille Miglia in 1952.
These successes, especially those on the high speed open road races, were rather surprising as the engine then was fitted only with carburetors, producing 175 hp (130 kW), which was not only less than the competing cars by Ferrari and Jaguar, but also less than the road car of 1954. Low weight and low aerodynamic drag made the 300SL fast enough to be competitive in endurance races.

Fitch land speed record attempt

In 2005, a 300SL coupe driven by 87 year old John Fitch, who had been a Mercedes-Benz factory racing driver in 1955, attempted to set a new land speed record for the F/GT class at Bonneville Speedway, but was thwarted by a balky fuel pump that limited top speed to 150 mph (240 km/h). After the run, the team vowed to return for a second attempt the next year. Fitch noted that he had driven these cars faster than that at night, in the rain, on the road with 60 other cars. The attempt is documented in the film Gull wing at Twilight: The Bonneville Ride of John Fitch, which was aired on PBS.^[4]

The 300SL today

Today, the 300SL with its unique doors, technological firsts, and low production numbers is considered one of the most collectible Mercedes-Benz models of all time, with prices generally in the US$500,000-700,000 range.^[5] Sports Car International magazine ranked the 300SL as the number 5 sports car of all time. A pair of 300SLs for sale in 2009 were offered at over $1.3M USD from the Foxwood Collection, demonstrating that the price of and demand for this classic remains strong.
The Mercedes-Benz SLS AMG is described by Mercedes as a spiritual successor to the 300SL Gullwing.
Mercedes-Benz still supplies parts for every car they built.

Volkswagen Karmann Ghia

This is probably the most beautiful and cool VW ever made.A true classic !
The Volkswagen Karmann Ghia is a 2+2 coupe and convertible marketed from 1955 to 1974 by Volkswagen – combining the chassis and mechanicals of the Type 1 (Beetle), styling by Luigi Segre of the Italian carrozzeria Ghia, and hand-built bodywork by German coach-builder Karmann.
Production doubled soon after its introduction,^[5] becoming the car most-imported into the U.S.^[5] American industrial designer Walter Dorwin Teague selected the Type 14 for his list of the world's most beautifully designed products.^[6]
The Karmann Ghia was internally designated the Type 14. Volkswagen later introduced a variant in 1961, the Type 34 – featuring angular bodywork and based on the newly introduced Type 3 platform.
Over 445,000^[3] Karmann Ghias were produced in Germany over the car's production life – not including the Type 34 variant. Karmann Brazil produced 41,600 cars locally for South America between 1962 and 1975.

The Type 14 debuted at the October 1953 Paris Auto Show as a styling concept created for Ghia by Luigi Segre.^[7]
In the early 1950s, Volkswagen was producing its economy car, the Type 1 (Beetle). With an increase in post-war standards of living, executives at Volkswagen proposed adding a halo car to its model range, contracting with German coachbuilder Karmann for its manufacture. Karmann in turn contracted the Italian firm Ghia, who adapted styling themes previously explored for Chrysler and Studebaker to a Beetle floorpan widened by 12 in (300 mm).
In contrast to the Beetle's machine welded-body with bolt-on fenders, the Karmann Ghia's body panels were butt-welded, hand-shaped and smoothed with English pewter in a time-consuming process commensurate with higher-end manufacturers – and resulting in the Karmann Ghia's higher price.
The design and prototype were well-received by Volkswagen executives, and in August 1955^[3] the first Type 14 was manufactured in Osnabrück, Germany. Public reaction to the Type 14 exceeded expectations, with over 10,000 sold in the first year.

The Type 14 was marketed as a practical and stylish 2+2 rather than as a true sports car. As they shared engines, the Type 14's engine displacement grew concurrently with the Type 1 (Beetle), ultimately arriving at a displacement of 1584 cc, producing 60 hp (45 kW).
In August 1957, Volkswagen introduced a convertible version of the Karmann Ghia. Exterior changes in 1961 included wider and finned front grilles, taller and more rounded rear taillights and headlights relocated to a higher position – with previous models and their lower headlight placement called lowlights. The Italian designer Sergio Sartorelli,^[8] designer of Type 34, oversaw the various restylings of Type 14.

In 1970, larger taillights integrated the reversing lights and larger wrap-around turn signals. Still larger and wider taillights increased side visibility and at the same time large square-section bumpers replaced the smooth round originals. For the USA model only, 1973 modifications mandated by the National Highway Traffic Safety Administration (NHTSA) included energy-absorbing bumpers. A carpeted package shelf replaced the rear seat.
In late 1974 the car was superseded by the Golf ("Rabbit" in USA)-based Volkswagen Scirocco.
As an alternative to the Type 34 Karmann-Ghia coupé, which Volkswagen had introduced to Europe in 1961, Karmann-Ghia do Brasil looked to Ghia in Turin for a reworked version of the Type 14 at the end of the 1960s. At the time Ghia employed Giorgetto Giugiaro, the famous Italian designer and he was set to work on the new Brazilian Karmann Ghia. The result was the Volkswagen Karmann Ghia $ TC (Touring Coupé), internally known as the Type 145, which was introduced in 1970.

This model looked much like an Italian impression of a Porsche 911 and was a roomy 2+2 coupe with a modern and comfortable interior. Underneath it was similar to the Type 14 though actually the platform of the Volkswagen Variant was used rather than that of the Volkswagen Beetle. The main difference was the engine: the Type 145 TC was fitted with the 1584 cc flat-four air-cooled boxer unit from the Type 3 instead of the 1192 cc unit of the Type 14. The car had 65 hp (48 kW) @ 4600 rpm and a top speed of 86 mph (138 km/h), compared to the 34 hp (25 kW) and 72 mph (116 km/h) of the Type 14.




18,119 TC models were produced during its production run from 1970 till 1976. It was only offered in South America and wasn't exported off the continent. There is a prototype which is part of the factory museum collection of Karmann in Osnabrück, Germany.

Porsche 356

The Porsche 356 was the company's first production automobile. It was a lightweight and nimble handling rear-engine rear-wheel-drive 2 door sports car available in hardtop coupe and open configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity. Production started in 1948 at Gmünd, Austria where approximately 50 cars were built. In 1950 the factory relocated to Zuffenhausen, Germany and general production of the 356 continued until April 1965, well after the replacement model 911 made its autumn 1963 debut. It is estimated approximately half of the total production of 76,000 356s still survive.
Prior to World War II Porsche designed and built three Type 64 cars for a 1939 Berlin to Rome race that was cancelled. In 1948 the mid-engine, tubular chassis 356 prototype called "No. 1" was completed. This led to some debate as to the "first" Porsche automobile, but the 356 is considered by Porsche to be its first production model.^[1][2]
The 356 was created by Ferdinand "Ferry" Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the company). Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilizing unitized pan and body construction. While the 356's body was an original design by Porsche employee Erwin Komenda, its mechanicals (including engine, suspension and chassis) were derived from the Volkswagen. The first 356 was road certified in Austria on June 8, 1948, and used many Volkswagen parts for manufacturing economy. Quickly though, Porsche re-engineered and refined the car with a focus on performance. By the late '50s much fewer parts were shared between Volkswagen and Porsche. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied.
Little noticed at its inception, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. It was common for owners to race the car as well as drive it on the street. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced.

The basic design of the 356 remained the same throughout its lifespan, with evolutionary, functional improvements rather than annual superficial styling changes. Nevertheless a variety of models in both coupe and convertible forms were produced from 1948 through 1965.
Cabriolet models (convertibles) were offered from the start, and in the early 1950s sometimes comprised over 50% of total production. One of the most desirable collector models is the 356 "Speedster", introduced in late 1954 after Max Hoffman, the sole US importer of Porsches, advised the company that a lower-cost, somewhat spartan open-top version could sell well in the American market. With its low, raked windscreen (which could be removed for weekend racing), bucket seats and minimal folding top, the Speedster was an instant hit, especially in Southern California. Production of the Speedster peaked at 1,171 cars in 1957 and then started to decline. It was replaced in late 1958 by the "Convertible D" model. It featured a taller, more practical windshield, [allowing improved headroom with the top erected], roll-up glass side-windows and more comfortable seats. The following year the 356B "Roadster" convertible replaced the D model but the sports car market's love affair with top-down motoring was fading; soft-top 356 model sales declined significantly in the early 60s. Today these early four-cylinder models are highly coveted by collectors and enthusiasts worldwide.

To distinguish among the major revisions of the model, 356's are generally classified into a few major groups. 356 coupes and "cabriolets" (soft-top) built through 1954 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1954) windscreens. In 1955, with numerous small but significant changes, the 356A was introduced. Its internal factory designation, "Type 1," gave rise to its nickname "T1" among enthusiasts. In early 1957 a second revision of the 356A was produced, known as Type 2 (or T2). In late 1959 more significant styling and technical refinements gave rise to the 356B (a T5 body type).
The mid 1962 356B model was changed to the T6 body type (twin engine lid grilles, an external fuel filler in the right front wing/fender and larger windows). A unique "Karmann Hardtop" or "Notchback" 356B model was produced in 1961 and 1962. The 1961 production run was essentially a cabriolet body with the optional steel cabriolet hardtop welded in place. The 1962 line (T6 production) was a very different design in that the new T6 notchback coupe body did not start life as a cabriolet, but with its own production design—In essence, part cabriolet rear end design, part T6 coupe windshield frame, unique hard top. Both years of these unique cars have taken the name “Karmann Notchback”.^[4]
The last revision of the 356 was the 356C introduced for the 1964 model year. It featured disc brakes all round, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp (71 kW) "SC." 356 production peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market (it was introduced slightly earlier in Europe). The company continued to sell the 356C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more 'civilized' 911. The last ten 356's (cabriolets) were assembled for the Dutch police force in March 1966 as 1965 models.^[5]

The 356's four-cylinder pushrod engine was later re-introduced in Porsche's "entry-level" 912 model, offered between 1965 and 1969 as response to customer complaints that the new 911 (at nearly twice the price of the 356) was too expensive. Although in some ways the 912 did reprise the 356's specifications, it would not be accurate to say the 912 was successor to the 356; when the decision was made to replace the 356, the 911 was the only car intended to carry the Porsche name forward. Rather the 912 was an afterthought intended to supply the lower-priced end of the market, which the expensive, complex but faster and heavier 911 could not do.

Body Design

The car was built of a unibody construction which has made restoration difficult for cars which were kept in rust prone climates.

Engine

Like the other most famous of Dr. Porsche's designs, the Volkswagen Beetle, the Porsche 356 had a rear mounted air cooled pushrod OHV flat-4 engine

Legacy

The 356 has always been popular with the motor press. In 2004, Sports Car International ranked the 356C tenth on their list of Top Sports Cars of the 1960s. Today, the Porsche 356 is a highly regarded collector car. The Porsche 356 Carrera (with its special DOHC racing engine), Super 90 and Speedster models are today among the most desirable 356 models. Few 356 Carreras were produced and these often bring well over $250,000 at auction. A fully restored 356 Carrera Speedster (of which only about 140 were ever made) will sell for around $300,000 at auction.
The original selling price of a late 1950s Porsche was around US$4,000, which was also the price of a new Cadillac; today they regularly bring between US$20,000 to well over US$100,000 at auction.
Thousands of owners worldwide maintain the 356 tradition, preserving their cars and driving them regularly. The US-based 356 Registry is the largest American club.^{[citation needed]}

According to Autozeitung magazine, a new generation of Porsche 356 will be produced in 2013.

Bentley R Type

The R Type is the second series of post-war Bentley automobiles, replacing the Mark VI. Essentially a larger-boot version of the Mk VI, the R type is regarded by some as a stop-gap before the introduction of the S series cars in 1955. As with its predecessor, a standard body was available as well as coachbuilt versions by firms including H. J. Mulliner & Co., Park Ward, Harold Radford, Freestone and Webb and others. Even by this date, there was little difference (other than the radiator grilles and the carburation) between the standard Bentley R Type and the Rolls Royce Silver Dawn, though Bentley was still the more popular marque. The vast majority of cars produced were Bentleys. Some 2,500 units were manufactured during the R Type's run.

Design

During development it was referred to as the Bentley Mark VII. Indeed the chassis cards for these cars describe them as Bentley 7. The R Type name which is now usually applied stems from chassis series RT. The front of the saloon model was identical to the Mark VI, but the boot (trunk) was almost doubled in capacity and the engine increased in displacement from 4.25 to 4.5 litres (as fitted to the later Mark VI). For buyers looking for a more distinctive car, a decreasing percentage had custom coachwork available from the dwindling number of UK coachbuilders. These ranged from the grand flowing lines of Freestone and Webb's conservative, almost prewar shapes, to the practical conversions of Harold Radford which including a clamshell style tailgate and folding rear seats.

Running gear

All R Type models use an iron-block/aluminium-head straight-6 engine fed by twin SU Type H6 carburettors. The basic engine displaced 4.6 L (4566 cc/278 in³) with a 92.08 mm (3.6 in) bore and 114.3 mm (4.5 in) stroke. A 4-speed manual transmission was standard with a 4-speed automatic option becoming standard on later cars.

Brakes and suspension

The suspension was independent at the front using coil springs with semi elliptic leaf springs at the rear. The powerful brakes used 12.25 in (311 mm) drums all round and were operated hydraulically at the front and mechanically at the rear via a gearbox driven servo.

Performance

A four door saloon with automatic transmission tested by the British magazine The Motor in 1953 had a top speed of 101.7 mph (163.7 km/h) and could accelerate from 0-60 mph (97 km/h) in 13.25 seconds. A fuel consumption of 15.5 miles per imperial gallon (18.2 L/100 km; 12.9 mpg_-US) was recorded. The test car cost £4481 including taxes.^[1]

R-Type Continental

Despite its name, the two-door Continental was produced principally for the domestic home market, the majority of cars produced (165, including a prototype) being right-hand drive, with a 43 left-hand drive examples produced for use abroad. The chassis was produced at the Rolls Royce Crewe factory and shared many components with the standard R type. Other than the R-Type standard steel saloon, R-Type Continentals were delivered as rolling chassis to the coachbuilder of choice. Coachwork for most of these cars was completed by H. J. Mulliner & Co. who mainly built them in fastback coupe form. Other coachwork came from Park Ward (London) who built six, later including a drophead coupe version. Franay (Paris) built five, Graber (Wichtrach, Switzerland) built three, one of them later altered by Köng (Basle, Switzerland), and Pininfarina made one. James Young (London) built in 1954 a Sports Saloon for the owner of the company, James Barclay.
The early R Type Continental has essentially the same engine as the standard R Type, but with modified carburation, induction and exhaust manifolds along with higher gear ratios.^[2] After July 1954 the car was fitted with an engine, having now a larger bore of 94.62 mm (3.7 in) with a total displacement of 4.9 L (4887 cc/298 in³). The compression ratio was raised to 7.25:1.

Alvis TD/E/F 21

Alvis cars were produced by the manufacturer Alvis Car and Engineering Company Ltd of Coventry, England from 1919 – 1967. The company also produced aircraft engines and armoured cars, the latter continuing long after civilian car production ceased.
The Alvis TD21 was a British sporting car made by Alvis cars between 1958 and 1963. It was an updated version of the TC 108G with body construction by Park Ward who were better able to supply them to the quantity, quality and price required. They were slightly taller and a drophead coupé was added to the range.

The 2993 cc engine was again uprated, now producing 115 bhp (86 kW)^[1] mainly by an improved cylinder head and increasing the compression ration from 8.0:1 to 8.5:1. A new four speed gearbox from the Austin-Healey appeared and Borg Warner three speed automatic transmission was offered. Overdrive was available on the manual transmission from late 1960 to 1962. Suspension was similar to the TC 21, independent at the front using coil springs with leaf springs at the rear but the track was increased by 1 in (25 mm) to 55.5 in (1,410 mm)^[2] and a front anti roll bar added. Wire spoked wheels became an option. From 1959 the all drum brake set up was changed to discs at the front retaining drums at the rear.
A car with manual transmission was tested by the British magazine The Motor in 1960 and had a top speed of 103 mph (166 km/h) and could accelerate from 0-60 mph (97 km/h) in 13.5 seconds. A fuel consumption of 20.2 miles per imperial gallon (14.0 L/100 km; 16.8 mpg_-US) was recorded. The test car cost £2827 including taxes.

The Alvis TE21, also known as the Series III, is an automobile produced by English manufacturer Alvis between 1963 and 1966. It was an updated version of the 1958 TD21.

Product description

The body was a modified version of the TC108G styled by Graber of Switzerland and built by Park Ward and distinguished by having twin headlights mounted one above the other. Saloon and drophead versions were available. The design was noted for its lack of bright side trim or creases moulded into the body parts. The windshield was one-piece, curved, and not too highly sloped.
The 2993 cc engine, first used in the 1950 TA21, received a modified cylinder head and manifold which increased power to 130 bhp (97 kW) at 4000 rpm giving the car a top speed of 107 mph (172 km/h).^[3] A choice of automatic or five speed gearbox made by ZF was available. Suspension was independent at the front using coil springs, with leaf springs at the rear. Disc brakes were fitted to all wheels.
Recirculating-ball-type steering gear was fitted to reduce effort and power steering became optional in late 1964.^[3]
Although the car was replaced by the TF21 in 1966, the TE21 was still available to special order until 1967.The Alvis TF21 was the last car produced by Alvis cars. it was made in 1966 and 1967 and was an updated version of the 1963 TE21.

Externally the car was identical to the TE21 but there were some changes to the suspension and inside the instruments were better organised.^[3]
The 2993 cc engine, first used in the 1950 TA21, had its power increased to 150 bhp (112 kW) at 4750 rpm by fitting triple SU carburettors giving the car a top speed of 120 mph (193 km/h).^[3] A choice of automatic or five speed gearbox made by ZF was available.
The chassis and suspension continued with its front coil springs and leaf springs at the rear. Disc brakes were fitted to all wheels and recirculating ball type steering gear was used with power assistance optional.
Although the car was replaced by the TF21 in 1966, the TE21 was still available to special order until 1967.^[3] In August 1967 it was announced that production of the Park Ward bodied Alvis 3-litre had ceased.
Source:Wikipedia 

Rolls-Royce Silver Cloud

The Rolls-Royce Silver Cloud was the core model of the Rolls-Royce Motor Cars range from April 1955 until March 1966. It replaced the Silver Dawn and was, in turn, replaced by the Silver Shadow.
The J. P. Blatchley design was a major change from the pre-war models and the highly derivative Silver Dawn.
As part of a range rationalisation the Bentley S1 is very similar, apart from its radiator.
The chassis was a simple steel box section, welded together and very rigid. Construction retained the traditional split between chassis and body, which facilitated the provision of special bodied versions though in practice the overwhelming majority of cars were delivered with the standard steel body shell, produced by Pressed Steel, and employing light weight aluminium based alloy for the doors, bonnet/hood and boot/trunk lid.^[2] The car was 5.38 m (212 in) long, 1.90 m (75 in) wide, and massed 1.95 tonnes. The engine was a 155 hp / 4000 rpm 4.9 L six-cylinder unit with inlet over exhaust valves: twin SU carburettors were added in September 1957.^[3] The standard transmission was a four-speed automatic.
Brakes were hydraulic and assisted by the Rolls-Royce mechanical servo with 11 in (279 mm) drums and suspension was independent coils at the front and semi-elliptic springs at the rear. Twin brake master cylinders were incorporated from April 1956.^[3]
Power steering became an option in 1956 along with air conditioning.
A long-wheelbase version, lengthened by 4 in (102 mm), was also made available in September 1957, outwardly very similar to the existing car, but offering improved leg space for rear-seat passengers.^[2]
The British Motor magazine tested a standard-wheelbase factory-bodied Series I in 1956 recording a top speed of 102.9 mph (165.6 km/h) and acceleration from 0-60 mph (97 km/h) in 13.5 seconds and a fuel consumption of 14.5 miles per imperial gallon (19.5 L/100 km; 12.1 mpg_-US). The test car cost £5078 including taxes..

The Silver Cloud II was introduced in 1959. Little changed externally but it now had a 6.2 L V8 engine, which pushed the weight to 2.11 tonnes. Performance was greatly improved and top speed was raised to 183 km/h (114 mph), but the main improvements were in acceleration and torque. Power steering became standard. Electrically operated windows were now available as an option.
Although the improved performance of the new car was welcomed, commentators of the time noted that the V8-engined Silver Cloud II was neither as quiet nor as smooth as the straight-six-cylinder-engined Silver Cloud I, despite the new engine's hydraulic tappet operation.^[3] The new wet-linered V8 was also a little cramped in an engine bay intended originally for a narrower unit: in order to change the sparking plugs it was necessary to remove the front wheel on the car's right side.^[3] There seems to have been a problem with crankshaft breakages in the earlier V8s: this was blamed on lack of lubrication to the bearings.^[3]

The basic architecture of the Silver Cloud II did not change between 1959 and 1963, but there were numerous minor changes implemented, notable among them a succession of improvements to the ventilation system.^[3] Interior changes in 1961 included the adoption of blue instrument lighting, the introduction of a combined indicator / headlamp flasher switch and of a handbrake warning light. A remodelled rear light assembly was introduced in May 1962 and a change to single sealed-beam headlamps was made in August 1962.^[3]
The Motor magazine tested a Series II in 1960. They recorded a top speed of 104.7 mph (168.5 km/h), acceleration from 0-60 mph (97 km/h) in 10.9 seconds and a fuel consumption of 13 miles per imperial gallon (22 L/100 km; 11 mpg_-US). The test car cost £6092 including taxes.The Silver Cloud III arrived in 1963. External dimensions were slightly tweaked, the interior remodelled, the weight reduced by a little over 100 kg (220 lb) and improvements made to the engine which included fitting 2 inch SU carburettors in place of the 1¾ inch units used on the Series II Silver Cloud.^[2] The compression ratio was increased to 9:1, reflecting the higher octane levels of premium fuel in major markets,^[2] although the option of a lower 8:1 compression ratio was still offered in markets were non-availability of higher octane fuels might be an issue.^[3] Rolls-Royce, as before, refused to disclose overall engine power output, but indicated that there had been an improvement of "perhaps 7%".^[2] Increased power and weight reduction boosted speed and performance slightly. The engine now included a nitride hardened crankshaft to reflect the extra power being generated and in response to reports of broken crankshafts in the earlier V8 Silver Clouds.^[3]
The headlights were grouped in a four-headlamp layout subsequently continued in the later Silver Shadow. Other external changes included a slightly increased slope of the hood / bonnet to correspond with a 1½ inch (4 cm) reduction in the height of the radiator-grill.^[3]
Between 1963 and 1966 there were no major changes. Stainless steel wheels replaced chrome-plated ones in April 1963, and an improved rear window demister was introduced in November of the same year.^[3] Wider front seats were fitted in January 1964, and five months later a revised headlamp surround now incorporated a very small RR monogram.^[3]

As with earlier models, Rolls-Royce continued to make the Silver Cloud chassis available to traditional coach-builders. A notable version is the so-called "Chinese Eye" design, offered in Fixed Head and Drop Head Coupe style by Mulliner Park Ward. It was derived from the earlier H. J. Mulliner & Co. design for the Bentley S1 and S2 Continentals.^[5] To widen production in a diminishing market, this adaption was made available for the Bentley S3 Continental as well as for the Silver Cloud III. So, of the 328 coach-built Silver Cloud III, about 100 were of this style.

BMW 507

The BMW 507 is a roadster produced by BMW from 1956 to 1959. Initially intended to be exported to the United States at a rate of thousands per year, it ended up being too expensive, resulting in a total production figure of 252 cars and heavy losses for BMW.
The BMW 507 was conceived by US automobile importer Max Hoffman who, in 1954, persuaded the BMW management to produce a roadster version of the BMW 501 and BMW 502 saloons to fill the gap between the expensive Mercedes-Benz 300SL and the cheap and underpowered Triumph and MG sports cars.[2] Existing designs by Ernst Loof were rejected by Hoffman, who found them to be unappealing. In November 1954, at Hoffman's insistence, BMW contracted designer Albrecht von Goertz to design the BMW 503 and the 507.[3] BMW engineer Fritz Fiedler was assigned to design the mechanical package, using existing components wherever possible.Introduction and impact:

The 507 made its debut at the Waldorf-Astoria Hotel in New York in the summer of 1955.[4] Production began in November 1956. Max Hoffman intended the 507 to sell for about $5,000 U.S., which he believed would allow a production run of 5,000 units a year. Instead, high production costs pushed the price in Germany to DM 26,500 (later 29,950);,[5] driving the U.S. price initially to $9,000 and ultimately $10,500.[6] Despite attracting celebrity buyers including Hans Stuck and Georg "Schorsch" Meier, the car never once reached more than 10% of the sales volumes achieved by its Stuttgart rival, the Mercedes-Benz 300SL.[1]

Intended to revive BMW's sporting image, the 507 instead took BMW to the edge of bankruptcy -- the company's losses for 1959 were DM 15 million. The company lost money on each 507 built, and production was terminated in late 1959 .[7][8] Only 252 were built,[9][10] plus two prototypes. Fortunately for the company, an infusion of capital from Herbert Quandt and the launch of new, cheaper models (the BMW 700 and later the 'New Class' 1500) helped the company recover.The 507 remains a milestone model for its attractive styling, which attracted some famous buyers. American icon Elvis Presley was the most noteworthy purchaser. In addition to owning another car, while on duty with the US Army in Germany in 1959 he bought a white 507 for US$3,500. He brought it back with him to the US, and at some point had the engine replaced with a 289-cubic inch Ford V-8. He gave the car to one of his most famous co-stars, the Swiss-born actress Ursula Andress, in 1963. She kept it for some 20 years and, in 1997, it sold at an auction for US$350,000.[citation needed] Another famous owner is John Surtees, who was given a 507 by Count Agusta for winning the 1956 500cc World Motorcycle Championship on a MV Agusta. Surtees worked with Dunlop to develop disc brakes for the front wheels of the 507, and his 507 eventually had disc brakes on all four wheels.[11] Surtees still owns his 507.[12]

202 507s are known to survive, a tribute to the car's appeal.[citation needed] Bernie Ecclestone's 507 fetched £430,238 ($904,000) at an auction in London in October 2007.[13] 2009 the prices for 507s have reached €900,000.[citation needed]

The styling of the 507 later influenced the Z3 and Z4, but perhaps most especially the Z8.The 507 shared the frame of the 503, shortened from 2,835 millimetres (111.6 in) to 2,480 millimetres (98 in).[1][2] Overall length was 4,835 millimetres (190.4 in), and overall height was 1,257 millimetres (49.5 in).[1] Curb weight was about 1,330 kilograms (2,900 lb).[14] The body was almost entirely hand-formed of aluminium, and no two models were exactly the same. Many cars were sold with an optional hand-fabricated removable hardtop. Because of the car-to-car differences, each hardtop fits only the car for which it was made.[citation needed]

Front suspension was parallel double wishbones, with torsion bar springs and an anti-roll bar. Rear suspension had a live axle, also sprung by torsion bars, and located by a Panhard rod and a central, transverse A-arm to control acceleration and braking forces. Brakes were Alfin drum brakes of 284.5 mm (11.2 in) diameter, and power brakes were optional. Late-model 507s had front Girling disc brakes.[citation needed]

The engine was the aluminium alloy BMW OHV V8, of 3,168 cubic centimetres (193.3 cu in) displacement, with pushrod-operated overhead valves. It had two Solex Zenith 32NDIX two-barrel carburetors, a chain-driven oil pump, and a compression ratio of 7.8:1, yielding 150 horsepower (110 kW) DIN at 5,000 rpm. It was mated to a close ratio four-speed manual transmission.[3] The standard rear-end ratio was 3.70:1, but ratios of 3.42:1 and 3.90:1 were optional.[2][3] A contemporary road test of a 507 with the standard 3.70:1 final drive was reported in Motor Revue, stating a 0–100 km/h (0-62 mph) acceleration time of 11.1 seconds and a top speed of 122 mph.

Cadillac Eldorado

The Eldorado model was part of the Cadillac line from 1953 to 2002. The Cadillac Eldorado was the longest running American personal luxury car as it was the only one sold after the 1999 model year. Its main competitors included the Lincoln Mark Series and the lower-priced Buick Riviera.[citation needed]

Although cars bearing the name varied considerably in bodystyle and mechanical layout during this long period, the Eldorado models were always near the top of the Cadillac line. Nevertheless, and except for the Eldorado Brougham models of 1957–1960, the most expensive models were always the opulent, long wheel-based Series 75 sedans and limousines, not the Eldorado.The name "Eldorado"

The name was proposed for a special show car built in 1952 to mark Cadillac's Golden Anniversary; it was the result of in-house competition won by Mary-Ann Marini (née Zukosky ), a secretary in the company's merchandising department. Another source, Palm Springs Life magazine, attributes the name to a resort destination in California's Coachella Valley that was a favorite of General Motors executives. However, the El Dorado Country Club in Indian Wells, California was not founded until 1957 - five years after Cadillac's naming competition. In any case, the name was adopted by the company for a new, limited-edition convertible that was added to the line in 1953.

The name Eldorado was derived from the Spanish words "el dorado", which is translated "the gilded one" or "the golden one" in English; the name was originally given to the legendary chief or "cacique" of a South American Indian tribe. Legend has it that his followers would sprinkle his body with gold dust on ceremonial occasions and he would wash it off again by diving into a lake. The name more frequently refers to a legendary city of fabulous riches, somewhere in South America, that inspired many European expeditions, including one to the Orinoco by England's Sir Walter Raleigh.The 1953 Eldorado was a special-bodied, low-production convertible (532 units in total). It was the production version of the 1952 El Dorado "Golden Anniversary" concept car, and borrowed bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car.[1] Available in four unique colors (Aztec Red, Alpine White, Azure Blue and Artisan Ochre — the latter is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. There was no special badging on the car, other than the "Eldorado" nameplate, in "gold", in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the top in the open car version. Although it was based on the regular Series 62 convertible and shared its engine, it was nearly twice as expensive at US$7,750. This car was 221 inches (5,600 mm) long and 79 inches (2,000 mm) wide.

This first Eldorado had a wraparound windshield and a cut-down beltline, the latter signifying a dip in the sheetmetal at the bottom of the side windows. These two touches were especially beloved by General Motors Styling Chief Harley Earl and subsequently were widely copied by other marques. In fact, throughout 1950s, Eldorado was General Motors' styling leader, and since GM led the industry, where the Eldorado went, everyone else would tend to follow.

In 1954, Eldorado lost its unique sheet metal, sharing its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales.For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of Eldorado once again pointing the way forward.

For 1956, a two-door hardtop coupe version appeared, called the Eldorado Seville.1957 saw the Eldorado (in both Biarritz convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators.
Cadillac Eldorado Brougham

1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Eldorado Brougham. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, air suspension, the first memory power seats, automatic starting for the engine and every other comfort and convenience feature available at GM at the time, even small bottles of perfume. There were serious difficulties with the air suspension. Some owners found it cheaper to have the system removed and replaced with conventional coil springs.

1959–1966:A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The design was 100% Cadillac but the company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Discreet, narrow taillights - were integrated into modest tailfins, and a squared-off rear roof line allowed the Brougham to contrast sharply to the "rocketship" taillights, flamboyant fins, and rounded roof lines of the standard 1959 Cadillacs. However, the Brougham's styling cues would prove to indicate where Cadillac styling would head in the early-mid 1960s. Build quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values remain high.

The last Eldorado Seville was built in 1960. After that, the Eldorado convertible became essentially a more luxuriously trimmed version of the Cadillac Series 62 convertible (using trim pieces reserved only for the Fleetwood Sixty Special).

An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line were generally modest. In 1964, probably the most distinctive year during this period, the main visual cue indicating an Eldorado was simply the lack of fender skirts.The Eldorado was radically redesigned in 1967. Intended for the burgeoning personal luxury car market, it was a "personal" Cadillac sharing the E-body with the Oldsmobile Toronado and Buick Riviera, which had been introduced the previous year. Cadillac adopted the Toronado's Unified Powerplant Package and front-wheel drive. (Contrary to popular belief, the similar Buick Riviera did not use the front-wheel drive setup until 1979.) The Eldorado used a standard Cadillac 429 V8 with a modified Turbo-Hydramatic automatic transmission (THM425, based on the Turbo-Hydramatic 400) with the torque converter mounted next to the planetary gearbox, driving it through a metal chain.

Despite sharing underpinnings with the Toronado, the Eldorado's crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, appearing more angular than the rounded Toronado. Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and its sales, 17,930 units,[5] helped give Cadillac its best year ever.[6] Disc brakes were optional in 1967 and became standard in 1968. The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's Series 62. Sales were excellent despite high list prices.

In 1968, the Eldorado gained slight exterior changes to comply with new federal safety and emissions legislation, and as with the rest of the Cadillac lineup, a new 472 cu in (7.7 l) V8 rated at 375 hp (280 kW) (SAE gross). In 1969 it lost its hidden headlamps and picked up as options a halo vinyl roof and later in the model year a power sunroof option. For the 1970 model year, the Eldorado introduced the new 500 cu in (8.2 l) V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 ft·lbf (746 N·m) in 1970, that would be an Eldorado exclusive until it became standard on all full size Cadillacs in the 1975 model year.When GM's full-size cars were redesigned for 1971, the Eldorado regained both a convertible model and its fender skirts. The 126.3-inch (3,210 mm) wheelbase version of the Eldorado would run through 1978, receiving facelifts in 1973 and 1975. As before, the Eldorado and Toronado shared the front-wheel drive E-body chassis, while the Riviera (which would temporarily switch to the "B" platform for 1977) remained rear-wheel drive.

Although the door glass on all Eldorados remained frameless, the hardtop rear quarter windows vanished, replaced by a fixed "opera window" in the widened "C" pillar. This was likely done to conform to threatened Federal rollover safety standards that were scheduled to take effect by the mid-1970s.

The Cadillac Eldorado was chosen as the pace car for the Indianapolis 500 Mile Race in 1973. All in all, Cadillac produced 566 of these special pace car convertibles. 33 were used at the track during the race week and the remaining 513 cars were distributed to the U.S. Cadillac dealers (one for each dealership), which were then sold to the general public.

A redesigned instrument cluster was phased in during the 1974 model year (known as the 'space age' instrument panel from Cadillac literature), also shared with Calais, DeVilles and Fleetwoods.

For 1977, the Eldorado received a new grille with a finer crosshatch pattern. The convertible was canceled (although Custom Coach of Lima, Ohio took a few brand-new 1977 and 1978 Eldorados into their coachbuilder facilities and converted into coach convertibles using salvaged parts from 1971-76 Eldorados; Cadillac did not produce convertibles after 1976). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). Minor changes followed in 1978.

This generation of Eldorados produced between 1971 and 1978 were sometimes customized as seen in films like Dolemite, Superfly, Highwaymen (film), The Mack, Willie Dynamite, (the customized Eldorado seen in Willie Dynamite is similar to the one seen in Magnum Force) and even the James Bond film Live and Let Die. An Eldorado was also used in Rob Zombie's second film, The Devil's Rejects as the car that the character Charlie drove. Customizers such as Les Dunham Coachworks have modified brand-new Eldorados with headlight covers (commonly known as Superfly headlights), grille caps, a 1941 goddess hood ornament, lake pipes, and thick-padded vinyl tops, usually with circular porthole windows.
For 1979, a new, trimmer Eldorado was introduced, and for the first time the car shared its chassis with the Buick Riviera as well as the Toronado. Smaller 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) of the preceding model, giving better fuel efficiency. For 1979, it was offered only with the Oldsmobile 350 as standard, with the diesel 350 available as an option.
1980 Cadillac Eldorado

In 1980, the gas 350 was replaced with the Cadillac 368 except in California, where the Olds 350 was retained for that year. In both the 1980 Seville and Eldorado (which shared their frames), the 368s in 1980 came with DEFI, whereas for the larger RWD Cadillacs, the 368 only came with a 4-barrel Quadrjet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline, making the rear window almost vertical. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. Although downsized, these Eldorados were still substantial-sized cars with good room and power. Contrary to the current body design of the time, the Eldorado continued to feature frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. However, these cars were not true hardtops, as the rear quarter windows were fixed and could not be rolled down. Most people probably didn't even notice, since air conditioning was de rigueur for all the cars, and the coupe featured "hospital zone" quietness with the windows closed.

For 1981, Cadillac began offering the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's obligations under the government fuel economy ("CAFE") standards. Unfortunately, it did not work as planned, and sometimes did not work at all. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.

Another problem with the 1981 model year was an unexplained balancing problem that affected the vehicle's overall handling. GM corrected this issue by installing a large, heavy steel plate under the driver's seat, a fact made popular by 1995's film Casino. The film's leading man Robert De Niro survives a bomb explosion, where the explosive had been attached to his 1981 Eldorado's undercarriage, on the driver's side, with that steel plate effectively shielding his driver seat from the blast beneath; the steel plate is credited with saving his life. The film, including the Eldorado explosion incident, is based upon Frank Rosenthal's life story.

Another problematic engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. HT-4100s failed in large numbers and many were replaced under warranty.[citation needed]

Nevertheless, the Eldorado's reputation was not permanently hurt, and sales rose to unprecedented heights, nearly 100,000 units by 1984, an astonishing volume for one of the most expensive models available.[citation needed]

In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 200 pounds (91 kg) heavier, but featured the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Because of its limited edition (around 3000 total), the convertible models are now highly sought after by numerous collectors.

1984 was also the first year electronic "digital" instrumentation was an available option. In addition to the digital electronic climate control that was standard on all Eldorados, the standard analog speedometer and fuel gauges could be replaced with a digital display showing speed in a single, precise, and instant number and a fuel gauge that would read the number of gallons of fuel remaining in the gas tank and another gauge showing approximately how many miles can be driven on it.

Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.

The very limited edition Commemorative Edition was produced in 1985. These are identified by special emblems on the trunk lid and sail panels as well as gold color door lock knobs and keys.For 1986, yet another downsizing occurred, and it was fairly extreme. The Eldorado lost about 16" in length, and some 350 pounds in weight. The convertible was discontinued. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupes from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII. Its styling seemed stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that small luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.

Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupe.

1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grill above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.
1986–1991 Cadillac Eldorado

With such big changes for Eldorado just a year earlier, 1989 saw little that was new. The optional automatic rearview mirror went from a electrically-operated mechanical tilting mechanism to the new electrochromic style, using a clear fluid filled between the mirror and a thin sheet of glass, which tints upon activation. A new exterior color, White Diamond, brought the color choices up to 18. Gone were the 14" wheels, as the previously-optional 15" "snowflake" style aluminum wheel, introduced last year, was made standard for the base Eldorado. A compact disc player, available only with the Delco Bose Gold Series music system, was a new option this year, as was reversible floor mats, and gold-plated ornamentation ("Cadillac" grille and trunk scripts, sail panel ornaments, deck lid engine plaque, trunk lock cover, tail lamp emblems, and available wire wheel cover wreath and crest). New standard items include an express-down module for the driver's window, electronic oil-life indicator, a more powerful Delco Freedom II battery, a revised factory warranty, and GM's PASS (Passive Automotive Security System) KEY theft-deterrent system, which activated the fuel system based upon a coded pellet within the ignition key. Previously optional items that were now added as standard equipment included a cassette player with graphic equalizer, remote fuel filler door release, and a front license plate mounting. In an effort to use up existing warehouse stock, the brushed chrome lower bodyside accent molding, optional through last year, was added as standard equipment for 1989 (revamped moldings would appear in 1990). New high-gloss Birdseye Maple trim (replacing the satin-finished American Walnut used from 1986–1988) on the instrument panel and console was standard on Eldorado Biarritz, and available (for $245) on the base Eldorado. The optional full cabriolet roof, which re-created the dashing look of a convertible top, was offered this year in limited colors. Pricing rose again, now at $26,738. Production slipped slightly, down to 27,807 (including 7,174 Biarritz models). The dip in sales was partly due to competition from GM's own Buick Riviera, which grew 11" this year in a dramatic restyle, and had a production increase from 8,625 units in 1988 to 21,189 in 1989.

Aside from the new-for-1990 Touring Coupe model (see entry below) introduced later in the model year, it was a year of enhancement for Eldorado. A driver's side airbag was introduced as standard equipment, but as a result, the telescoping steering column was discontinued (although the tilt feature remained). Cruise control buttons were mounted on the center of the previous steering wheel, but with the advent of the air bag (mounted on a smaller diameter steering wheel), they were now moved to the turn signal stalk. A new multi-point fuel injection replaced the throttle-body style from last year, and horsepower jumped from 155 to 180, although the new system required the use of premium fuel. A new cast aluminum wheel design (not available with the Touring Suspension package) was optional for those customers who desired something different than the standard "snowflake" alloy wheel on the base Eldorado. Seating received numerous enhancements, including new molded trim panels, additional lateral and lumbar support, French seams, and revised front headrests. Full leather upholstery (formerly leather and cloth) was now standard on the Biarritz model, but the base model lost the seat-back map pockets. The cellular telephone disappeared from the option list, and the vinyl center armrest was revamped. The electronic climate control received an update in the form of three automatic and two manual settings. The optional leather upholstery package on the base model now included a power passenger seat recliner. Last year's "Eldorado Option Package" (which included new-style carpeted floor mats, body-color door edge guards, illuminated driver and passenger visor vanity mirrors, luggage compartment mat, and the illuminated entry system) was now standard. Additionally, previously optional items that were added as standard equipment this year included the rear window defogger with heated outside mirrors, and bodyside accent striping. New options for 1990 included a central-unlocking feature (from the outside door locks using the key) added to the automatic door locks. A revised deck-lid engine plaque now mentioned the port fuel injection, and the deck-lid itself held a chromed handle above the license plate opening. Also, the rear safety reflectors moved from the bumper onto the panel below the decklid this year. A new charcoal-colored vinyl strip accented the chrome bumper and bodyside moldings this year, while the front bumper guards changed from body-color to charcoal. In the front suspension, the stabilizer shaft was revised for ride and handling, while the tire jack located in the trunk had a new carpeted storage container. Price for 1990 was $28,885, with the Biarritz model an additional $3,180. Production dropped to 20,874 units, about 1/3 of which were the Biarritz model. An additional 1,507 Eldorado Touring Coupe models were made.

1991, the last year for this body style, was also the first year for Cadillac's new 4.9 liter V-8 engine with port fuel injection, teamed up with GM's 4T60-E electronically-controlled 4-speed transmission. Cadillac set apart the GM transmission from other corporate models it was shared with by the Cadillac-exclusive viscous converter clutch, which provided even smoother shifting under hard acceleration. Engine controls were monitored by the GMP4 Powertrain Control Module (PCM), an on-board 64-kilobyte computer. A new exhaust set-up with a wider catalytic converter reduced restriction by 38% from last year, while the 0-60 mph speed went from 9 seconds in 1990 to 8.2 for '91. Revised engine mounts prevented engine noise and vibration from affecting the cabin, while new the Computer Command Ride (CCR) system, optional on most other Cadillac models, was standard on Eldorado. CCR would automatically adapt the suspension mode with regard to vehicle speed for better handling and ride comfort. A $309 electrically-heated windshield was new to the option list this year, as was the available ($480 on base Eldorado, no charge on Biarritz or Touring Coupe) "Security Package" which now included remote keyless entry along with automatic door locks with central unlocking, and the theft-deterrent system. The Bosch II anti-lock braking system, previously a $925 option, was made standard this year, as well as a more powerful 140-amp alternator. A revised windshield washer system rounded out the changes for 1991. Base price was $31,245, almost $2,400 up from 1990, but the jump was not nearly as dramatic when considering the new powertrain and sophisticated suspension system, and that anti-lock brakes were now standard equipment, as well as other previously optional items that were now available at no-charge. In an effort to exhaust parts inventory - and to make Eldorado appear to be a better value in its last year of current style production, several optional items were available at no-charge on the base Eldorado, including choice of full vinyl roof covering or full-cabriolet (convertible-look) roof (an otherwise $1,095 option), leather upholstery with power passenger recliner, and the Delco-Bose sound system - with choice of CD or cassette. Additionally, both the $2,050 Touring Coupe and the $3,180 Biarritz packages included the power moon roof and Delco-BOSE stereo at no additional charge. This would be the last year for the Eldorado Biarritz. Production dropped to just 16,212 (including 2,249 Touring Coupe models), the lowest output seen since 1966.
[edit] 1990–1991 Eldorado Touring Coupe

Although a touring suspension option had been available on Eldorado since 1980, there was an Eldorado Touring Coupe model introduced in mid-1982, and continued through 1985. In 1990, the Eldorado Touring Coupe (ETC), the 2-door version of the Seville Touring Sedan (STS), re-appeared. The car had a special handling and suspension package, quicker steering than the standard Eldorado, and a higher final drive ratio of 3.33:1 in contrast to the base model's 2.97:1. Badging was restricted to ETC badges on both C-pillars, a Cadillac crest on the grille along with the Cadillac script logo and a special "Cadillac Motor Car Company" badge on the trunk, which it shared with the STS. Available in Sable Black, Cotillion White, Medium Slate Gray Metallic, Black Sapphire Metallic (Dark Blue), and Crimson (Bright Red), all with a special beechwood interior. An additional color, Polo Green Metallic, was added for '91. The driver's outside rearview mirror held glass with a blue-tint to reduce glare from following vehicles. The model also featured body-colored door handles, wider side rocker panels, an additional marker lamp behind the rear wheel well, and dual rectangular exhausts. The international-theme tail lights, which were Touring Coupe specific, featured a distinct split-style with "amber above red" lenses.

Eldorado Touring Coupe production for 1990 was 1,507, with an additional 2,249 in 1991.For 1992, Cadillac introduced a new Eldorado, only slightly bigger than its predecessor. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.

The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Fresh exterior styling - in the form of updated bumpers front and rear, side cladding, and a new grille - arrived for '95. 1996 featured a slightly revamped interior with a new upholstery sew style, larger analog gauge cluster, relocated climate control system, and updated stereo faces. In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which its Seville platform mate underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville sister.

The car was also sold under the badge Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe).[7]
2002 Cadillac Eldorado ETC

Having lost its only remaining 2-door platform mate, the Buick Riviera, after the 1999 model year, rumors of the Eldorado's imminent demise began to circulate. GM showed a lowered, customized Eldorado-based concept at the 2000 North American International Auto Show, which was called EldoRODo, to little media or public interest.

Not long after, GM announced that the Eldorado's 50th model year, 2002, would be its last. To mark the end of the historic name, a limited production run 1,596 of cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars had exhausts that were specially tuned to imitate the note of their illustrious forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production. The last Eldorado was delivered to the Cadillac Museum, in honor of Don Massey of Don Massey Cadillac - one of the largest Cadillac dealers in the United States. The second-to-last production Eldorado was sold to Nicola Bulgari, the Italian jeweler and avid automotive aficionado. The car will reside with his collection in Rome, Italy. Production ended on April 22, 2002,[8] with the Lansing Craft Centre retooled to build the Chevrolet SSR.