Chrysler 300F(1960)

The 1960 300F introduced a new, higher power 413 cu in (6.8 L) Wedge engine delivering 375 hp (280 kW) in standard form. To boost power at lower and mid rpms, a special "cross-ram" intake manifold was derived. Instead of the normal V8 engine central intake manifold with carburetor(s) on top, the cross-ram consisted of two pairs of 30 in (760 mm) long tuned pipes that criss-crossed so that each set fed the opposite side of the engine. The carburetors and air cleaners hung off the sides of the engine over the fender wells. These long tubes were tuned so that resonances in the column of air helped force air into the cylinders at those engine speeds. Also new were four individual, leather bucket seats with a full length console from dash to rear seatback.

A special 400 hp (300 kW) "short ram" version was produced for competition; in this, the tuned portion of the stacks was only 15 in (380 mm) long (though the overall tube length remained at 30"), so that the resonant effect was produced at higher engine speeds. Only 15 "short ram" cars were produced; these were also fitted with the exotic but often troublesome French Pont-a-Mousson 4-speed manual transmissions developed for the Chrysler-powered Facel Vega. Approximately 4 of these "Special GTs" are known to exist, including one convertible and one with air conditioning; it is believed that 15 were originally produced.

The bodywork was also redone for 1960, using Chrysler's new lightweight unibody construction and given sharper-edged styling with outward-tilting fins that were visually separated from sides. The "toilet seat" trunk lid contributed to a demeaning opinion of the 300F and was done away with after this one year of production.
Sales increased to 969 coupes and 248 convertibles.

Cord Model 810

The body design of the Cord 810 was the work of designer Gordon M. Buehrig and his team of stylists, which included young Vince Gardner. The first American front-wheel drive car with independent front suspension, but an archaic tube rear axle with semi-elliptic rear springs,^[2] it used a 4,739 cc (289 cu in)^[3] Lycoming V8 of the same 125 hp (93 kW) as the L-29.^[2] The semi-automatic^[4] four-speed transmission (three plus overdrive)^[3] extended in front of the engine, like a Traction Avant. (This transmission was later modified and used in the rear-engined 1948 Tucker Sedan.)^{[citation needed]} This allowed Buehrig to dispense with the driveshaft and transmission tunnel; as a result, the new car was so low it required no running boards.^[2]

Reportedly{^[5]} conceived as a Duesenberg and nearly devoid of chrome, the 810 had hidden door hinges^[2] and rear-hinged hood,^[2] rather than the side-opening type more usual at the time, both new items. It also featured pontoon fenders with headlamps (modified Stinson landing lights)^[2] that disappeared into the fenders via dashboard hand cranks, a concealed fuel filler door, variable-speed windshield wipers^[2] (at a time when any wipers were rare, and those were likely operated by hand), and the famous louvered wraparound grill, from which its nickname "coffin-nose" derived.^[2] Its engine-turned dashboard included complete instrumentation, a tachometer, and standard radio^[2] (which would not become an industry standard offering until well into the 1950s).^[6] The new car caused a sensation at the New York Auto Show in November 1935. The crowds around the 810 were so dense, attendees stood on the bumpers of nearby cars to get a look. Many orders were taken at the show, but the cars were not ready to deliver until February. Cord had rushed to build the 100 cars needed to qualify for the show,^[2] and the transmission was not ready.^[2] Even so, Cord took many orders at the show, promising Christmas delivery, expecting production of 1,000 per month. The semi-automatic transmission was more troublesome than expected,^[7] and 25 December came and went with no cars built.^[2] The first production vehicles were not delivered to New York City until April 1936.^[8] In all, Cord managed to sell only 1,174 of the new 810 in its first model year, as the result of mechanical troubles.^[3]

Supercharging was made available on the 1937 812 model. Supercharged 812 models were distinguished from the normally aspirated 812s by the brilliant chrome-plated external exhaust pipes mounted on each side of the hood and grill.
It was too late to save Cord,^[3] but the contraction "Suped" (referring its supercharged engine) lived on in American lexicon as the hot-rodding phrase "Suped-Up" (as opposed to "souped-up", which referred to the drugging of horses).
A Cord Model 810 coupe (pictured) was featured in the 1975 film Doc Savage: The Man of Bronze.
A Cord 810 convertible is featured in the 2011 video game L.A. Noire, set in 1947, as drivable vehicle.

Chevrolet Corvette second generation

This in my opinion is must be in top ten most beautiful cars ever made.The Chevrolet Corvette is a sports car by the Chevrolet division of General Motors that has been produced in six generations. The first model, a convertible, was designed by Harley Earl and introduced at the GM Motorama in 1953 as a concept show car. Myron Scott is credited for naming the car after the type of small, maneuverable warship called corvette.^[1] Originally built in Flint, Michigan and St. Louis, Missouri, the Corvette is currently built in Bowling Green, Kentucky and is the official sports car of the Commonwealth of Kentucky. The National Corvette Museum documents the car's worldwide history and hosts the annual event.

Second generation-C2 (1963–1967)he second generation Corvette referred to as mid-years was designed by Larry Shinoda with major inspiration from a previous concept design called the "Q Corvette" by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell. The design had several inspirations. The first was the contemporary Jaguar E-Type, one of which Bill Mitchell owned and enjoyed driving frequently. Mitchell also sponsored a car known as the "Mitchell Sting Ray" in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the coupe would look like. The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing.

Production started for the 1963 model year and ended in 1967. Introducing a new name, "Sting Ray", the 1963 model was the first year for a Corvette coupe and it featured a distinctive tapering rear deck (a feature that reappeared on the 1971 "Boattail" Buick Riviera) with, for 1963 only, a split rear window. The Sting Ray featured hidden headlamps, non-functional hood vents, and an independent rear suspension.^[2] Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp (270 kW) and was raised to 375 bhp (280 kW) in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models.^[3] On 1964 models the decorative hood vents were eliminated and Duntov got his way with the split rear window changed to a full width window.

1965 Corvette Sting Ray Coupe

Four-wheel disc brakes were introduced in 1965, as was a "big block" engine option, the 396 cu in (6.49 L) V8. Side exhaust pipes were also optional in 1965 and continued through 1967. The introduction of the 425 bhp (317 kW) 396 cu in (6.49 L) big block in 1965 spelled the beginning of the end for the Rochester fuel injection system. The 396 cu in (6.49 L) option cost US$292.70 while the fuel injected 327 cu in (5.36 L) engine cost US$538.00. Few people could justify spending US$245.00 more for 50 bhp (37 kW) less, even if the FI cars offered optional bigger brakes not available on carbureted models.^[2] With only 771 fuel-injected cars built in 1965, Chevrolet discontinued the option the following year. Chevrolet would up the ante in 1966 with the introduction of an even larger 427 cu in (7.00 L) Big Block version, creating what would be one of the most collectible Corvettes ever. Other options available on the C2 included the Wonderbar auto-tuning AM radio, AM-FM radio (mid 1963), air conditioning (late 1963), a telescopic steering wheel (1965) and headrests (1966).

1967 Corvette Sting Ray Convertible

1967 was the final year for the C2 generation. It featured restyled fender vents, less ornamentation and the first use of all four taillights in red; back-up lamps were now rectangular, centrally located. (The all-four red taillight treatment continued on the first C3 in 1968 only and returned on the first C4 in 1984, continuing on all Corvettes since). 1967 had the first L88 engine option which was rated at 430 bhp (320 kW), but unofficial estimates place the actual output at 560 bhp (420 kW) or more.^[4] Only twenty such engines were installed at the factory. From 1967 (to 1969), the Holley triple two-barrel carburetor, or Tri-Power, was available on the 427 L89 (a US$368 option, on top of the cost for the high-performance 427).^[5] Despite these changes, sales slipped over 15%, to 22,940 (8,504 coupes, off close to 15%, and 14,436 convertibles, down nearly 19%).^[6]

1969 third gen.Corvette

Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2 in 1962. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned 100 Grand Sport Corvettes but only five were built. They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. Today the cars 001-005 are all held by private owners, and are among the most coveted and valuable Corvettes ever built.



The C3 was originally intended to be introduced for the 1967 model year; however, quality issues delayed its introduction until the following year.

Lincoln Continental Fourth generation (1961–1969)

In 1961, the Continental was completely redesigned by Elwood Engel. For the first time, the names Lincoln and Continental would be paired together outside the Mark Series; along with replacing the Continental Mark V, the 1961 Continental replaced the Lincoln Capri and Premiere, consolidating Lincoln into a single product line. Originally intended to be the 1961 Ford Thunderbird, the design was enlarged and slightly altered before being switched to the Lincoln line by Robert McNamara. One of the most striking features of the new Continental was its size. It was 14.8 in (380 mm) shorter than its predecessor. So much smaller was this car, that advertising executives at Ford photographed a woman parallel parking a sedan for a magazine spread. The new Continental's most recognized trademark, front opening rear doors, was a purely practical decision. The new Continental rode on a wheelbase of 123 in (3.1 m), and the doors were hinged from the rear to ease ingress and egress. When the Lincoln engineers were examining the back seats that styling had made up, the engineers kept hitting the rear doors with their feet. Hinging the doors from the rear solved the problem. The suicide doors were to become the best-known feature of 1960s Lincolns. To simplify production (in the beginning, anyway), all cars were to be four-door models, and only two body styles were offered, sedan and convertible. The 1961 model was the first car manufactured in the U.S. to be sold with a 24,000 mi (39,000 km) or 2-year bumper-to-bumper warranty.^[8] It was also the first postwar four-door convertible from a major U.S. manufacturer.^[9]
Despite the smaller exterior dimensions, at 4927 pounds, the new sedan was only 85 pounds lighter than the lightest 1960 Lincoln four-door sedan (2 pounds less than a two-door); at 5215 pounds, the convertible outweighed its 1960 predecessor by 39 pounds .^[10] As a result (save for their respective 9 passenger models) the new Lincoln was still heavier than anything from Cadillac^[11] or Imperial.^[12] This solid construction led to a rather enviable reputation as “Corporate management was determined to make it the finest mass-produced domestic automobile of its time and did so.”^[13]
The 1961 Continental was Elwood Engel's Magnum Opus, as he was responsible for the complete design of the car. It was a sales success, with 25,160 sold during the first year of production.^[14]

This generation of Continental is favored by collectors and has appeared in many movies, such as "The Matrix", "The Last Action Hero", "Kalifornia" and Inspector Gadget movies, the TV series "Pushing Daisies", and recently in the opening sequence of the TV series "Entourage". Ford produced several concept cars which recalled this design. In 2007, Lincoln's Navigator and MKX SUV lines adopted chrome grilles in the style of these Continentals.

Luggage Capacity

29.2 cu ft (827 L)

15.5 cu ft (439 L)

This so-called "slab-side" design ran from 1961 to 1969 with few changes from year to year. Lincoln dealers began to find that many people who bought 1961 and post-1961 models were keeping their cars longer. In 1962, a simpler front grille design with floating rectangles and a thin center bar was adopted. Sales climbed over 20% in 1962, to 31,061.^[17]
Due to customer requests, for 1963 the front seat was redesigned to improve rear-seat legroom; the rear deck lid was also raised to provide more trunk space. The floating rectangles in the previous year's grille became a simple matrix of squares. The car's electrical system was updated this model year when Ford replaced the generator with an alternator. For 1963, another 31,233 were sold.The wheelbase was stretched 3 in (76 mm) in 1964 to improve the ride^[19] and add rear-seat legroom, while the roofline was squared off at the same time. The dash was also redesigned, doing away with the pod concept. Flat window glass was for additional interior space. The gas tank access door, which had been concealed at the rear of the car in the rear grille, was now placed on the driver's side rear quarter panel. The exterior "Continental" script was changed and the rear grille replaced by a simple horizontally elongated Continental star on the rear deck lid. 36,297 were sold that year.^[20]

The convex 1962-1964 grille was replaced by a flatter, squared-off one for 1965. The car was given front disc brakes to improve stopping distances. For the first time, parking lamps and front turn signals were integrated into the front quarter panels instead of the bumper. Taillights were fitted with a ribbed chrome grille on each side. With the facelift, sales improved about 10%, to 40,180 units.^[21]A two-door pillarless hardtop version was launched in 1966, the first two-door Lincoln since 1960, and the MEL engine was expanded from 430 cu in (7.0 L) to 462 cu in (7.6 L) cubic inches. The car was given all-new exterior sheet metal and a new interior. Parking lights and front turn signals went back into the front bumper, and taillights set in the rear bumper for the first time.^[22] The length was increased by 4.6 in (117 mm) to 220.9 in (5,611 mm), the width by 1.1 in (28 mm) to 79.7 in (2,024 mm), and the height (on the sedan) by 0.8 in (20 mm) to 55.0 in (1,397 mm) high. Curved side glass returned, however tumblehome was less severe than in earlier models. The convertible saw a few technical changes related to lowering and raising the top. Lincoln engineers separated the hydraulics for the top and rear deck lid (trunk) by adding a second pump and eliminating the hydraulic solenoids. A glass rear window replaced the plastic window used previously. To lure potential Cadillac buyers, 1966 Continental prices were reduced almost US$600 without reducing equipment levels.^[23] It succeeded, helping boost sales to 54,755 that year,^[24] an increase of 36%,^[24] all of it due to the new two-door;^[24] sales of both four-door models slipped slightly.^[24] Product breakdown for the year consisted of 65% sedans, 29% coupes, and just under 6% for the four-door convertible.
The 1967 Continental was almost identical to the 1966. The most obvious external difference is that the 1966 model has the Lincoln logo on each front fender, ahead of the front wheel; this does not appear on the 1967 model. It was also the end for the 4-door convertible,^[25] down to just 2,276 units, a drop of 28% over 1966.^[26] In addition to being the last production four-door convertible; at 5,505 pounds (2,497 kg) ^[27] the 67 convertible holds the distinction of being the heaviest Lincoln since the Model K, and was even 55 pounds heavier^[28] then the Cadillac Fleetwood Series 75 Limousine of that year. Total production was 45,667.^[26]
Safety came to the forefront in 1967-68 and resulted in energy-absorbing steering columns, "safety" padded interiors, and lap safety belts for all passengers. 1968 saw shoulder belts for outboard front passengers as well.

1968 brought some exterior changes. The parking lights, taillights, and front turn signals were once again in a wraparound design on the fenders to satisfy Federal standards for side marker lights, but looked very different from those of the 1965 model. The new 460 cu in (7.5 l) Ford 385 engine was to be available initially, but there were so many 462 cu in (7.57 l) Ford MEL engine engines still available, the 460 was phased in later that year.^[29] In April, the new Mark III made its debut, as a 1969 model.^[30] Total sales would be down to just 39,134.^[31]
1969 was the last production year with rear-opening "suicide doors", with few changes from 1968 (including the addition of federally-mandated head restraints).^[32] Sales held steady at 38,383 for the Continental, plus another 30,858 for the new Continental Mark III.^[33][33]



In the CBS television situation comedy Green Acres (1965–1971), in which the cars were furnished by Ford Motor Company, lead character Oliver Wendell Douglas (Eddie Albert) is shown driving a 1965 Continental convertible and then in later episodes owns a 1967 model.

Chevrolet Bel Air

The Chevrolet Bel Air is a full-size automobile that was produced by the Chevrolet division of General Motors for the 1950–1975 model years. Hardtops in the Chevrolet Deluxe Styleline model range were designated with the Bel Air name from 1950–1952, but it was not a distinct series of its own until the 1953 model year. Bel Air production continued in Canada for its home market only through the 1981 model year.In 1950, Chevrolet came up with a revolutionary style that would set a pattern for decades. The Bel Air Hardtop was styled as a convertible with a non-detachable solid roof. Models like this had been around since the 1920s, including early Chevrolets, with no degree of success. But the newly revised idea, sweeping the GM line from Chevrolet to Cadillac, had finally found its era. First year production reached only 76,662 as buyers cautiously tested the revised concept. The car cost $1,741 and weighed 3,225 lb (1,463 kg).In 1953 Chevrolet renamed its series and the Bel Air name was applied to the premium model range. Two lower series, the 150 and 210, also emerged. The 1953 Chevrolet was advertised as "Entirely new through and through," due to the restyled body panels, front and rear ends. However, essentially these Chevrolets had the same frame and mechanicals as the 1949-52 cars. The Bel Air series featured a wide chrome strip of molding from the rear fender bulge, to the rear bumper. The inside of this stripe was painted a coordinating color with the outside body color, and "Bel Air" scripts were added inside the strip. Lesser models had no model designation anywhere on the car, only having a Chevy crest on the hood and trunk. Bel Air interiors had a massive expanse of chrome across the lower part of the dashboard, along with a de luxe Bel Air steering wheel with full chrome horn ring. Carpeting and full wheel covers rounded out Bel Air standard equipment. For 1954, the Bel Air stayed essentially the same, except for a revised grille and taillights. During these years, there were two engine choices, depending on the transmission ordered. Both engines were "Blue Flame" inline six cylinder OHV engines, featuring hydraulic valve lifters and aluminum pistons. The 115 hp (86 kW) engine was standard on stickshift models, with solid lifters and splash plus pressure lubrication. Powerglide cars got a 125 hp (93 kW) version which had hydraulic lifters and full pressure lubrication. In 1953-54, Bel Airs could be ordered in convertible, hardtop coupe, 2- and 4-door sedans, and, for 1954, the Beauville station wagon which featured woodgrain trim around the side windows. Power steering was optional for 1953; 1954 added power brakes, power seat positioner and power front windows. 1954 cars with stick shift used the 1953 Powerglide engine.For 1955, Chevrolet's full-size model received new styling that earned it the "Hot One" designation by enthusiasts. Unlike Ford and Plymouth, Chevrolet's styling was considered crisp and clean. Bel Airs came with features found on cars in the lower models ranges plus interior carpet, chrome headliner bands on hardtops, chrome spears on front fenders, chrome window moldings, and full wheel covers. Models were further distinguished by the Bel Air name script in gold lettering. For 1955 Chevrolets gained a V8 engine option. The new 265 cu in (4,340 cc) V8 featured a modern, overhead valve high compression, long stroke design that was so good that it remained in production in various forms, for many decades. The base V8 had a two-barrel carburetor and was rated at 162 hp (121 kW), and the "Power Pack" option featured a four-barrel carburetor and other upgrades yielding 180 bhp (130 kW). Later in the year, a "Super Power Pack" option added high-compression and a further 15 bhp (11 kW).

The 1956 Bel Air received a face-lift with a more conventional full-width grille, pleasing those customers who didn't favor the Ferrari-inspired '55 front end. Distinctive two-tone bodyside treatments and graceful front and rear wheel openings completed the "speedline" restyling. Single housings incorporated the taillight, stoplight, and backup light, and the left one held the gas filler - an idea popularized on Cadillacs. Among the seven Bel Air models was a new Sport Sedan, a pillarless four-door hardtop that looked handsome with all the windows rolled down and allowed easy entry into the back seat. Production exceeded 103,000, compared to 128,000 two-door hardtops. Shapely two-door Nomad wagons topped the price chart at $2,608, but now carried the same interior and rear-wheel sheetmetal as other Bel Airs, lacking the original's unique trim. Only 7,886 were built. The least costly Bel Air, at $2,025, was the two-door sedan. Seatbelts, shoulder harnesses, and a padded dashboard were available, and full-size cars could even get the hot Corvette 225-horsepower engine.In 1957 engine displacement grew to 283 cu in (4,640 cc) with the "Super Turbo Fire V8" option producing 283 hp (211 kW) with the help of continuous (closed loop) mechanical fuel injection. These so-called "fuelie" cars are quite rare, since most Bel Airs were fitted with carburetion. The 1957 Bel Air is among the most recognizable American cars of all time; well-maintained examples, especially Sport Coupes and Convertibles are highly sought after by collectors and enthusiasts. They are roomy, fuel-efficient, with tastefully restrained, period use tail fins and chrome.

From 1955–57, production of the two-door Nomad station wagon was assigned to the Bel Air series, although its body and trim were unique to that model. Prior to becoming a regular production model, the Nomad first appeared as a Corvette-based concept vehicle in 1954. Chevrolet has since unveiled two concept cars bearing the Nomad name, most recently in 1999. The 1955-1957 Chevrolets are commonly referred to as TriFives.

The '55-'57s were made in right-hand drive and shipped from Oshawa, Canada, for local assembly in Australia (CKD), New Zealand (SKD) and South Africa. All three model years had a reversed version of the '55 LHD dashboard and did not get the LHD models' 1957 redesign.For the second time in as many years, Chevrolet again came up with a totally new car. From the front or rear the 1959 Chevrolets resembled nothing else on the road. From the headlights placed as low as the law would allow to the cats-eye taillights, the 1959 Chevrolet was a brand new car with all new sheet metal, a new frame, and even new series names. The car was built on a 119 in (3,000 mm) wheelbase and was 211 inches (5,400 mm) long-which was 11 in (280 mm) longer than the 1957 model. This made Chevrolet the longest car in the low-priced range, whereas two years before it had been the shortest. In addition, the car was 3 in (76 mm) wider outside and had 5 in (130 mm) more width inside than it did in 1958, through the reduction of door thickness. The Bel Air, which had been the top line series since 1953, was now the middle range. Wagons were still classed by themselves, but had model numbers matching the car series. Parkwood 6-passenger and Kingswood 9-passenger wagons had Bel Air's model number, and as such were the middle range wagons. Under the hood, little change took place. A variety of speed options, such as fuel injection, special cams and lowered compression, gave horsepower ratings up to 315. Bel Air production was 447,100. The new Impala line bettered Bel Air by 20,000 units.Little change was made for 1960. The new models were refinements in the 1959 style with a much more restrained front end, double taillights compared to the startling cat's eyes of 1959. Under the hood, things remained constant. Fuel injection was no longer available, but with the 348 cubic inch engine, a horsepower rating of 335 at 5800 rpm was now achieved. This involved the use of three 2-barrel carburetors, a special cam and an 11.25:1 compression ratio, all sold as a package. New to the Bel Air series was the Sport Coupe, which used the Impala's 2-door hardtop body, but lacked the Impala's trim. The Bel Air Sport Sedan continued to use a rear window overhang and a huge wraparound rear window. Bel Airs (and Biscaynes) had two taillights per side; the Impalas had three taillights per side—a situation that would persist for most years through 1975. Many of the same options and accessories that were available on the Impala were also available on the Bel Air. The Bel Airs had more interior and exterior brightwork than the Biscayne.

Sixth generation (1965–1970)

Sixth generation

1965 Chevrolet Bel Air 2-door Sedan
Production	1964-1970
Model years	1965-1970
Assembly	Arlington, Texas, Doraville, United States Oshawa, Ontario, Canada
Body style	2-door coupe (65-69) 4-door sedan 4-door wagon (65-69)
Engine	230 cu in (3.8 L) I6 (65-66) 250 cu in (4.1 L) I6 (65-70) 283 cu in (4.6 L) V8 (65-67) 327 cu in (5.4 L) V8 (65-67) 307 cu in (5.0 L) V8 (68) 350 cu in (5.7 L) V8 (69-70) 400 cu in (6.6 L) V8 (69-70) 409 cu in (6.7 L) V8 (65-66) 396 cu in (6.5 L) V8 (65-70) 427 cu in (7.0 L) V8 (67-70)
Transmission	3-speed manual 4-speed manual 3-speed Powerglide auto. 3-speed Turbo Hydramatic auto.
Related	Chevrolet Biscayne Chevrolet Impala Chevrolet Caprice

For 1965, the full size Chevrolet was totally restyled, and the cars were stretched to 213.3 in (5,420 mm) overall, even though the wheelbase remained the same. The new stamped grill had a lower extension below the bumper which was slightly Veed. Curved window glass and round taillights mounted high characterized the new styling. The interiors were also redesigned and a very attractive dash resulted. The standard V8 remained the 283 CID model of 195 hp (145 kW), but options included two new 396 cu in (6,490 cc) CID engines of 325 and 340 hp (250 kW) and two 409 CID blocks of 400 and 425 hp (317 kW).
The Bel Air utilizes a stainless-steel belt and rocker molding, identifying signature on the rear fenders, a glove compartment light and power tailgate on 9-passenger wagons to distinguish itself from the lower-priced Biscayne series.
For 1966, Chevrolet was in its second season of a totally new body change, so mild facelifting sufficed including forward thrusting, blunted front fenders and a revised grill. At the rear, a break with the traditional round taillamps took place. Bel Air and Biscayne featured dual rectangular lamps with back-up lamps built in. Overall length was 213.2 in (5,420 mm). The standard Six cylinder engine this year was the larger 250 CID version of 155 hp (116 kW). New for the speed set was a 427 cu in (7,000 cc) V8 of 390 or 425 hp (317 kW). Bel Air was readily distinguishable from Biscayne by its full length body side molding and rear fender Bel Air signatures. All-vinyl interiors were now standard on station wagons while cloth and vinyl trims continued on sedans.
For 1967, Full-sized Chevrolets featured a new body with bulging rear fenders, one of this year's styling trends, not necessarily appreciated by everyone. Bel Air 2 and 4-door Sedans continued in addition to 6 and 9-paasenger wagons. This year Bel Air featured triple taillights unlike Biscayne's dual units. Standard engines remained the same as the previous year. Optional engines were a 327 CID V8 of 275 hp (205 kW), the 396 CID V8 of 350 hp (260 kW); or the 427 CID V8 of 385 hp (287 kW), plus various speed packages.
For 1968, the Full-sized Chevrolets received some changes but were quite similar to the 1967 models, though they had grown one inch to 214.7 in (5,450 mm). Chevrolet's new grill design bears a strong resemblance to Cadillac's, but Bel Air's dual round taillight design is strictly Chevrolet. In an unusual move, the taillights were mounted in the bumper. In addition to the 250 CID Six of 155 hp (116 kW), standard engines included the new 307 cu in (5,030 cc) V8 of 200 hp (150 kW). The Bel Air with the standard 250 Six was capable of a top speed of 90 mph (140 km/h) and 18.4 mpg_-US (12.8 L/100 km; 22.1 mpg_-imp) at cruising speeds. When powered by the new 307 CID V8, the Bel Air series cars had a top speed of 105 mph (169 km/h) and 17.1 mpg_-US (13.8 L/100 km; 20.5 mpg_-imp) at cruising speeds.

2002 Bel Air Concept

In 2002, a concept Bel Air convertible was shown at the North American International Auto Show. It features a few styling and design cues from the legendary 1955–57 models, such as the chrome windshield frame, traffic light viewfinder, and a gas filler cap behind the tail light, similar to 1956-1957 Chevy's gas cap behind the chrome trim on the back of the tail fin, but more like the 1948-1958 Cadillac gas cap light. It also features the same a body on frame hydroforming technology (used in the frame rails of the Corvette and GM’s midsize sport-utility vehicles) and a sheet metal body, on a 111 in (2,800 mm) wheelbase, and a 65 in (1,700 mm) track. Suspension is short long arm up front and Hotchkiss drive in the rear. It rides on five-spoke aluminum wheels with 18 in (46 cm) red line tires and anti lock discs all-round. The elegant, yet simple interior features a twin-element instrument panel, column-mounted gearshift and bench seats covered in soft high-tech fabrics colored red to match the exterior that are cleverly designed to slide forward for easier backseat entry. It also served as a showcase for the their new turbocharged inline five-cylinder concept engine based on the L52 (Vortec 3500), straight-5 truck engine. According to a September 2002 GM press release, the all-aluminum 3.5 L (211 cu in) 20 valve DOHC engine, with a bore of 93.0 mm (3.7 in), and a stroke of 102.0 mm (4 in), that delivers up to 315 horsepower and 315 lb·ft (427 N·m) of torque, mated to a Hydra-Matic 4L60-E electronically controlled four-speed automatic. A virtual "turbo boost" button on the steering wheel activates the powertrain control module to trigger a more aggressive spark and fueling calibration for maximum horsepower. It also led the 13th Annual Stater Brothers Route 66 Rendezvous as the official vehicle in September 2002. General Motors has shown no interest in producing the car.

Studebaker Golden Hawk

The Studebaker Golden Hawk is a two-door pillarless hardtop coupe type car produced by the Studebaker Corporation of South Bend, Indiana between 1956 and 1958.
Styling:

The last Studebaker until the Avanti to have styling influenced by industrial designer Raymond Loewy's studio, the Golden Hawk took the basic shape of the 1953-55 Champion/Commander Starliner hardtop coupe but added a large, almost vertical eggcrate grille and raised hoodline in place of the earlier car's swooping, pointed nose. At the rear, a raised, squared-off trunklid replaced the earlier sloped lid, and vertical fiberglass tailfins were added to the rear quarters.
The raised hood and grille were added to allow space for a larger engine, Packard's big 352 in³ (5.8 L) V8, which delivered 275 bhp (205 kW). This big, powerful engine in such a light car gave the Golden Hawk a phenomenal power-to-weight ratio (and thus performance) for the time; of 1956 American production cars, the Golden Hawk was second only to Chrysler's 300 B by that measure — and the expensive Chrysler was a road-legal NASCAR racing car. The Golden Hawk can be considered, like the Chryslers, a precursor to the muscle cars of the 1960s.

The heavy engine gave the car an unfounded reputation for being nose-heavy and poor handling (the supercharged Studebaker engine that replaced the Packard mill for '57 was actually heavier). Road tests of the time, many of which were conducted by racing drivers, seldom mentioned any handling issues. Speed Age magazine of July 1956 tested the Golden Hawk against the Chrysler 300 B, Ford Thunderbird and Chevrolet Corvette, finding that the Golden Hawk could out-perform the others comfortably in both 0-60 mph acceleration and quarter mile times. The fastest 0-60 reported in magazine testing was 7.8 seconds, while top speeds were quoted as 125 mph (201 km/h) plus. Film buffs will remember these performance statistics demonstrably cited as Charlie and Raymond Babbitt (Tom Cruise and Dustin Hoffman) spot a Golden Hawk in 1988's Rainman.

A wide variety of colors (including two-tone, befitting the times) were available. Two-tone schemes initially involved the front upper body, the roof and a panel on the tail being painted the contrast color, with the rest of the body the base color. Later 1956 production had the upper body above the belt line, including the trunk, as the contrast color with the tail panel, roof and the body below the belt line trim being the base color.

An increased options list and reduced standard equipment were used to keep prices down compared to the previous year's Studebaker President Speedster, which the Golden Hawk replaced. Even turn signals were technically an option.

The Golden Hawk was matched with three other Hawk models for 1956, and was the only Hawk not technically considered a sub-model within one of Studebaker's regular passenger car lines; the Flight Hawk coupe was a Champion, the Power Hawk coupe was a Commander and the Sky Hawk hardtop was a President.The Golden Hawk was continued for the 1957 and 1958 model years, but with some changes. Packard's Utica, Michigan engine plant was leased to Curtiss-Wright during 1956 (and eventually sold to them), marking the end of genuine Packard production. Packard-badged cars were produced for two more years, but they were essentially dressed-up Studebakers. The Packard V8, introduced only two years earlier, was therefore no longer available. It was replaced with the Studebaker 289 in³ (4.7 L) V8 with the addition of a McCulloch supercharger, giving the same 275 hp (205 kW) output as the Packard engine. This improved the car's top speed, making these the best-performing Hawks until the Gran Turismo Hawk became available with the Avanti's R2 supercharged engine for the 1963 model year.
End of the line:

Like many more expensive cars, Golden Hawk sales were heavily hit by the late-1950s recession, and the model was discontinued after only selling 878 examples in 1958. The Silver Hawk remained as the only Hawk model; it was renamed simply the Studebaker Hawk for the 1960 model year.

Plymouth Superbird

The short-lived Plymouth Road Runner Superbird was a highly modified version of the Plymouth Road Runner with well known graphics and horn. It was the factory's follow up stock car racing design for the 1970 season to the Dodge Charger Daytona of 1969, and incorporated many engineering changes and modifications (both minor and major) garnered from the Daytona's season in competition on the track. The car's primary rival was the Ford Torino Talladega, which in itself was a direct response to the Mopar aero car. It has also been speculated^[who?] one major motivating factors in the production of the car was to lure Richard Petty back to Plymouth. Both of the Mopar aero cars famously featured a protruding, aerodynamic nosecone, a high-mounted rear wing and, in the case of the Superbird, the same horn which mimicked the Road Runner cartoon character.
Developed specifically for NASCAR racing, the Superbird, a modified Road Runner, was Plymouth's follow-on design to the Charger Daytona fielded by sister company Dodge in the previous season. The Charger 500 version that began the 1969 season was the first American car to be designed aerodynamically using a wind tunnel and computer analysis, and later was modified into the Daytona version with nose and tail. The Superbird's smoothed-out body and nosecone were further refined from that of the Daytona, and the street version's retractable headlights added nineteen inches to the Road Runner's original length. The rear wing, was mounted on tall vertical struts that put it into less disturbed air thus increasing the efficiency of the downdraft that it placed upon the car's rear axle. For nearly thirty years the mathematic formula used to determine the exact height of the enormous wing was thought to be a highly guarded Chrysler secret. However, in the 1990's a retired Chrysler project engineer admitted publicly that the height was determined in much simpler fashion: It was designed to provide clearance for the trunklid to open freely. The rear-facing fender scoops were incorporated in an effort to ventilate trapped air from the wheel wells in order to facilitate brake cooling.

NASCAR's homologation requirement demanded that vehicles to be raced must be available to the general public and sold through dealerships in specific minimum numbers. For 1970, NASCAR raised the production requirement from 500 examples to one for every two manufacturer's dealers in the United States; in the case of Plymouth, that meant having to build 1,920 Superbirds. Due to increasing emissions regulations, combined with insurance hikes for high performance cars, 1970 was its only production year.
"Superbird" decals were placed on the outside edges of the spoiler vertical struts featuring a picture of the Road Runner cartoon character holding a racing helmet. A smaller version of the decal appears on the driver side headlight door. Superbirds had three engine options: the 426 Hemi V8 engine, the 440 Super Commando with a single 4-barrel carburetor, or the 440 Super Commando Six Barrel with three two-barrel carburetors. Only 135 models were fitted with the 426 Hemi. As the 440 was less expensive to produce, the "Street" version of the 426 Hemi engine used in competition was homologated by producing the minimum number required.
On the street, the nose cone and wing were very distinctive, but the aerodynamic improvements hardly made a difference there or on the drag strip. In fact, the 1970 Road Runner was actually quicker in the quarter mile and standard acceleration tests due to the increased weight of the Superbird's nose and wing. Only at speeds in excess of 90 mph (140 km/h) did the modifications show any benefit.

The Superbird's styling proved to be a little extreme for 1970 tastes (many customers preferred the regular Road Runner), and as a consequence, many of the 1,920 examples built^[3] sat unsold on the back lots of dealerships as late as 1972. Some were converted into 1970 Road Runners to move them off the sales lot. In recent years, however, the Superbird has become quite valuable. A Superbird can fetch anywhere from US$300,000 to US$2,000,000^{[citation needed]}. On BarrettJackson, bids for original Superbirds crossed US$1,200,000.^{[citation needed]} Some manufacturers produce Superbird conversion kits for 1970 Road Runners and Satellites.^{[citation needed]} Kits are also available for non produced 1971 and 1972 bodies for the Superbird.^{[citation needed]}
The Superbird and the Dodge Charger Daytona were each built for one model year only (1970 and 1969 respectively).

AC Cobra

The AC Cobra, also known colloquially as the Shelby Cobra in North America, is an Anglo-American sports car that was produced during the 1960s.
Like many British specialist manufacturers, AC Cars had been using the smooth, refined Bristol straight-6 engine in its small-volume production, including its AC Ace 2-seater roadster. This had a hand-built body with a steel tube frame, and aluminium body panels that were made using English wheeling machines. The engine was a pre-World War II design of BMW which by the 1960s was considered dated. Bristol decided in 1961 to cease production of its engine and instead to use Chrysler 331 cid (5.4 L) V8 engines. Although untrue, it is commonly believed that AC was left without a future source of power and that American ex-racing driver Carroll Shelby saved the company from bankruptcy. AC started using the 2.6 litre Ford Zephyr engine in its cars. In September 1961, Shelby airmailed AC a letter asking them if they would build him a car modified to accept a V8 engine. AC agreed, provided a suitable engine could be found. He first went to Chevrolet to see if they would provide him with engines, but not wanting to add competition to the Corvette they said no. Ford however, wanted a car that could compete with the Corvette and they happened to have a brand new thin-wall small-block engine which could be used in this endeavor. It was Ford's 260 in³ HiPo (4.2 L) engine – a new lightweight, thin-wall cast small-block V8 tuned for high performance. Ford provided Shelby with two 260ci engines. In January 1962 mechanics at AC Cars in Thames Ditton, Surrey fitted the prototype chassis CSX0001 with a 260ci Ford V8; the 221ci was never sent. However, early engineering drawings were titled "AC Ace 3.6". After testing and modification, the engine and transmission were removed and the chassis was air-freighted to Shelby in Los Angeles on 2 February 1962.^[4] His team fitted it with an engine and transmission in less than eight hours at Dean Moon's shop in Santa Fe Springs, California, and began road-testing.
Chassis numbering:
AC's system was as follows: The Ace chassis numbers read AEX... "A" being the car series and "X" being for export with left hand drive. Later with the introduction of the Bristol engine the chassis numbers ran "BEX..." When switching to the Ford 2.6 engine the Ace chassis numbers ran "RS..." for Ruddspeed as Ken Rudd may have been influential in the choice of engine. The first Cobra chassis was left hand drive and given the next letter in the alphabet,i.e. C. Therefore the numbers ran CSX2... for all the export Cobras. Otherwise, the prefix was "CS2...". The four following numbers ran from 2000 sequentially. When the MKIII Cobra was built the identification ran from CSX3000 (for left hand drive export). There were other numbers used such as "COB...." and "COX...".

Production proved to be easy, since AC had already made most of the modifications needed for the small-block V8 when they installed the 2.6 litre Ford Zephyr engine, including the extensive rework of the AC Ace's front end. The most important modification was the fitting of a stronger rear differential to handle the increased engine power. A Salisbury 4HU unit with inboard disk brakes to reduce unsprung weight was chosen instead of the old ENV unit. It was the same unit used on the Jaguar E-Type. On the production version, the inboard brakes were moved outboard to reduce cost. The only modification of the front end of the first Cobra from that of the AC Ace 2.6 was the steering box, which had to be moved outward to clear the wider V8 motor.
The first 75 Cobra Mark I (including the prototype) were fitted with the 260 engine (4.2 L). The remaining 51 Mark I model were fitted with a larger version of the Windsor Ford engine, the 289 in³ (4.7 L) V8. In late 1962 Alan Turner, AC's chief engineer completed a major design change of the car's front end and was able to fit it with rack and pinion steering while still using transverse leaf spring suspension. The new car entered production in early 1963 and was designated Mark II. The steering rack was borrowed from the MGB while the new steering column came from the VW Beetle. About 528 Mark II Cobras were produced to the summer of 1965 (the last US-bound Mark II was produced in November 1964).
By 1963 the leaf-spring Cobra was losing its supremacy in racing. Shelby tried fitting a larger Ford FE engine of 390 cubic inches (6.4 L). Ken Miles drove and raced the FE-powered Mark II and pronounced the car was virtually undrivable, naming it "The Turd". A new chassis was developed and designated Mark III.
The new car was designed in cooperation with Ford in Detroit. A new chassis was built using 4 in (102 mm) main chassis tubes (up from 3 in (76 mm)) and coil spring suspension all around. The new car also had wide fenders and a larger radiator opening. It was powered by the "side oiler" Ford 427 engine (7.0 L) rated at 425 bhp (317 kW), which provided a top speed of 164 mph (262 km/h) in the standard model and 485 bhp (362 kW) with a top speed of 185 mph (298 km/h) in the competition model. Cobra Mark III production began on the 1st of January 1965; two prototypes had been sent to the United States in October 1964. Cars were sent to the US as unpainted rolling chassis, and they were finished in Shelby's workshop. Although an impressive automobile, the car was a financial failure and did not sell well. In fact to save cost, most AC Cobra 427s were actually fitted with Ford's 428 cubic inches (7.01 L) engine, a long stroke, smaller bore, lower cost engine, intended for road use rather than racing. It seems that a total of 300 Mark III cars were sent to Shelby in the USA during the years 1965 and 1966, including the competition version. 27 small block narrow fender versions, which were referred to as the AC 289, were sold in Europe. Unfortunately, The MK III missed homologation for the 1965 racing season and was not raced by the Shelby team. However, it was raced successfully by many privateers and went on to win races all the way into the 70s. The remaining 31 unsold examples were detuned and fitted with wind screens for street use. Called S/C for semi-competition, an original example can currently sell for 1.5 million USD, making it one of the most valuable Cobra variants.

AC Cobras had an extensive racing career. Shelby wanted it to be a "Corvette-Beater" and at nearly 500 lb (227 kg) less than the Chevrolet Corvette, the lightweight car did just that. It was February 2, 1963 at Riverside International Raceway that driver Dave MacDonald beat an impressive field of Corvettes, Jaguars, Porsches, and Maseratis to give the Cobra its first-ever victory. Later, Shelby offered a drag package, known as the Dragonsnake, which won several NHRA National events with Bruce Larson or Ed Hedrick at the wheel of CSX2093.^[5]
The Cobra was perhaps too successful as a performance car and reputedly contributed to the implementation of national speed limits in the United Kingdom. An AC Cobra Coupe was calculated to have done 186 mph (299 km/h) on the M1 motorway in 1964, driven by Jack Sears and Peter Bolton during shakedown tests prior to that year's Le Mans 24h race.^[6] However, government officials have cited the increasing accident death rate in the early 1960s as the principal motivation, with the exploits of the AC Cars team merely highlighting the risk.
Although successful in racing, the AC Cobra was a financial failure, which led Ford and Carroll Shelby to discontinue importing cars from England in 1967. AC Cars kept producing the coil spring AC Roadster with narrow fenders, a small block Ford 289 and called the car the AC 289. It was built and sold in Europe until late 1969. AC also produced the AC 428 until 1973. The AC Frua was built on a stretched Cobra 427 MK III coil spring chassis using a very angular handsome steel body designed and built by Pietro Frua. With the demise of the 428 and succeeding 3000ME, AC shut their doors in 1984 and sold the AC name to a Scottish company. The company's tooling, and eventually the right to use the name, were licensed by Autokraft, a Cobra parts reseller and replica car manufacturer owned by Brian A. Angliss.

 Autokraft era

Autokraft manufactured an AC 289 continuation car from 1982 as the Autokraft Mk IV, basically a Mk III with a 5.0 L (302 cu in) Ford V8 and Borg Warner T5 Transmission. The Mk IV also received an independent suspension. Shortly thereafter, Carroll Shelby filed suit against AC Cars and Brian A. Angliss, in U.S. District Court in Los Angeles. The ensuing settlement resulted in Shelby and AC Cars/Angliss releasing a joint press release whereby AC/Angliss acknowledged that Carroll Shelby was (and is) the manufacturer of record of all the 1960s AC Cobra automobiles in the United States and that Shelby himself is the sole person allowed to call his car a Cobra. Nonetheless, production of the Mk IV continued, from 1987 as a joint venture with Ford as the AC Mk IV with a 250 hp (186 kW) at 4,200 rpm, 4,942 cc Ford V8 which provided a top speed of 215 km/h (134 mph) and 0–100 km/h in 5.2 seconds. At the 1990 Geneva Salon the Lightweight version was presented: weight was down to 1,070 kg (2,400 lb) (compared to 1,190 kg or 2,600 lb) and power was up to 370 hp (276 kW) at 5,750 rpm thanks to alloy heads, a Holley Performance Products four-barrel carburettor, and no catalytic converter.^[7] While the Lightweight did not meet US federal regulations, the Mk IV did, and 480 cars of all versions were built until 1996.
SUPER SNAKE:
Shelby Motors built twenty two 427 competition roadsters. In 1965, one was selected and converted into a special model called the 427 "Cobra to End All Cobras." The first one of these (number CSX3015) was originally part of a European promotional tour before its conversion. This conversion called for making the original racing model street legal with mufflers, a windshield and bumpers amongst other modifications. But some things were not modified, including the racing rear end, brakes and headers. The most notable modification is the addition of Twin Paxton Superchargers. This gave the car a claimed 800 brake horsepower (600 kW) and 800 lb·ft (1,085 N·m) of torque at 3000 rpm. Officially 0–60 mph (0–97 km/h) was achieved in 4.5 seconds.^{[citation needed]}

Another non-competition 427 roadster, CSX3303, was converted and given to Shelby's close friend, Bill Cosby. Cosby attempted to drive the super-fast Cobra, but had issues with keeping it under control. This was humorously documented in Cosby's album titled Bill Cosby, 200 M.P.H.. Cosby gave the car back to Shelby, who then shipped it out to one of their dealers in San Francisco, S&C Ford on Van Ness Avenue. S&C Ford then sold it to customer Tony Maxey. Maxey, suffering the same issues as Cosby did with the car, lost control and drove it off a cliff, landing in the Pacific Ocean waters.^[8]
Shelby's original model, CSX3015, was kept by Carroll Shelby himself over the years as a personal car, sometimes entering it into local races like the Turismos Visitadores Cannonball-Run race in Nevada, where he was "waking [up] whole towns, blowing out windows, throwing belts and catching fire a couple of times, but finishing."^[9] The CSX3015 was auctioned on 22 January 2007, at the Barrett-Jackson Collector Car Event in Scottsdale, Arizona, for $5 million plus commission (£2.8 million).