Infiniti FX 2012 first pictures

The Infiniti FX is a mid-size luxury crossover SUV produced by the Nissan-owned Infiniti luxury vehicle brand since the 2003 model year. The FX replaced the QX4 as Infiniti's mid-size luxury-type SUV, although the QX4 was smaller than the FX. It was released at the same time as its competitors, the Porsche Cayenne and Volvo XC90. It shares the same FM platform as the rear-wheel drive Nissan 370Z, whereas the similarly sized Nissan Murano is based on the same D platform as the front-wheel drive Nissan Altima. The FX and QX56, whose platform is shared with the Nissan Armada, are not sold in Japan.
The FX has been described as having the profile of a "giant scarab" or a "Bionic cheetah". Its designers sought what they called a "cool fusion" – the blending of a substantial SUV lower body with the sleek, elegant upper body more reminiscent of a classic sports car or sports GT.^[1] In addition, they sought to combine sports-car performance with SUV functionality.^[2][3] The FX is now in its second generation, since the 2009 model year FX35 and FX50.

Second generation (S51, 2009–)

The redesigned 2009 Infiniti FX was officially unveiled at the Geneva Motor Show on March 4, 2008, and went on sale in June 2008. The V6 model is still called the FX35 with the VQ35HR V6, however the V8 model has been renamed FX50 in recognition of its 5-liter engine with the newly-developed VK50VE.^[7]
The exterior retains some of the first generation's "Bionic Cheetah" look and "giant scarab" profile, while incorporating new styling cues. Some of the most distinct features of the new FX are the longer, sharklike sculpted headlights, a large trapezoidal grille filled with horizontal dark-chrome waves, and completely functional side air vents. The overall size and dimensions of the new model, both external and internal, remain similar to the previous model.
The interior was completely redesigned to bring the FX up to the level of luxury found inside of other Infiniti models like the G37 and EX35.^[8] Features include stitched leather seats, stained maple wood or piano black finishes, and matte-finish surfaces.
The FX comes with a new double-wishbone front suspension design, similar to that found on the G37 and EX35, replaces the previous generation FX’s front strut-type suspension. The suspension’s upper and lower A-arms help provide superior control of a wheel’s motion, especially when the suspension compresses and extends, providing more travel than the previous strut design. The net result is a better ride and improved handling. The current FX is now 1.6 times more torsionally rigid and 3.4 times more resistant to bending than the previous model.

FX37 (Europe)

A Europe-specific FX37 was unveiled at the 2008 Paris Motor Show, and went on sale in Europe in October, 2008 with the VQ37VHR. According to Jim Wright, Vice President Infiniti Europe, “FX37 is a significant model for Europe and we expect it to account for as much as 80 per cent of FX sales. By combining excellent handling and punchy performance with genuine luxury and SUV practicality, FX37 will appeal to customers who appreciate quality and individuality." Europeans get the 320-hp FX37 as their entry level model instead of the FX35, which will be available in FX37 GT and FX37S versions. The FX37 GT comes standard with 20-inch alloy wheels, electric and heated/ventilated front seats, adaptive xenons, parking camera sensors, all-wheel-drive and a 7-speed automatic with paddle shifting. The FX37S gets 21 inch alloy wheels, Continuous Damping Control and sports seats.
Pricing for the 2009 Infiniti FX37 in Europe starts at €55,950 ($79,437 USD).^[9]

FX30 turbo diesel (Europe)

Infiniti has launched a new 3.0-liter V6 (V9X Engine) diesel engine that will power the EX, FX and M models. The V6 engine delivers a total of 240 hp (179 kW), 406 lb·ft (550 N·m) at 2,500 rpm. The engine is mated to a seven-speed automatic transmission. It was launched in the 2010 Geneva Motor Show.
Phase two of Infiniti’s quiet assault on the European luxury car market is underway with the arrival of a newly developed 3.0-litre V6 diesel. The engine, the first in the brand’s 20 year history, has been specifically designed to deliver high levels of refined performance in line with Infiniti philosophy. It will initially be available in both the acclaimed EX and FX crossovers and later in the Infiniti M luxury performance sedan.Although a V8 diesel engine was investigated, the V6 format was identified early on as the ideal layout for the unit, providing the optimum balance between overall performance, refinement and volume potential across the three Alliance brands. Target performance was 238 PS (175 kW), 500 N·m (370 lb·ft) of torque and early compliance with forthcoming Euro 5 emission legislation.
Power output is bang on target at 175 kW (238 PS) while the class-leading torque output of 550 Nm (for rear and four-wheel drive applications) is better than the target. Better still, peak torque is achieved from as low as 1,750 rpm and is available all the way to 2,500 rpm, while as much as 500 N·m (370 lb·ft) is available from a mere 1,500 rpm. Idle speed is an exceptionally low 650 rpm with none of the NVH usually associated with a diesel.

Equipment

Standard comfort features include dual-zone automatic climate control, a premium 11-speaker, 300 watt Bose stereo with in-dash 6 CD changer and 2GB hard drive, steering wheel mounted audio controls, premium leather seating surfaces, heated front bucket seats, heated power mirrors, 10-way power driver seat w/ lumbar adjustment, 8-way power passenger seat, individual driver memory system (drivers seat, side mirrors, and steering wheel positions), RearView back-up camera, UV reflective glass, and Infiniti's Intelligent Key system. The Intelligent Key design from the first generation FX now incorporates a Push Button Ignition system. With this system, the driver does not have to remove keys to drive the vehicle; a simple electronic fob carried on the driver allows the driver to lock/unlock and start the vehicle keyless.
Other standard features include Scratch Shield paint (first introduced on the Infiniti EX), black lacquer interior trim, high-intensity discharge (HID) headlamps, LED brake lamps, 12-point sequential welcome lighting, electronic liftgate closure assist, automatic dimming rear-view mirror with compass, glass moonroof, rear privacy glass, integrated rear spoiler, and dual chrome exhaust tips.
Standard safety features include dual front air bags, side impact air bags, and rear curtain airbags with rollover sensor, as well as Zone Body construction with front and rear crumple zones.
Options include Infiniti's Hard Drive Navigation with touch screen and 3D building images, All-Around View Monitor (first introduced on the Infiniti EX) which displays a virtual bird's-eye view of the vehicle and surroundings to aide in parking, and Intelligent Cruise Control, which provides the benefits of standard cruise control with the ability to add speed and distance intervals, as well as automatically slowing the vehicle in slowing traffic to help provide a safe distance. When traffic flow ahead speeds up, Intelligent Cruise Control then reaccelerates to the preset speed and distance settings. Optional industry-first Distance Control Assist intuitively helps the driver release the throttle and apply the brakes as needed in slowing traffic. Another option, Forward Collision Warning uses the Intelligent Cruise system's laser range finder to alert the driver of a potential collision, and if the driver does not respond, Brake Assist automatically engages the brakes to help reduce collision speed and impact. The Premium Package adds heated and cooled front seats, a power adjustable steering wheel, iPod integration system, folding outdoor mirrors, and aluminum paddle shifters to adjust the gears when using the manual shift mode.

Transmission and drivetrain

All 2009 FX models came standard with Infiniti's new 7-speed automatic transmission, which was also introduced on the 2009 G37 coupe. A much welcomed improvement over the previous 5-speed box, the 7-speed transmission delivers power more smoothly.
The FX35 (U.S.) is available in both rear-wheel drive or all-wheel drive configuration, while the FX35 (Canada), FX37 (Europe) and FX50 (all) come standard with all-wheel drive. The FX uses Nissan's ATTESA E-TS all-wheel drive system.
All FX50 models ordered with the Sport package (FX50S) come equipped with Active Steering package. This package features a planetary gearset on the steering shaft (similar to BMW), that varies the steering ratio between 12.0:1 and 18.5:1. The package also includes a rear-wheel steering system that induces up to one degree of steer to the rear wheels, to provide increased handling response for the vehicle.

BMW E9

The BMW New Six CS (internal name BMW E9) was a two-door coupé built for BMW by Karmann from 1968 to 1975. It was developed from the New Class-based BMW 2000CS coupé, which was enlarged to hold the BMW M30 straight-6 engine used in the E3 sedan.
The E9 platform, especially the 3.0CSL homologation special, was very successful in racing, especially in European Touring Car Championship and the Deutsche Rennsport Meisterschaft. This helped to establish BMW's status as a sporty driver's car.The BMW 2000C and 2000CS were introduced In 1965. Based on the New Class, the 2000C and CS were Karmann-built coupés featuring the then-new two litre version of the M10 engine.^[1] The 2000C had a single carburettor engine that produced 100 horsepower, and was available with either manual or automatic trasmission, while the 2000CS had a two carburettor engine that produced 120 horsepower and was available only with a manual transmission.

BMW 3.0CS and variants

BMW 3.0CS Interior with Alpina elements

The 2800CS was replaced by the 3.0CS and 3.0CSi in 1971. The engine had been bored out to give a displacement of 2,986 cc (182.2 cu in), and was offered with a 9.0:1 compression ratio, twin carburettors, and 180 horsepower (130 kW) at 6000 revolutions per minute in the 3.0CS or a 9.5:1 compression ratio, Bosch D-Jetronic fuel injection, and 200 horsepower (150 kW) at 5500 revolutions per minute in the 3.0CSi.

Introduced in May 1972,^[5] the 3.0CSL was a homologation special built to make the car eligible for racing in the European Touring Car Championship. The "L" in the designation meant "leicht" (light), unlike in other BMW designations, where it meant "lang" (long). The lightness was achieved by using thinner steel to build the unit body, deleting the trim and soundproofing,^[6] using aluminium alloy doors, bonnets, and boot lids, and using Perspex side windows.^[5] The five hundred 3.0CSLs exported to the United Kingdom were not quite as light as the others, as the importer had insisted on retaining the soundproofing, electric windows, and stock E9 bumpers on these cars.^[5][7]
Initially using the same engine as the 3.0CS,^[8] the 3.0CSL was given a very small increase in displacement to 3,003 cc (183.3 cu in) by increasing the engine bore by one quarter of a millimetre.^[5][8] This was done in August 1972 to allow the CSL to be raced in the "over three litre" racing category, allowing for some increase in displacement in the racing cars.^[5] In 1973,^[6][9] the engine in the 3.0CSL was given another, more subtantial increase in displacement to 3,153 cc (192.4 cu in) by increasing the stroke to 84 mm (3.3 in).^[8][9] This final version of the 3.0CSL was homologated in July 1973 along with an aerodynamic package including a large air dam, short fins running along the front fenders, a spoiler above and behind the trailing edge of the roof, and a tall rear wing.^[10] The rear wings were not installed at the factory, but were left in the boot for installation after purchase. This was done because the wings were illegal for use on German roads. The full aero package earned the racing CSLs the nickname "Batmobile".

In 1973, Toine Hezemans won the European Touring Car Championship in a 3.0CSL and co-drove a 3.0CSL with Dieter Quester to a class victory at Le Mans. Hezemans and Quester had driven to second place at the 1973 German Touring Car Grand Prix at Nürburgring, being beaten only by Chris Amon and Hans-Joachim Stuck in another 3.0CSL.^[13] 3.0 CSLs would win the European Touring Car Championship again in every year from 1975 to 1979.^[14][15]

BMW E9 next to an M3 E46

The 3.0CSL was raced in the IMSA GT Championship in 1975, with Sam Posey, Brian Redman, and Ronnie Peterson winning races during the season.^[13]
The first two BMW Art Cars were 3.0CSLs; the first was painted by Alexander Calder and the second by Frank Stella.

Citroën Traction Avant

The Citroën Traction Avant (French pronunciation: [tʁaksjɔ̃ aˈvɑ̃]) is an automobile which was produced by the French manufacturer Citroën from 1934 to 1957. About 760,000 units were produced.
The Traction Avant, French for "front wheel drive", was designed by André Lefèbvre and Flaminio Bertoni in late 1933 / early 1934. While not the first production front wheel drive car – Alvis built the 1928 FWD in the UK, Cord produced the L29 from 1929 to 1932 in the United States and DKW the F1 in 1931 in Germany – it was the world's first front-wheel drive steel monocoque production car. Along with DKWs 1930s models, the Traction successfully pioneered front-wheel drive on the European mass car market.
The Traction Avant's structure was an arc-welded monocoque (unitized body). Most other cars of the era were based on a separate frame (chassis) onto which the non-structural body ("coachwork") was built. Monocoque construction (also called Unit Body or "Unibody" in the US today) results in a lighter vehicle, and is now used for virtually all car construction, although body-on-frame construction remains suitable for larger vehicles such as trucks.
This method of construction was viewed with great suspicion in many quarters, with doubts about its strength. A type of crash test was developed, taking the form of driving the car off a cliff, to illustrate its great inherent resilience.^[1]
The novel design made the car seem very low-slung relative to its contemporaries – the Traction Avant always possessed a unique look, which went from appearing rakish in 1934 to familiar and somewhat old fashioned by 1955.
The suspension was very advanced for the car's era. The front wheels were independently sprung, using a torsion bar and wishbone suspension arrangement, where most contemporaries used live axle and cart-type leaf spring designs. The rear suspension was a simple steel beam axle and a Panhard rod, trailing arms and torsion bars attached to a 3-inch (76 mm) steel tube, which in turn was bolted to the "monocoque".

Since it was considerably lighter than "conventional" designs of the era, it was capable of 100 km/h (62 mph), and consumed gasoline / petrol only at the rate of 10 litres per 100 kilometres (28 mpg_-imp; 24 mpg_-US).The original model, which was presented on 18 April 1934, was a small saloon with a 1,303 cc (79.5 cu in) engine. This model was called the 7A, which was succeeded in June 1934 by the 7B with a higher-power engine of 1,529 cc (93.3 cu in). The 7B in turn, was succeeded in October 1934 by the 7C with an even higher-output 1,628 cc (99.3 cu in) engine. Later models were the 11 (launched in November 1934), which had a 1,911 cc (116.6 cu in) four-cylinder engine, and the 15 (launched in 1938), with a 2,867 cc (175.0 cu in) six. The numbers refer to the French fiscal horsepower rating, or CV. The 11 was an 11 CV, but curiously the 15 was actually 16 CV. The 11 was built in two versions, the 11L ("légère", or "light"), which was the same size as the 7 CV, and the normal model 11, which had a longer wheelbase and wider track.
Citroën planned two variants that never entered production, since there was not enough funding available to develop them, except as running prototype vehicles. One was an automatic transmission-equipped model, based on the Sensaud de Lavaud automatic transmission, the other a 22 CV model with a 3.8 liter V8. The transmission (which was actually originally designed for the Citroen) was a "gearless" automatic, using the torque-converter alone to match engine revolutions to the drivetrain revolutions, much like the Dynaflow Transmission introduced later in the USA. The car was supposed to have a less spartan interior than the other Traction Avants and it was to feature Citroën's own new V8 engine. About twenty prototypes were made, but when the project was canceled in 1935 due to Michelin's takeover; they were probably all destroyed.^{[citation needed]}
In addition to the 4-door body, the car was also produced as a 2-door coupé with a rumble seat, as a convertible and as an extended length Familial model with three rows of seats. There was even a hatchback-type Commerciale variant, in 1939, well ahead of its time, in which the tailgate was in two halves, the lower of which carried the spare wheel with the upper opening up to roof level. A one-piece top-hinged tailgate was introduced when the Commerciale resumed production in 1954 after being suspended during World War II.

UK built cars

Left-hand drive versions were built in Paris, in Forest, Belgium, in Copenhagen, Denmark for the Scandinavian market, and right-hand drive cars in Slough, England. The Slough version of the 11L was called the Light Fifteen and the long wheelbase 11 was called the Big Fifteen. This confusing terminology referred to the British fiscal tax rating of the time, which was higher than the French, so the 11CV engine was 15HP in England. The 15CV model was called "Big Six" in reference to its 6-cylinder engine. They were equipped with the leather seats and wooden dashboards popular in the UK, had a 12-volt electrical system and were distinguished by a different radiator grille and different bumpers. Some models also had a sliding sunroof.
A 1,911 cc (116.6 cu in) Light Fifteen tested by the British magazine The Motor in 1951 had a top speed of 72.6 mph (116.8 km/h) and could accelerate from 0–60 mph (97 km/h) in 29.7 seconds. A fuel consumption of 25.2 miles per imperial gallon (11.2 L/100 km; 21.0 mpg_-US) was recorded. The test car cost £812 including taxes.^[3]
A 2,866 cc (174.9 cu in) six-cylinder model was tested by the same magazine in 1954 and for this car the top speed found was 81.1 mph (130.5 km/h), acceleration from 0–60 mph (97 km/h) 21.2 seconds and fuel consumption 18.6 miles per imperial gallon (15.2 L/100 km; 15.5 mpg_-US). The test car cost £1349 including taxes.The Traction Avant used a longitudinal, front-wheel drive layout, with the engine set well within the wheelbase, resulting in a very favourable weight distribution, aiding the car's advanced handling characteristics. The gearbox was placed at the front of the vehicle with the engine behind it and the differential between them, a layout shared with the later Renault 4 and first generation Renault 5 but the opposite way round to many longitudinal front-wheel drive cars, such as the Saab 96 and Renault 18 range and most Audi models. The gear change was set in the dashboard, with the lever protruding through a vertical, H-shaped gate. Because this vertical orientation could have resulted in the car dropping out of gear when the lever was in the upper positions (i.e., second or reverse gears), the gear shift mechanism was locked when the mechanical clutch was engaged and released when the clutch pedal was depressed. The result of this layout, along with pendant pedals, umbrella-type handbrake control and front bench seats, was a very spacious interior, with a flat and unobstructed floor. The low-slung arrangement also eliminated the need for running boards to step into or out of the vehicle. These features made them ideal for use as limousines and taxi cabs, and they were quite popular among drivers and passengers alike.
The development costs of the Traction Avant, combined with the redevelopment of its factory, were very high and Citroën declared bankruptcy in late 1934. The largest creditor was Michelin, who then owned Citroën from 1934 until 1976. Under Michelin, Citroën was run as a research laboratory, a test bed for their radial tires and new automotive technologies.
In 1954 Citroën's experiments with hydropneumatic technology produced its first result, the "15H" – a variant of the 6-cylinder model 15 with a self-leveling, height-adjustable rear suspension, a field trial for the revolutionary DS released the following year.
Directly after the introduction of the Citroën ID, a simplified and more competitively priced version of the still revolutionary DS, production of the Traction Avant ended in July 1957. Over 23 years, 759,111 had been built, including 26,400 assembled in Slough in England, 31,750 assembled in Forest near Brussels and 1,823 assembled at Cologne in Germany. The total reflects the production stoppage during World War II.

The Traction Avant today

Big Fifteen sedan

As of 2006, the oldest surviving 7A has production number ("coque nr") AZ 00-18, and is displayed in partly dismantled shape (engine and front wheels detached) in the Citroën Museum in Paris. The oldest running 7A is probably number AZ-00-23, which was, until 1 September 2006, in possession of a Dutch owner and is now with a Slovenian owner.
Traction Avants are fairly robust vehicles even by modern standards. Every few years, Traction Avant enthusiasts ship their vehicles to an exotic location for a rally. In 2002, for example, a group of over 30 Traction Avants drove from Los Angeles to New York without incident.

Mercedes-Benz 540K

Mercedes-Benz 540K (type W24) is a car from the German firm Mercedes-Benz from 1935 to 1940.
Introduced at the 1936 Paris Motor Show, the Friedrich Geiger designed car was a development to the 500K, itself a development of the SSK. Available as a two seater cabriolet, four seater coupé or seven seater limousine with armoured sides and armoured glass, it was one of the largest cars of the time.

The straight-8 cylinder engine of the 500K was increased to 5.401 litres (5,401 cc), which aspirated by twin pressurized updraft carburetors, developed a natural 115 hp (86 kW). However, there was an attached Roots supercharger which could either be engaged manually for short periods, or automatically when the accelerator was pushed fully to the floor. This increased power to 180 hp (130 kW), creating a top speed of 170 kilometres per hour (110 mph).^[2]

Power was sent to the rear wheels through a four-speed or optional five speed manual gearbox that featured synchromesh on the top three gears. Vacuum-assisted hydraulic brakes kept the car under the drivers control.
The 540K had the same chassis layout at the 500K, but was significantly lightened by replacing the girder-like frame of the 500K with oval-section tubes - an influence of the Silver Arrows racing campaign.^[3]
To meet individual wishes of customers, three chassis variants were available as for the 500K: two long versions with a 3,290 mm (130 in) wheelbase, differing in terms of powertrain and bodywork layout; and a short version with 2,980 mm (117 in). The long variant, termed the normal chassis with the radiator directly above the front axle, served as the backbone for the four-seater cabriolets 'B' (with four side windows) and 'C' (with two side windows), and for touring cars and sedans. The shorter chassis was for the two-seater cabriolet 'A,' set up on a chassis on which radiator, engine, cockpit and all rearward modules^{[clarification needed]} were moved 185 mm (7.3 in) back from the front axle.^[4]
The Sindelfingen factory employed 1,500 people to create the 540K, and allowed a great deal of owner customisation, meaning only 70 chassis were ever bodied by independent builders.^[2] Owners included Jack Warner of Warner Brothers film studios.^[5]
With the outbreak of World War II in 1939, the proposed further boring-out of the engine to 5,800 cubic centimetres (5.8 l) for a 580K was aborted, probably after only one such car was made.^[3] Chassis production ceased in 1940, with the final 2 being completed that year, and earlier chassis were still being bodied at a steady rate during 1940, with smaller numbers being completed in the 1941-1943 period. Regular replacement bodies were ordered in 1944 for a few cars.
On top of the normal and roadster cars, 12 special cars were developed on an extended chassis length with a 3,880 mm (153 in) wheelbase. All of these cars were developed for the Nazi hierarchy, as six seater convertible saloons. To allow for armour plate, these cars had developed De Dion rear suspension. Due to their higher weight, their maximum speed was 140 km/h (87 mph).
After the assassination attempt on Reinhard Heydrich in Prague at the end of May 1942, the Reich Chancellery would only use armoured cars for ministers and leaders of friendly powers. Beside 20 large Mercedes-Benz 770s, in 1942 they ordered an additional 20 540Ks developed as two door armoured saloons. These were delivered during 1942 and 1943. A further order for 17 armored saloons was placed in late 1943, and these were delivered in April 1944. One of these cars was given as a gift from Adolf Hitler to Ante Pavelic, leader of the Independent State of Croatia. After the war this car was captured and used first by Ivan Krajacic, and then by Josip Broz Tito.

Blue Goose

In 1936, Mercedes-Benz launched the 540K special, designated 540Ks. Based on the shorter 2,980 mm (117 in) wheelbase chassis, its body was carefully crafted. Its price tag of 28,000 Reichsmarks, some RM6,000 above the price of standard models, meant only 32 were ever built.^[4]
In 1937, Reichsmarschall Hermann Göring ordered a 540Ks, in his favourite colour of blue with his family crest on both doors. It included armour plated sides and bulletproof glass. Nicknamed the Blue Goose, Goering was often photographed in the car.^[4][5]
On May 4, 1945, the US Army, C Company, 326th Engineers, 101st Airborne Division 'Screaming Eagles' entered Berchtesgaden, and on finding the car took possession. Major General Maxwell Taylor used the car as his command vehicle in West Germany until it was commissioned by the US Treasury. Shipped to Washington, D.C., it successfully toured the United States in a victory bond tour.^[4] In 1956 the car was auctioned off by the US Army at the Aberdeen Proving Grounds in Maryland, sold to Jacques Tunick of Greenwich, Connecticut, with a high bid of $2167.^[6]

In 1958, he sold it to the private collection of veterinarian Dr George Bitgood, Jr, who had it repainted into black and the chrome re plated. Kept private, Bitgood only displayed it once at the 1973 county fair in Durham, Connecticut. After Dr Bitgood's death, Blue Goose was shown by his family at the 101st Airborne Reunion at Fort Campbell, Kentucky in June, 2002. She was then sold to Carnlough International Limited of Guernsey, on the agreement that she be restored to her "as found" at Berchtesgaden condition.

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.

Jeep CJ

The Willys CJ (later Jeep CJ) (or Civilian Jeep) is a public version of the famous Willys Military Jeep from World War II.
The first CJ prototype (the Willys CJ-2) was introduced in 1944 by Willys, and the same basic vehicle stayed in production through seven variants and three corporate parents until 1986.
A variant of the CJ is still in production today under license. The last CJs, the CJ-7 and CJ-8, were replaced in 1987 by the Jeep Wrangler.
Also available were two-wheel-drive variants, known as DJs.

CJ-1

Willys-Overland CJ-1

Production	1944

By 1944, the Allies were confident the war would be won. This allowed Willys to consider designing a Jeep for the post-war civilian market. Documentation is hard to come by, but it seems that a Willys-Overland CJ-1 (for "Civilian Jeep-1") was running by May of that year. The CJ-1 was apparently an MB that had been modified by adding a tailgate, drawbar, and a civilian-style canvas top. None of the CJ-1s built have survived, and it is not known (at this writing) how many were built.^[2]

CJ-2

Willys-Overland CJ-2

Production	1944-1945

Although it bore the CJ name, the Willys-Overland CJ-2 was not really available at retail. The CJ-2s, also known as "AgriJeeps," were the second generation prototype for the first production civilian Jeep, and were used solely for testing purposes. It was directly based on the military Willys MB, using the same Willys Go Devil engine, but stripped of all military features, particularly the blackout lighting. They had tailgates, Power Take-offs ("PTO"s), engine governors, column-shift T90 manual transmissions, 5.38 gears, 2.43:1 low-range transfer cases, and driver's-side tool indentations. The earlier models had brass plaques on the bonnet and windscreen that read "JEEP". Later models were stamped "JEEP" a la the familiar "WILLYS" stamping that appeared on the CJ-2A and later models. Some CJ-2s had "AgriJeep" plaques affixed to the dash. The spare tire was mounted forward of the passenger-side rear wheel on the earlier models and aft of the rear wheel on later ones. It seems that CJ-2s were distributed to "agricultural stations" for evaluation purposes. Of the 45 CJ-2s built, serial numbers CJ2-06, CJ2-09, CJ2-11, CJ2-12, CJ2-14, CJ2-26, CJ2-32, CJ2-37 and CJ2-39 have survived. Only CJ2-09 has been restored.

CJ-7

The Jeep CJ-7 featured a longer wheelbase than the CJ-5 and lacked the noticeable curvature of the doors previously seen on the CJ-5. The other main difference to the CJ-5 was to the chassis which hitherto consisted of two parallel longitudinal main c-section rails. To help improve vehicle handling and stability the rear section of the chassis stepped out to allow the road springs and dampers to be mounted closer to the outside of the body. It was introduced in 1976 and 379,299 were built during 11 years of production.
The CJ-7 featured an optional new automatic all-wheel drive system called Quadra-Trac, as well as a part-time two speed transfer case; an automatic transmission was also an option. Other features included an optional molded hardtop, and steel doors. The CJ-7 was also available in Renegade and an upgraded Laredo model. Noticeable by their different body decals, the Laredo model featured nicer seats, steering wheel tilt, and a chrome package that included the bumpers, front grill, and mirrors. An optional Trak-Lok differential was available for the rear. Rear axle ratio typically 3.54, but later went up to 2.73.
The reports of the CJ7 were different in each type of engine: the 2.4 liter diesel was mated to the short 4.10 axle (in both Renegade and Laredo), while the 4.2 and 2.5 straight sixes used 3.73 and AMC V8 304-powered models (produced 1976-1981, which became part of the Golden Eagle version) used 3.55.
From 1976 to 1980 was mounted a Dana 20 transfer case, Dana 30 front axle (27- or 31-spline), and an 29-spline AMC 20 rear axle, while in recent years, Laredo package added tachometer, chrome bumpers, hooks^{[clarification needed]} and interior, comfortable leather seats, and clock. In 1980, the Laredo was first fitted with a Dana 44 rearend and Dana 300; the 300 is still in production and highly sought after by lovers of off-road.
During its 11 years, the CJ-7 had various equipment packages:

• Renegade 1976-1986 (2.4D L6-2.5-4.2-5.0 V8)
• Golden Eagle 1976-1979 (5.0 V8)
• Laredo 1982-1986 (2.4D-4.2 l6)
• Jamboree Edition (Limited Edition 2500 models which were built for the 30th anniversary 2.5 and 4.2)

A diesel-powered version was made in the Ohio factory for export only. The engines were provided by General Motors, the owners of Isuzu Motor Cars. Production of this diesel version is believed to have been only between 1980 and 1982. This model had the Isuzu C240 engine, T176 transmission, Dana 300 transfer case although there are reports of some being produced with the Dana 20. Typically they had 4.1 ratio, narrow track axles.
The CJ-7 continues to be used in the sport of mud racing, with either the stock body or a fiberglass replica. It is also a favorite for rock crawling.
Engines

• 150 cu in (2.5 L) AMC I4
• 151 cu in (2.5 L) GM Iron Duke I4
• 232 cu in (3.8 L) AMC I6
• 258 cu in (4.2 L) AMC I6 99.4 PS (73 kW; 98 hp), 261 N·m (193 lb·ft)
• 304 cu in (5.0 L) AMC V8 127 PS (93 kW; 125 hp), 296 N·m (218 lb·ft)^[21]
• 145 cu in (2.4 L) Isuzu Diesel C240

Transmissions

• Warner T-18 (4 speed)
• Borg-Warner T-4 (4 speed)
• Borg-Warner T-5 (5 speed)
• Tremec T-150 (3 speed manual)
• Tremec T-176 (4 speed manual)
• Borg-Warner SR-4 (4 speed)
• GM TH-400 (3 speed automatic)
• Chrysler TF-999 (3 speed automatic transmission - 4.2L)
• Chrysler TF-904 (3 speed automatic transmission - 2.5L)

Transfer Cases

• Dana 20 (1976–79)
• Dana 300 (1980–86)
• Borg-Warner QuadraTrac #1339 (1976–1979)

Axles

• Dana 30 Front (1976–86)
• 2-Piece AMC 20 Rear (1976–86)
• Dana 44 Rear (1986)

  CJ-8 (Scrambler)

  The Jeep CJ-8 was a long wheel-base version of the CJ-7, introduced in 1981. It featured a 103-inch (2,616 mm) wheelbase and a removable half-cab, creating a small pick-up style box instead of utilizing a separate pickup bed. Only 27,792 were built in the five years of production before being replaced by the similarly sized Comanche.
  CJ-8s used the traditional transfer case and manual front-locking hubs to engage the four-wheel drive. Most had a four- or five-speed manual transmission, but a three-speed automatic transmission was an option.
  Many CJ-8's were equipped with the "Scrambler" appearance package which included tape graphics and special wheels.
  A full length steel hardtop CJ-8 was made for the Alaskan Postal Service, using right hand drive and automatic transmissions. Instead of the rear tailgate, the steel hardtop utilized a hinged barn door opening to the back. There were only 230 produced and sold in the U.S. It was also widely sold in Venezuela and Australia as the CJ8 Overlander, with small differences including full length rear windows on the Overlander.^[22] Steel hardtops used on these postal Scramblers and Overlanders were known as "World Cab" tops.
  

  CJ-10

  Jeep CJ-10

  Production	1981-1985
  Body style	2-door pickup truck
  Engine	Nissan SD33 3.3L V6 Diesel

  The Jeep CJ-10 was a CJ-based pickup truck. Produced from 1981 through 1985, it was sold mainly as an export vehicle, though some were used by the United States Air Force for use as an aircraft pulling vehicle (see CJ-10a). They featured square headlights mounted in the fenders and a 9-slot grille, a homage to the old Jeeps of WWII which originally had a 9 slot grille (the civilian model, the CJ-2 and 2a, were given a 7 slot grille as a distinction between the military and civilian models). These were equipped with Nissan diesel motors, and were limited to 45 mph. This limitation in speed was due because of the high gear ratio in the rear differential. These were also solely 2wd models.
  Image link
  

  CJ-10a

  Jeep CJ-10a

  Production	1984-1986
  Body style	2-door flightline aircraft tug
  Engine	Nissan SD33 3.3L V6 Diesel

  The Jeep CJ-10a was a CJ10-based flightline aircraft tug. Produced in Mexico from 1984 through 1986, were used by the United States Air Force for use as an aircraft pulling vehicle. About 2300 of them were produced. Image link
  
  
  
  
  

  
  

Nissan Skyline GT-R

The Nissan Skyline GT-R is a Japanese sports car based on the Nissan Skyline range.

The Legendary Brian O'Connor character from F&F next to his legendary Nissan Skyline.

The first GT-Rs were produced from 1969–1977. After a 16 year hiatus since the KPGC110 in 1972, the GT-R name was revived in 1989 with the Skyline R32. This car was nicknamed "Godzilla" by the Australian motoring publication "Wheels" in its July 1989 edition, a name that sticks to this day. The R32 GT-R dominated the motorsport in Japan, winning 29 straight victories out of 29 races. The GT-R proceeded to win the JGTC Group A series championship 4 years in a row, and also had success in the Australian Touring Car Championship winning from 1990–1992, until a regulation change excluded the GT-R in 1993.^[1] The Skyline GT-R (R33) was also the first production car to lap the legendary Nürburgring in under eight minutes.
The Skyline GT-R became the flagship of Nissan performance, showcasing many advanced technologies including the ATTESA-ETS 4WD system and the Super-HICAS four-wheel steering. The GT-Rs remained inexpensive compared to its European rivals, with a list-price of ¥4,500,000 (US$31,000). Today, the car is popular for import Drag Racing, Circuit Track, Time Attack and events hosted by tuning magazines. The GT-R is the winner in the 2007 Tsukuba Time Attack held in Japan—the M-Speed GT-R (9 out of the top 15 cars consists of GT-Rs). Production of the Skyline GT-R ended in August 2002. The car was replaced by the GT-R, an independent vehicle not sold as a Skyline.

The Skyline GT-R was never manufactured outside of Japan, and the sole export markets were Hong Kong, Australia and the UK, in 1991,^[2] and New Zealand as used Japanese imports. Despite this the car has become an iconic sports car, including in countries from the Western World (mainly the United Kingdom, Australia, New Zealand, Ireland and Canada).^[3][4][5] It has become notable through pop culture such as cinema and video games like The Fast and the Furious series, Initial D, Shakotan Boogie, Wangan Midnight, and Gran Turismo.
The car was named by BBC's Top Gear as the only true Japanese contribution in the line of supercars.^[6] The car was also named by the main presenter of the show, Jeremy Clarkson, as one of the best cars in the world.

History of the brand

The Skyline name originated from Prince automobile company, which developed and sold the Skyline line of sedans before merging with Nissan-Datsun. The GT-R abbreviation stands for Gran Turismo Racer while the GT-B stands for Gran Turismo Berlinetta. The Japanese chose to use Italian when naming the car – as most cars made in Japan at that time used Western abbreviations – to further enhance sales. The earliest predecessor of the GT-R, the S54 2000 GT-B, came second in its first race in 1964 to the purpose-built Porsche 904 GTS. The next development of the GT-R, the four-door PGC10 2000 GT-R, scored 33 victories in the one and a half years it raced, and by the time it attempted its 50th consecutive win, its run was ended by a Mazda Savanna RX-3. The car took 1000 victories by the time it was discontinued in 1972. The last of the original GT-Rs, the KPGC110 2000GT-R, used an unchanged S20 119 kW (160 hp) inline-6 engine from the earlier 2000 GT-R and only sold 197 units due to the worldwide energy crisis. This model was the only GT-R to never participate in a major race despite the sole purpose-built racecar which now resides in Nissan's storage unit for historical cars in Zama.
The Skyline continued into the 1990s when it became popular largely because it remained rear wheel drive, while most other manufacturers were focusing on front wheel drive cars.
Throughout its lifetime, various special editions containing additional performance-enhancing modifications, were released by Nissan and its performance division Nismo (Nissan Motorsport).

Fifth generation (1999–2002)

The GT-BNR34 (R34) Skyline GT-R and GT-R V-spec models were released in January 1999. The R34 GT-R was also made to be shorter (from front to rear), and the front overhang was reduced. The valve covers were also painted glossy red, rather than dull black.
A new feature on the R34 GT-R is a 5.8" LCD multifunction display on the center of the dashboard, which shows seven different live readings of engine and vehicle statistics such as turbocharger pressure (1.2 bar max), oil and water temperature, among others. The GT-R V-spec model added two extra features to the display: intake and exhaust gas temperatures. Nismo Multi-function Displays (MFD) can be bought at an extra cost, they include a lap timer, G-Force meter and an increase in boost pressure measurement to 2 bar. The R34 GT-R was made shorter in response to customer concerns who thought the R33 was too bulky.
Like the R33, the new R34 GT-R V-Spec (Victory Specification) models come equipped with the ATTESA E-TS Pro system and an Active LSD at the rear, while standard GT-R models come with the non-Pro system and a conventional mechanical differential. The V-spec model also had firmer suspension and lower ground clearance, thanks to front and side splitters, as well as a rear carbon fiber air diffuser, designed to keep air flowing smoothly under the car.
Another special model of the R34 GT-R is the M-spec. It was similar to the V-spec, but had special "Ripple control" dampers, revised suspension set up, stiffer rear sway bar and a leather interior with heated front seats. The 'M' on the M-Spec stood for Mizuno who is the chief engineer of Nissan.
At the time of the R34's release, like the R32 and R33, Nissan released an R34 N1 model. The R34 GT-R N1 was equipped similar to the R32 and R33 N1 models – a homologation special. It was sold without ABS, air conditioning, audio equipment, rear wiper, or trunk lining. The new R34 N1 was also given the new R34 N1 engine. Only 45 R34 N1 models were produced from the factory, 12 of which were used by Nismo for Super Taikyu racing. The rest were sold to various customers, mostly racing teams and tuning garages.
The V-Spec version was also imported into the UK with a number of modifications carried out on the car. These included 3 additional oil coolers, revised ECU map, full Connelly leather interior, underbody diffusers, stiffer suspension, active rear limited slip differential, extra display feature on the in car display.^[15]

Rear view of an R34 GT-R Nür.

In August 2000, Nissan released the V-Spec II, replacing the V-Spec. The V-Spec II has increased stiffness in the suspension (even stiffer than the original V-spec) and had larger rear brake rotors. It also comes equipped with a carbon fiber hood equipped with a NACA duct, which is lighter than the aluminum that all other GT-R hoods are made from. Also different on the V-Spec II was an iridium center console and aluminum pedals. The seats were upholstered with black cloth rather than the gray cloth used on previous R34 GT-R models, and the amber turn lenses were replaced with white versions. With the exception of the carbon fiber bonnet, the standard trim level GT-R also received these updates.
In February 2002 Nissan released a final production model of the R34 GT-R called the Skyline GT-R V-spec II Nür and the Skyline GT-R M-spec Nür. The Nür was named after the famous German Nürburgring racetrack, where the Skyline was developed. In total 1000 R34 GT-R Nür(s) were made, 750 were V-Spec II Nürs' and 250 M-Spec Nürs'. The Nür model featured an improved RB26DETT based on the N1 racing engine. The standard turbochargers were upgraded to larger versions with a slight increase in boost and the ceramic blades were replaced with steel versions. This has increased lag, but to compensate the turbo's durability was improved while being able to handle a bigger boost increase. This allowed tuners to increase the boost safely with standard turbos up to 340 kW (450 hp) at the crank. The V-spec II Nür is based on the regular V-spec II model, and the M-spec Nür was based on the regular M-spec model. Other than the addition of the Nür engine, the Nür models also included a different color of stitching on the interior trim, as well as a speedometer reading up to 300 km/h (186 mph). Due to then-current Japanese law the car was advertised as having 206 kW (276 hp) but it actually had over 246 kW (330 hp) when it left factory.

Production figures

• Standard Cars = 3,964
• V-Spec = 1,308
• N1 Race Version = 45^[16]
• Total = 5,317

Z-Tune

Nismo originally designed the concept of the Z-tune in 2002 when Nissan was putting an end to the R34 Skyline production. The first Z-tune was built in 2003, using a used 2002 Skyline GT-R V-Spec II. It was built with a concept RB26DETT 'Z1' engine. This engine was based on Nissan's Le Mans GT2 and GT500 racing experiences. As with the racing vehicles a strengthened engine block and stroked crankshaft were utilized. The engine was also bored. With the new displacement of 2.8L and upgraded turbo-chargers the Z1 produced 370 kW (500 hp). The Z-Tune had a 0–100 km/h (0–60 mph) time in 3.2 seconds and has a top speed of over 195 mph.^{[citation needed]}
Nismo was then given the approval from Nissan to build Z-tune models for the Nismo anniversary. Nismo then purchased 20 used R34 GT-R V-Specs, each with less than 18,000 miles (29,000 km) on the clock, they were then completely stripped and were resprayed to a "Z-tune Silver," a special color exclusively for the Z-tune.^[17] For each of the 20 production models, the 2.8L engine was revised to allow it to reach 8000 rpm. The turbochargers were supplied by IHI in Japan. The engine is advertised as making as much as 370 kW (500 hp) (for warranty reasons). This second revision of the Z-tune engine is called the 'Z2'. The bodywork is designed with the same functional components used in Nismo's GT500 racing cars, such as engine bay vents on the hood and fenders, as well as wider fenders for wider wheels. The Z-tune is also improved with an aggressive suspension setup from Sachs, and a specially designed Brembo e brake system.
The entire car is essentially handmade, with the car being completely stripped and re-built from the chassis up. Engineers reinforced and stiffened the chassis seam welding in key areas such as the door seams and door frames and added carbon fiber to the strut towers and transmission tunnel and the engine bay, completely redesigning the suspension, drivetrain, engine, gearbox and other components so as to work at maximum efficiency and reliability as is expected of a road-going vehicle. Although Nismo planned on building 20 cars, they ceased production on only 19 (including 2 prototypes).^[18] The Z-tune is often regarded as the most expensive (prices for some have been known to exceed US$180,000) street legal GT-R ever built.^{[citation needed]}

Replacement

Main article: Nissan GT-R

Following the end of R34 production in 2002, Nissan announced their plans to separate the GT-R model from the Skyline name, creating an entirely new vehicle although it would be loosely based on the same platform as the Skyline. This new car, now known simply as the Nissan GT-R, debuted in 2007 in Tokyo. Released to the consumers in 2008, it was the first GT-R available worldwide, entering the North American market for the first time.
Although based on the FM platform used by the V36 generation Skyline, the GT-R uses an evolved Premium Midship (PM) platform. The car retains its heritage by using the chassis code CBA-R35, or simply R35.