The Jaguar Sports Car

A review of The Jaguar Sports Car, covering development, important features, and technical data of each model in the range, from the SS100 to the E-Type. In this Article, I offer a nostalgic look at the Jaguar Sports Car, one of an elite group of classic cars, which was manufactured during the period 1936 to 1974. In 1922, the Swallow Sidecar Company was created. Its initial aim was to produce motorcycle sidecars, and then move into passenger cars, such as the Austin 7 Swallow. In 1935, the company name was changed to Jaguar Cars, and the improved range of cars was called SS Jaguars.

The Jaguar SS100

The first real Jaguar sports car was the Jaguar SS100, built between 1936-1940. The "100" referred to the fact that it was capable of exceeding 100 mph, something almost unheard of at that time.

Following WW2, the twin overhead cam, straight 6-cylinder, Jaguar XK engine was created.

The Jaguar XK120

In 1948, it was decided to add the new engine to a sports car. The XK120 Jaguar sports car, with the XK engine, was the talk of the 1948 London Motor Show.

The XK120 was a two seater convertible, initially with aluminium panels. The "120" referred to this models top speed of 120 mph.

In 1950, an all-steel version became the norm. A fixed head coupe variant appeared in 1951, plus a drop head coupe in 1953. It used a 3.4 litre XK engine, with an aluminium cylinder head, a compression ratio of 8:1, and two SU carburettors.

In 1949, a prototype XK120 achieved an average speed of 133 mph on a Belgian motorway.

By 1954, when production of these Jaguar cars ended, 7,631 convertibles, 2,678 fixed head coupes, and 1,769 drop head coupes were built.

The Jaguar C-Type

In 1951, the C-Type Jaguar sports car was introduced. It was also designated the XK120-C, where the "C" referred to competition. It was, in essence, a racing car.

It incorporated an aerodynamically designed aluminium body built onto a lightweight tubular space frame chassis. The running gear was that from the XK120.

Its tuned 3.4 litre XK engine had its compression ratio raised to 9:1, but it retained the two SU carburettors.

The engine in later C-Types was fitted with high lift camshafts, and the two SU's were replaced by three twin-choke Webber carburettors.

In total, there were 53 C-Types built. It was built for racing and, in 1951 and 1953, won the Le Mans 24 hour race.

The Jaguar D-Type

In 1954, Jaguar Cars introduced the D-Type Jaguar sports car.

Like the later versions of the C-Type, it used the 3.4 litre XK engine with three twin-choke Webber carburettors.

The structural design, however, was well ahead of its time. It used a monocoque structure with aluminium body panels, and an aluminium tubing sub frame. This produced a low drag, aerodynamic profile.

The D-Type Jaguar cars were designed for racing:

    In 1954, a D-Type won the Sebring 12 hour race
    It won the 1955 and 1956 Le Mans 24 hour race
    In the 1957 Le Mans, D-Types took five of the top six places - this was the peak of its racing history

The Jaguar XK140

In 1954, the XK120 was succeeded by the XK140 Jaguar sports car.

There were minor styling changes on the new car. It was offered as a two seater convertible, a fixed head coupe, and a drop head coupe.

The standard engine was the XK 3.4 litre, with the special equipment modification as used on the XK120. The power was increased to 190 bhp.

The XK 3.4 litre engine, with the C-Type head (SE model), as used on the XK120, and developing 210 bhp, was offered as an optional extra.

The Jaguar XK150

In 1957, the XK140 was replaced by the XK150 Jaguar sports car. Like its predecessor, it was offered as a two seater convertible, a fixed head coupe and a drop head coupe.

A quick was to distinguish between the two Jaguar cars, XK140 and XK150, was that the latter used a one-piece windscreen, whilst the former used a split screen.

Both the suspension and chassis was as per the XK140, and the steering was rack and pinion.

The basic engine was the XK140 unit, with the C-Type head, producing 190 bhp. However, more common was the 3.4 SE unit, with C-Type head and larger exhaust valves, producing 210 bhp.

In 1958, the 3.4 "S" engine appeared, producing 250 bhp.

In 1960, the 3.4 litre engine was bored out to 3.8 litres, producing 220 bhp. In the 3.8"S" form, it developed 265 bhp.

When production of the XK150 ended in 1960, 2,265 convertibles, 4,445 fixed head coupes, and 2,672 drop head coupes of these fabulous Jaguar cars had been built.

The Jaguar E-Type

In 1961, the enigmatic E-Type Jaguar sports car was launched.

The Series 1 E-Type was powered by a 3.8 litre, triple SU carburetted engine used in the XK150S.

In 1964, the 3.8 litre engine was increased to 4.2 litres. The power and top speed from both these Jaguar cars was the same, although torque was increased.

Up to 1967, the Series 1 was easily recognised by its glass-covered headlights. It was offered as a two seater convertible, or a fixed head coupe. A 2+2 version of the fixed head coupe was available in 1966.

There was a transition series of Jaguar cars built from 1967-1968, between the Series 1 and Series 2 E-Types. This was referred to as the Series 1.5.

By 1968, 15,498 Series 1 3.8, 16,195 Series 1 4.2, and 6,726 Series 1.5 Jaguar cars were built.

In 1969, the Series 2 E-Type Jaguar sports car was introduced. It was easily distinguished from the Series 1 by the open headlights, and wrap-around rear bumper.

Once again, it was offered as a two seater convertible, a fixed head coupe, and a 2+2 variant. It was powered by the XK 4.2 litre engine fitted with three SU carburettors.

By 1971, 4,855 fixed head coupes, 8,628 convertibles, and 5,326 2+2 variants of these Jaguar cars were built.

In 1971, the Series 3 Jaguar E-Type launched. It was offered as a two seater convertible, and a 2+2 version, but the fixed head coupe variant was discontinued.

The Series 3 was powered by a new 5.3 litre, V-12 cylinder, double overhead cam, XK engine. It is easily identifiable by the distinctive front grille and fishtail exhaust.

I feel that the Series 3 was the most desirable of all the E-Types produced by Jaguar Cars.

By 1974, 7,990 convertibles, and 7,297 2+2's were built.

This marked the end of the E-Type Jaguar sports car.

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

"Which Jaguar Sports Car Is Your Favourite?"

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Jaguar sports cars which were featured in the memorable era spanning 1936 to 1974.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-jaguar.html
Article Source: http://EzineArticles.com/?expert=Peter_Radford

Hybrid Sports Car - The Revolution in Sports Cars

Are you looking for a car, with a sporty look, but don't want to spend buckets of cash on a sporty automobile that tends to be very expensive for the pocket, then you should think about a hybrid sports car. These vehicles are very different from a normal sports vehicle. The normal sports car is not very fuel efficient and after spending a fortune to own a sporty car, you also have to spend heavily on the fuel as well. To overcome all your problems, various companies have invented hybrid sports cars. Generally it is believed that hybrid cars are not very fast on the road, but these hybrid cars were designed keeping all these factors in mind.

The hybrid sports car was made by taking various important factors into account. The first factor is the fuel efficiency factor. There are people who wish to buy a trendy automobile, but the factor that refrains them from doing so, is the heavy amount of expenditure of fuel and insurance. Most sporty vehicles have large motors and a sleek body to support their extreme output for high speeds. The reason for this is these automobiles use enormous amount of fuel because their engines are very heavy. But a hybrid sport car was designed to overcome this drawback. These hybrid cars have a comparatively light body and smaller engines. With this kind of structure and engine the hybrid cars prove to be very efficient fuel users. Again the other factor which would concern the prospective buyer is the comparative slow speed of hybrid cars. This factor has also been given consideration and hybrid sports cars have a feature of fine speed attached to it. The hybrid sports cars are also eco- friendly, this means these cars do not emit harmful gases which cause global warming. By using such cars we can assure a better future and a cleaner environment for the coming generation. The fact that hybrid cars are half battery operated makes these cars a good option with people opting for fuel efficient automobiles.

It is believed, that the biggest drawback with hybrid sports car is the cost factor, but if we compare the cost and fuel efficiency then we see that these vehicles would provide us with more long term benefits then a non hybrid car. There are many advantages attached to these hybrid cars. This is a car which can fulfill all your dreams. The car of tomorrow is here. This car holds all the aspects of a good sporty vehicle. It will provide you with assurance of quality and money. There are very limited manufacturers like Toyota, Honda etc which are manufacturing hybrid sports cars. The fact is that, if more of these cars would be in demand then the supply would also increase which would eventually reduce the cost factor. It is very important for the people to know the various positive aspects of these cars. Every now and then there are more features added to these cars. They are not only beautiful, trendy, smart and elegant but also hold all the attributes to be called the car of the next generation. There is a car available in the market which would satisfy all your desires of owning a sporty car and that is hybrid sports car.

If you have been looking into buying a Hybrid Sports Car. Feel free to have a look at our definitive guide to hybrid cars. Be sure to go here if you want to turn your current vehicle into a Hybrids Sports Car.
Visit Hydrogen Fuel Cell Technology for more free information on hybrid cars.
Article Source: http://EzineArticles.com/?expert=Jason_T_Tyler

The Porsche Sports Car

A review of The Porsche Sports Car, covering development, important features, and technical data of each model in the range, from the 356 to the 993 Turbo S.
In this Article, I offer a nostalgic look at the Porsche Sports Car, one of an elite group of classic cars, which was manufactured during the period 1948 to 1995.
Ferdinand Porsche would have to wait until after WW2 to fulfil his dream of creating a sports car from the Volkswagen Beetle.

1949
In 1949, the 356 was the first Porsche sports car, and was debuted at the Geneva Motor Show where it created immediate interest.

Owners of the 356 were keen to race the car as well as drive it on the streets. As a result, orders reached some 10,000 units by 1964. When production of the Porsche 356 ended in 1965, 76,313 cars had been built.

1964

In 1964, the 911 Porsche sports car made it debut. It was a 2+2, with an air cooled, rear mounted, 2 litre, 6-cylinder, 130 bhp engine.

1966

In 1966, the more powerful Porsche 911S was launched with a 160 bhp engine.

1969

In 1969, fuel injection was added to the 911S, and the 911E became the new middle of the range model.

1970

In 1970, the engine capacity of all 911's was increased to 2195 cc.

1972

In 1972, all models received a larger 2341 cc engine. This was known as the "2.4L" engine. The 911S was the top of the range.

1973

In 1973, the next car to be introduced was the 911 Carrera 2.7 RS. It had stiffened suspension and a distinctive rear spoiler.

Carrera was Spanish for "race", and the RS meant "racing sports".

1974

In 1974, the 911 Carrera 3.0 RS appeared, with Bosch fuel injection and a 230 bhp engine.

It was designed with racing in mind, and had a number of successes.

In 1974, the 911 Turbo was introduced. The engine was a turbocharged 3 litre, 260 bhp unit.

Known as the Type 930, it had distinctive wide wheel arches and a large rear spoiler.

1976

In 1976, the Carrera 3.0 was introduced. It used the 930, 3 litre, Turbo engine with Bosch fuel injection, but without the turbocharger.

1978

By 1978, the engine of the 930 Turbo had increased to 3.3 litres.

In that year, the latest Porsche sports car to be introduced was the 3 litre, 911SC. In essence, this was a Carrera 3.0 with a detuned engine.

1980

In 1980, the power of the 911SC was increased to 188 bhp which, by 1983, was further increased to 204 bhp in non US models.

1982

In 1982, Porsche introduced the first 911 Cabriolet, the last such model being seen on the 356 in the 60's.

Its success meant that a Cabriolet would be offered in the future.

1984

In 1984, the 911SC was replaced by the 911 3.2 Carrera Porsche sports car. The higher compression engine developed 231 bhp in non US markets.

All Carrera models were offered as a fixed head coupe, cabriolet and targa (with removable hard top) versions.

This was, in effect, the last version of the original 911 series.

Also, that year, Porsche introduced the Supersport, which had a striking resemblance to the 930 Turbo, with wide wheel arches and the distinctive rear spoiler.

1989

In 1989, the 911 Speedster was launched, which was a low roof version of the Cabriolet. It was available as a narrow bodied version, or in the style of the Supersport.

Also that year, the 911 Type 964 series made it debut.

It was introduced as the 911 Carrera, 4 Porsche sports car, with a 3.6 litre engine. A rear spoiler was activated at high speed. The "4" signified four wheel drive.

1990

In 1990, the Carrera 2 was launched, with drive on the rear wheels only.

The 930 Turbo experienced unprecedented demand in the late 1980's.

In 1990, the Type 930 was replaced by the Type 964 Turbo, Porsche sports car, with a 3.3 litre, turbocharged engine.

1992

In 1992, the 3.3 litre 964 Turbo S was launched, with lowered suspension, and designed for performance.

In 1992, the 964 3.8 Carrera RS, Porsche sports car, was launched.

It had the Turbo Style body, similar to the Supersport, a 3.8 litre engine, and a large fixed rear spoiler in place of the moveable one from the Carrera 2 and 4.

1993

In 1993, the 3.6 litre 964 Turbo, Porsche sports car, producing 360 bhp, was introduced to complement other 964 models.

A year later, a limited edition 964 3.6 Turbo S appeared, available with the classic Porsche body style, or with the exclusive Slant nose option.

1994

In 1994, the Type 993 was introduced, and represented the final series of air cooled 911's, originally appearing in 1964.

The revised body styling was smoother, with a more aerodynamic front end, and a new rear.

The engine remained at 3.6 litres, but power increaseed to 272 bhp. In 1996, it was further increased to 286 bhp.

The Carrera 4 and 2 versions were available, the latter being simply called Carrera.

A rear wheel drive 993 3.8 RS, Porsche sports car, was introduced, with a 3.8 litre engine, developing 300 bhp.

1995

In 1995, the 993 3.6 Turbo, Porsche sports car, was launched.

It was the first of the Porsche cars to be fitted with twin turbochargers, which produced 408 bhp from the 3.6 litre engine.

1997

In 1997, the 993 3.6 Turbo S was launched, developing 424 bhp.

This represented the last air cooled 911 Turbo.

1998

In 1998, the Type 996 was introduced, in which the air cooled 911 was replaced with a water cooled version.

The body styling of all previous 911's was based on the original 1963 version. However, the 996 incorporated a redesigned body shell.

The 996 911 formed the basis of a whole series of variants, such as the Carrera 4 and "Turbo Look" Carrera 4S, the racing orientated GT3, and the 996 Turbo.

This marked the end of the classic Porsche sports car.

Beyond 2000, Porsche produced a number of exciting sports cars which, sadly, falls beyond the time frame of this review.

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

"Which Porsche Sports Car Is Your Favourite?"

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Porsche sports cars which were featured in the memorable era spanning 1948 to 1995.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-porsche.html
Article Source: http://EzineArticles.com/?expert=Peter_Radford

The Aston Martin Sports Car

A review of The Aston Martin Sports Car, covering development, important features, and technical data of each model in the range, from the DB1 to the Virage.

In this Article, I offer a nostalgic look at the Aston Martin Sports Car, one of an elite group of classic cars, which was manufactured during the period 1948 to 1995.

In 1925, having gone into receivership, the company was reformed as Aston Martin Cars.

In 1947, David Brown Limited not only acquired the Company, but also purchased Lagonda, the luxury car maker.

Hence the birth of the legendary DB sports car.

The Aston Martin DB1

In 1948, the DB1 sports car made its debut at that years London Motor Show.

Previously known as the 2-Litre Sports, it was a two seater, using a tubular chassis, and powered by the companies' own 2 litre engine.

Only 15 were produced since it as felt that this classic car was underpowered.

The Aston Martin DB2

In 1950, the DB2 sports car was launched. It was a two seater, fixed head coupe.

Although the DB1 had a 2 litre, 4-cylinder, pushrod engine, the DB2 used a 2.6 litre, 6-cylinder, double overhead cam unit, derived from the Lagonda. A drop head coupe version was added later.

An optional DB2 engine used two larger carburettors and a higher compression ratio.

Such high performance cars were called Vantage editions. The DB2 was highly successful in racing.

The Aston Martin DB2/4

Based on the DB2 it replaced, the Mark 1 version of the DB2/4 was launched in 1953.

It was offered as a two seater fixed head coupe, and drop head coupe, plus a 2+2 hatchback.

Initially, it used the same Lagonda engine as the DB2, but uprated to 125 bhp. However, later that year, the 2.9 litre version, developing 140 bhp, was used instead.

In 1955, the DB2/4 Mark 2 was introduced, which used a large valve, high compression Lagonda engine, developing 165 bhp.

In 1957, the Db2/4 Mark 2 was replaced by the DB2/4 Mark 3.

Otherwise known as the DB Mark 3, it was available as a two seater fixed headcoupe, a drop head coupe, and a 2+2 hatchback.

The standard "DBA" 2.9 litre Lagonda engine, fitted with two SU carburettors, developed 162 bhp.

With an optional dual exhaust system, this would increase to 178 bhp.

However, an optional "DBB" engine, with three twin choke Webber carburettors, special camshafts, and a high compression head, developed 195 bhp.

An alternative mid level "DBD" option, with three SU carburettors, developed 180 bhp.

This classic car was described as "a car for connoisseurs".

The Aston Martin DB4

In 1958, the DB4 sports car was introduced at the London Motor Show, and caused a sensation.

It was available as a two seater fixed head coupe, a drop head coupe, and a 2+2 hatchback.

The DB4 had a restyled body, using a tubular frame, and with a 3.7 litre, twin overhead cam, straight 6-cylinder engine, with two SU carburettors.

The DB4 convertible appeared in 1962.

The DB4 GT, launched in 1959, was a high performance version of the DB4.

It had two spark plugs per cylinder, two distributors, as well as three twin choke Webber carburettors.

In 1961, the high performance DB4 Vantage was fitted with three SU carburettors, and a special cylinder head.

The Aston Martin DB5

In 1963, the latest addition was the enigmatic DB5 sports car.

It was available as a two door convertible, a 2+2 hatchback, and a unique, very limited edition, Shooting Brake.

The main difference between the DB5 and its predecessor was that the all aluminium engine was increased from 3.7 to 4 litres, and used three SU carburettors.

A high performance DB5 Vantage appeared in 1964, with three Webber twin choke carburettors, and a modified camshaft.

The Aston Martin DB6

In 1965, the DB5 was replaced by the DB6 sports car. It was available as a two door 2+2, and a four seater convertible.

As with the DB5, the standard DB6 engine was the twin overhead cam, in line 6-cylinder, with three carburettors, developing 282 bhp.

There was also the optional high performance Vantage model, with three Webber carburettors, and a high compression head.

In 1966, a convertible was offered, known as the DB6 Volante.

A very limited edition Shooting Brake variant was available with the same choice of engines.

The Aston Martin DBS

In 1967, the DBS sports car was launched. It was available as a two door fixed head coupe, and used the same engine as the DB6.

In 1969, the DBS was produced with a 5.3 litre, V8 engine, and was designated the DBS V8.

It was, at that time, the fastest four seater production can in the world. The DBS was used in a number of James Bond films.

The Aston Martin V8

In 1969, the Aston Martin V8 sports car was introduced. A two door, fixed head coupe, it was, in essence, a restyled DBS V8.

In 1972, as the 6-cylinder DBS was withdrawn, the DBS V8 became, simply, the Aston Martin V8, with Bosch fuel injection.

In 1973, the Series 3 model reverted back to four, twin choke Webber carburettors.

Finally, in 1986, the V8 Series 5 was launched, with fuel injection being reintroduced. A Volante variant was also available.

The Aston Martin Virage

In 1989, the Virage sports car made its debut.

It was available as a two door, 2+2 fixed head coupe. Its styling was more akin to a Lagonda than the Aston Martin V8 it replaced.

Once again, the 32 valve, 5.3 litre, V8 fuel injected engine was used. An upgrade to 349 bhp became available in 1996.

In 1992, Aston Martin Cars offered a conversion facility to upgrade existing models from 5.3 to 6.3 litres. This produced the Virage 6.3 model.

Also, in 1992, the Virage Volante was introduced in a 2+2 format. It used the 5.3 litre engine.

In 1993, the high performance Virage Vantage was launched. It was powered by the 5.3 litre engine with twin superchargers.

In 1998, the engine was further uprated to 600 bhp for use in the 1998 model.

This marked the end of the classic Aston Martin sports car.

Beyond 2000, Aston Martin Cars produced a number of exciting sports cars which, sadly, falls beyond the time frame of this review.

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

Which Aston Martin Sports Car Is Your Favourite?

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Aston Martin sports cars which were featured in the memorable era spanning

1948 to 1995.

I hope you join me in my nostalgic travels down "sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:

http://www.sportscar2.com/sports-car-aston-martin.html

Article Source: http://EzineArticles.com/?expert=Peter_Radford

The British Sports Car

A review of The British Sports Car, covering development, features and technical data of each chosen model, from the Mini Cooper S, Jensen Healey, Daimler Dart, to the McLaren F1.

In this Article, I offer a nostalgic look at British Sports Cars, an excellent example of a collection of some true classics, which were manufactured during the period 1959 to 1996.

Mini Cooper

John Cooper, who built Formula One and rally cars, was well aware of the tuning potential of the A-Series engine used in the Mini.

After extensive discussion and collaboration, the Austin and Morris Mini Cooper sports car made their appearance in 1961.

The Morris Mini used an 848 cc engine. However, with tuning, and giving it a longer stroke, the capacity could be increased to 997 cc. Power would increase from 34 bhp to 55 bhp.

The Mark 1 Mini Cooper had two SU carburettors, a close ratio gearbox, and front wheel disc brakes.

In 1964, the original 997 cc engine was replaced, in the Mark 2 Mini Cooper, with one using a shorter stoke and a capacity of 998 cc.

In 1992, the Rover Mini Cooper used a 1275 cc engine, with fuel injection replacing the SU's.

Sales of the Mini Cooper were: 64,000 Mark 1 and 16,000 Mark 2.

Mini Cooper S

In 1963, more powerful versions of the basic Mini Cooper sports car were debuted under the name of Austin and Morris.

The first was the 1071 cc Mini Cooper S, with a modified crankshaft and stiffened main bearings, to allow for further tuning.

It had enlarged servo assisted disc brakes, and was designated the Mark 1 Mini Cooper S. It was built for only one year.

In 1964, the 970 cc Mini Cooper S was launched, designed for racing in the under 1000 cc class.

However, it was not popular, and was only manufactured for a year. It was designate the Mark 2 Mini Cooper S

On the other hand, in 1963, the 1275 cc Mini Cooper S was introduced, and was an immediate success, with continuous production until 1971.

There was a Mark 1, 2 and 3 version. This model was designed for racing in the under 1300 cc class

Sales of the Mini Cooper S were:

    19,000 Mark 1 (combined 970, 1071 and 1275)
    6,300 Mark 2 (1275 only)
    1,570 Mark 3 (1275 only)

A Mini Cooper S won the Monte Carlo Rally in 1964, 1965 and 1967.

Jensen Healey

When production of the Austin Healey 3000 sports car ended in 1967, there were discussions between Donald Healey and the carmaker Jensen.

From the resultant collaboration was born the Jensen Healey sports car.

At the prototype stage, a number of engines were evaluated from Vauxhall, BMW and Ford. However, none were acceptable.

Finally, Jensen approached Lotus who had a new, but untested engine which met the requirements.

It was a 2-litre, twin overhead cam, 16 valve, aluminium unit called the Lotus 907.

The result was offered as a two seater convertible or coupe, with front disc brakes and rear drums. It used coil springs at the front, and a rear live axle.

European export models had two, twin choke carburettors, whilst US models had a single Stromberg, for emission requirements.

The Jensen Healey was popular in the US, but less so in the UK. A total of 3,777 were sold.

To offset financial difficulties, the Jensen Healey GT was introduced in 1975. It was a 2+2 coupe with a limited rear view.

Jensen went into receivership in 1976.

Jensen Interceptor

In 1966, the Jensen Interceptor sports car was launched.

It was offered as a two door, four seat hatchback, convertible or coupe.

The Mark 1 version used a 6.3 litre (383 cu in) Chrysler V8 engine, developing 325 bhp.

It had a distinctive, very large, wrap around rear window that also acted as a tailgate. It had disc brakes on all wheels, independent front suspension, and rear leaf springs.

In 1969, the Mark 2 was introduced with styling that was slightly revised.

In 1971, a larger Chrysler 7.2 litre (440 cu in) V8 engine was used with three, twin choke carburettors, developing 330 bhp.

This version of fuel delivery was called the SP, and was also available on the 6.3 litre engine, developing 385 bhp.

In 1972, the 7.2 litre engine now used a single 4-barrel carburettor.

In 1973, the Mark 3 had further minor styling changes.

Daimler Dart

By the late 1950's, the luxury carmaker Daimler was in financial difficulties.

As a result, the company decided to enter the US sports market with their own model.

Hence, the Daimler Dart, later known as the Daimler SP250, was born. The "SP" referred to Sports, and the "250" to its 2.5 litre engine.

Launched at the New York Auto Show in 1959, it was well received.

It was described as a 2+2 sports car, with a fibreglass body on a steel chassis.

Its engine was an all new 2.5 litre, hemispheric combustion chambered, overhead valve, V8 unit, with two SU carburettors.

The chassis in the original A-spec sports car had a tendency to flex on hard cornering, causing the doors to open.

However, this was rectified in 1960 with the introduction of the B-spec car.

In 1963, the C-spec version appeared, with luxurious extras as standard.

Daimler was acquired by jaguar in 1960 and, sadly, since the Dart had to compete with the E-Type, it wan't given the attention it deserved, which had an adverse affect on sales.

Mc Laren F1

In 1988, a simple drawing of a three seater sports car formed the basis for creating the ultimate sports car. Hence was born the F1.

In 1992, the McLaren F1 was presented at The Sporting Club in Monaco.

It used a glass fibre monocoque chassis.

It was decided that the engine should be normally aspirated since turbochargers and superchargers added a degree of complexity which might affect the drivers' level of engine control .

The final choice of engine was a BMW 6.1 litre, V12. It used an aluminium block and cylinder head, four overhead camshafts, and variable valve timing.

The road version had a compression ratio of 11.1.

In 1998, the McLaren F1 was the world's fastest road car, reaching 231 mph, with its revs limited, and 243 mph when able to rev freely.

Only 106 F1's were manufactured:

    64 of the standard street version (F1)
    5 were tuned versions (LM's), referring to Le Mans
    3 were road cars (GT)
    5 were prototypes (XP)
    28 were race cars (GTR)
    1 was an LM prototype

This marked the end of my review of the British sports car.

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

Which British Sports Car is Your Favourite

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, this range of British sports cars which were featured in the memorable era spanning 1959 to

1986.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-british.html
Article Source: http://EzineArticles.com/?expert=Peter_Radford

The Morgan Plus Four Super Sports Sports Car

A review of The Morgan Plus Four Super Sports Sports Car, covering development, important features, and technical data of this the fifth model in the Morgan range.

In this Article, I offer a nostalgic look at the Morgan Plus Four Super Sports, one of an elite group of classic cars, which was manufactured during the period 1936 to 1950.

The creation of the Morgan Plus Four Super Sports is, in essence, down to the skills of Chris Lawrence, whose Morgan Plus 4 was very successful in the 1959 UK Race Season.

In 1962, his competition successes came to the notice of Peter Morgan, who offered him Morgan works support.

As a result, he won his Class in the 1962 Le Mans 24 hour race.

Under the name Lawrencetune, he prepared engines for Morgan when specially ordered.

The Lawrencetune Morgan Super Sports used the aluminium low-line bodies prepared specially for Le Mans.

However, prior to low-line Super Sport production, a number of hybrid Plus 4's were produced with the original steel high-line bodies, coupled with aluminium wings, and Lawrencetune engines.

These are now a highly sought after models.

During the period mid 1950's to early 1960's, the Morgan Plus 4 was powered by a series of Triumph TR engines and gearboxes.

In 1960, Morgan teamed up with Lawrencetune, who modified the engines of a small number of Plus 4's which were entered into various endurance events, including the Le Mans.

Since it was not unusual for these modified cars to secure at least Class wins, they duly created interest amongst the sports car fraternity to encourage Morgan to produce equivalent modified Plus 4's.

Hence the birth of the Plus 4 Super Sports.

In February 1961, Morgan launched the Super Sports which featured:

    Specially modified 2138 cc, 4-cylinder Triumph TR2 engine developing 125 bhp at 5500 rpm
    Four speed manual gearbox
    Gas flowed head
    Compression ratio of 9.0:1
    Modified camshaft
    Balanced crankshaft
    Two twin choke Webber 42DCOE carburettors
    Special inlet manifold
    Four branch exhaust system using two pipes
    An oil cooler
    Four wheel disc brakes

The two seater Super Sports were produced in one of two body styles - either the high body or low body versions.

Early models made use of the high-line bodies from the Plus 4, whilst later models used the low-line bodies from the 4/4.

In 1962, a Lawrence tuned Plus 4 secured Morgan's finest success at Le Mans, where it was a Class winner.

As a result, it became the prototype of the Super Sports, which featured a lighter, low-line aluminium body, and a more powerful 125 bhp engine derived from a modified 92 bhp TR2 unit.

These cars were distinctive with their bonnet scoop, which was necessary due to the cars' two twin choke Webber carburettors.

During the period 1961 to 1968, a total of 104 Morgan Plus 4's were modified to achieve the Super Sports specification.

Of these, 95 were two seaters built for racing and competitions primarily in the US.

Furthermore, 50 of these cars were built as convertibles.

With a top speed of nearly 120 mph, they were not only high performance cars, but also well suited to competitions.

A unique example of this car was known as the Baby Doll, and was famous in Morgan folklore.

It was specially ordered, in early 1962, by Lew Spencer, a Morgan dealer and noted SCCA (Sports Car Club of America) member.

This was his personal Morgan race car, in which he subsequently won the 1962 SCCA C Class National Championship.

The Baby Doll was renowned for the fact that it regularly beat Corvettes, Porsches, and E-Types, even though it sported a smaller engine than its competitors.

It has been suggested that the Plus Four Super Sports offered what was probably the best value performance car on the market at that time.

It had precise handling, with a body styling that took one back to the classic cars of the 1930's.

The Super Sports is the most desirable Morgan performance car owing to its competition successes in a number of major international races, combined with its limited production.

This marked the end of the Morgan Plus Four Super Sports

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

Which Morgan Sports Car is Your Favourite?

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Morgan sports cars which were featured in the memorable era spanning 1911

to 1996.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-morgan-plus-four-super-sports.html
Alternatively, please view my website on:
http://www.sportscar2.com/
Article Source: http://EzineArticles.com/?expert=Peter_Radford

The TVR Sports Car

A review of The TVR Sports Car, covering development, important features, and technical data of each model in the range, from the Grantura to the Chimaera.

In this Article, I offer a nostalgic look at The TVR Sports Car, one of an elite group of classic cars, which was manufactured during the period 1958 to 1992+.

TVR was established in 1947 by Trevor Wilkinson.

In 1956, TVR started producing its own glass reinforced plastic (GRP) body shells, as well as the chassis. Within two years, the ground-breaking design of the Grantura was born.

The TVR Grantura

The TVR Grantura Series 1 was launched in 1958. It used a GRP body moulded to a steel chassis, with a 1.1 litre Coventry Climax engine.

Launched in 1960, the Series 2 offered different engines, including that from the MGA, and incorporated rack and pinion steering.

The Series 3, introduced in 1963, used either a 1.6 litre or a 1.8 litre MG engine. The Grantura was succeeded by the Vixen.

The TVR Griffith 200

In 1963, the TVR Griffith 200 sports car was introduced. It was, essentially, a TVR Grantura Series 3 in which the 1.8 litre MGB engine was replaced with a 4.7 litre Ford V8, the same unit as in the AC Cobra.

Demand for this rival to the Cobra was such that TVR was inundated with orders.

The TVR Griffith 400

In 1964, the TVR Griffith 200 was replaced by the TVR Griffith 400 sports car. Like its predecessor, it was a two seater coupe. It used the same engine, but had a higher top speed due to its increased gear ratio.

As a result of a prolonged dock strike in the US, by 1967, only 59 Griffith 400 and 10 Griffith 600, with the newer body design, were built.

The TVR Tuscan

The TVR Tuscan sports car, introduced in 1967, was a two seater, fixed head coupe.

The V8 version used the same 4.7 litre Ford V8 engine as in the Ford Mustang.

By 1970, since only 72 Tuscan V8's were built, it was superseded by the Tuscan V6 sports car, which used a 3 litre, Ford V6 engine. When production ended in 1971, it was succeeded by the TVR Vixen.

Developed from the TVR Grantura, the TVR Vixen was introduced in 1967. It used a 1.6 litre, 4-cylinder Ford engine. The fibre glass body was built onto a tubular frame.

The TVR M Series

Replacing the TVR Vixen And TVR Tuscan models, the TVR M Series sports cars was launched in 1972. They used a glass reinforced plastic body on a metal frame construction. The Series included the 1600M, 2500M,

3000M, 3000S and 3000M Turbo.

In 1974, the Triumph 2.5 litre engine in the TVR 2500M was replaced by a 4.7 litre, Ford V8 engine as used in the TVR Griffith 200.

Hence was born the TVR 5000M. Only a handful were ever built owing to a fire at the TVR factory in 1975.

The TVR Tasmin

In 1980, the TVR Tasmin, a.k.a. TVR 280i, was introduced. It was wedge-shaped, and available as a two seater convertible, as well as a two seater and 2+2 fixed head coupe.

The Tasmin 280i used a 2.8 litre, Ford V6 engine, whilst its cheaper counterpart, the Tasmin 200, used a 2 litre, 4-cylinder Ford unit.

The Tasmin's wedge-shape was not well received, and sales were poor.

Based on the Tasmin 280i, the Tasmin 350i sports car appeared in 1983. Variants of the 350i included:

    the 3.9 litre 390i
    the 4.0 litre 400SE
    and the ferocious 4.5 litre, 320 bhp 450SE

The TVR S Series

In 1987, TVR introduced the S Series. This saw a move away from the wedge-shape to the traditional TVR styling incorporating curves.

The V6 S Series used a Ford V6 engine, whilst the V8 S Series used a modified 4 litre, fuel injected Rover V8 unit.

The TVR 2 litre V8 S Series was a supercharged version of the V8 S. It used a modified 3.5 litre Rover V8 engine, with a reduced displacement of 1998 cc, combined with fuel injection and a supercharger. They were two

seater convertibles.

The TVR Griffith 500

In 1992, the V8 S Series was withdrawn, and was replaced by the TVR Griffith 500 sports car.

Like the Griffith 200 and 400 of the 60's, it was a lightweight, fibre glass bodied, two seater. Initially, it used the modified 4 litre, Rover V8 engine whose capacity could be easily increased.

All used a five speed manual transmission. Interior design was of a high standard. Production ended in 2002.

The TVR Chimaera

Also in 1992, the TVR Chimaera sports car was introduced. It was a two seater convertible and, like the Griffith, made use of the same array of Rover V8 engines.

It was designed for long distance motoring, and was therefore more spacious, internally, and its suspension was less firm than that of the Griffith.

The engine spec was as per the Griffith, although there were minor improvements in top speed.

This marked the end of the classic TVR sports car

Beyond 2000, TVR produced a number of exciting sports cars which, sadly, falls beyond the time frame of this review.

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

"Which TVR Sports Car Is Your Favourite?"

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of TVR sports cars which were featured in the memorable era spanning 1958 to

1992.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-tvr.html
Article Source: http://EzineArticles.com/?expert=Peter_Radford

Austin-Healey 100/6 BN4 Sports Car

A review of The Austin-Healey 100/6 BN4 Sports Car, covering development, important features, and technical data of this the first model in the range.

In this Article, I offer a nostalgic look at the Austin-Healey 100/6 BN4, one of an elite group of classic cars, which was manufactured during the period 1956 to 1959.

The Record Breaking Cars

The Streamliner

In 1956, two sports cars were taken to the Bonneville Salt Flats in Utah as part of Donald Healey's dream of travelling at more than two hundred mph.

The first car was based on a 1954 Austin-Healey BN1, powered by a supercharged, 2639 cc, BMC C-Series, 6-cylinder engine with a four speed gearbox.

Owing to its shape, it was known as the "Streamliner". In fact, this engine, in its standard form, would power the forthcoming Austin-Healey 100/6 sports car.

The supercharged engine was modified by Austin until it had developed 292 bhp at 5000 revs. At this point, they were confident that the car was capable of reaching 217 mph.

One weakness of the car was its bevel rear axle which, owing to the extreme power generated, could fail if the car accelerated too fast.

Before being dispatched to America, the car received extensive aerodynamic testing in a wind tunnel. As a result, it was agreed to remove the car's 1954 rear fin in order to improve stability.

On 9th August 1956, during the first test run, as the car reached 200 mph, the supercharger failed amidst a huge explosion.

After receiveing replacement parts from England, the car was repaired at a local service station.

On 21st August, Donald Healey set off on the first of two compulsory runs, one in each direction.

During the first run, he achieved 204 mph before the supercharger, once again, blew up.

After quick repairs, he reached 197 mph on the second run which gave him an average speed of 201.1 mph. He had achieved his dream of reaching 200 mph.

The Endurance Car

The second car taken to Bonneville in 1956 was known as the Endurance Car, and was an Austin-Healey BN2 sports car fitted with a long nose.

It used a standard 2639 cc engine with a six port head, three twin choke Webber carburettors, a compression ratio of 10:1, and developed 160 bhp.

However, further development on it raised the output to 164 bhp at 5500 rpm when running on a mixture of equal proportions of methanol, benzole, and premium grade petrol.

On 9th August 1956, when engine testing began, problems with vapour lock caused the trials to stop.

On 14th August, further problems with misfiring were encountered.

Subsequently, with problems resolved, the engine was fitted into the body, built by carmakers Jensen, with the cockpit adapted to resemble a single seat racer.

Carroll Shelby and Roy Jackson-Moore, between them, broke the 150 mph barrier with the Endurance car.

The two record breaking attempts were conducted to coincide with the launch of the new Austin-Healey 100/6 sports car in September 1956.

The Endurance car was painted in the two tone colour scheme of Healey Blue and White, and sported an oval grille with wavy horizontal bars that were to be incorporated in the forthcoming launch.

The 100/6 BN4

The 92 bhp generated by the basic C-Series engine was regarded as insufficient to power the new 100/6 especially since its predecessor, the 100/4, produced 90bhp, and was some 330 pounds lighter.

Consequently, as a result of further work on the engine, output was increased to 102 bhp at 4600 revs.

This initial version of the 100/6 BN4 sports car had only two inlet ports which, combined with horizontal 1.5 inch H4 SU carburettors, made for difficult engine breathing.

Although 0-60 mph time was less than that of the 100/4, the new car had a much smoother engine, with good mid range torque, which made for effortless long distance high speed driving.

In late 1957, the BN4 received a new cylinder head with a six port aluminium inlet manifold, and two larger 1.75 inch HD6 SU carburettors.

Together with larger valves and a compression ratio raised to 8.7:1, the engine now developed 117 bhp at 4700 rpm, with an improvement in both acceleration and top speed.

This six port head was the result of the 1956 record breaking cars.

In 1956, the 100/4 BN2 sports car was phased out just as BMC was in the process of rationalising its range of engines as follows: A-Series being 850 cc, B-Series being 1500 cc, and C-Series being 2600 cc.

Since the Austin A90 and Wolseley 6/90 saloon cars were currently using a C-Series, 6-cylinder engine of 2639 cc displacement, it was suggested that this unit could replace the existing 2660 cc, 4-cylinder unit used in the

BN2.

100/6 BN4 Specification:

    2639 cc, 6-cylinder, overhead valve engine
    A two port cylinder head initially, later replaced by a six port
    Two HD6 SU carburetttors
    Four speed gearbox with overdrive on the top two gears
    Independent front suspension with a live axle at the rear
    Hydraulic drum brakes all round
    Windscreen was now fixed and could no longer be folded down
    Two occasional rear seats (2+2 version) until early 1958

Since the new 6-cylinder engine was larger than its replacement, a bonnet scoop was added in order that the radiator, which had now been moved forward, was clear of the bonnet.

Furthermore, in order to extend the appeal of the car, Donald Healey added two occasional rear seats. As a result, it was necessary to increase the length of the chassis by two inches.

The 2+2 version was discontinued in early 1958, and was only offered as an optional extra, since the two seater version became the more desirable.

Apart from 284 units built with right hand drive for the home market, all 100/6 production was exported to the US.

In the latter part of 1957, the manufacture of the BN4 moved from the Longbridge factory to the MG facility at Abingdon.

Production of the BN4 ended in 1958, when it was replaced by the two seater, 100/6 BN6 variant.

This marked the end of the Austin-Healey 100/6 BN4

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

Which Austin-Healey Sports Car is Your Favourite?

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Austin-Healey sports cars which were featured in the memorable era spanning

1953 to 1972.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-austin-healey-100-6-bn-4.html
Alternatively, please view my website on:
http://www.sportscar2.com/
Article Source: http://EzineArticles.com/?expert=Peter_Radford

The Marcos Sports Car

A review of The Marcos Sports Car, covering development, important features, and technical data of each model in the range, from the GT1800 to the Mantaray.

In this Article, I offer a nostalgic look at the Marcos Sports Car, one of an elite group of classic cars, which was manufactured during the period 1964 to 1998.

Marcos was founded in North Wales in 1959.

The first sports car, called the Xylon, had gullwing doors, a high roof, and a split windscreen.

It was given the nickname "Ugly Duckling", and was powered by Ford 1 litre and 1.2 litre engines.

Targeted at competition events, only nine were built between 1959 and 1960. Production models were built up to 1963.

It achieved racing success when driven by Jackie Stewart, and others.

In 1961, there were design changes to the original car, making it sleeker and more attractive.

The plywood chassis and gullwing doors were kept, and the car was now renamed the Marcos Luton Gullwing sports car.

A total of thirteen were built. It was mostly used for racing.

A convertible version, known as the Spyder, was launched with the gullwing doors removed.

The Marcos GT 1800

In 1964, the Marcos GT 1800 sports car made its debut at the London Racing Car Show.

Presented as a road car, it was well received. It retained a wooden chassis, which was encased in a glass fibre shell.

It originally used a 1.8 litre, 4-cylinder, Volvo engine. However, in 1966, this was replaced by a range of Ford engines, from 1.5 to 1.65 litres. Finally, in 1969, a Ford V4 unit was used.

In 1969, the plywood chassis was replaced with one made of steel.

This allowed more powerful engines to be used, such as the 3 litre, Ford V6, or the 3 litre, Volvo straight 6-cylinder.

Cars exported to the US used the Volvo engine to cover exhaust emission regulations.

The Mini Marcos

In 1965, the Mini Marcos was launched.

It had a glass fibre body, and used the sub frame and A-Series transverse engine from the Mini to produce an affordable sports car.

It was successful on the race circuits, and was the sole British entry to finish the 1966 Le Mans race. It was sold as both a production and kit car.

The Marcos Mantis

In 1968, the Marcos Mantis XP was introduced. It was, in fact, a racing car powered by a mid engine BRM V8. Only one car was made.

In 1970, the Marcos Mantis M70 was launched.

It was a 2+2 sports car powered by a 2.5 litre, fuel injected, 6-cylinder, Triumph TR6 engine.

The luxurious interior seated four in comfort.

Marcos Post Receivership

Marcos went into receivership in 1972.

In 1981, Marcos re-emerged from receivership.

The Marcos 1800 GT, from 1964, was marketed in kit form.

A range of engines was available, including the Ford 3 litre V6, 2.8 litre V6 and 2 litre V4, as well as the Triumph 2 litre, and 2.5 litre, straight six.

Up to 1989, there were about 130 kits sold.

The Marcos Mantula

In 1983, the Marcos Mantula was launched.

It was based on the Marcos 1800 GT from 1964, but with a body desighed to be more aerodynamic.

It was powered by the more powerful and lighter Rover 3.5 litre V8 engine.

Its light weight made it a match for other Rover V8 powered cars, such as the TVR and Morgan.

Later Mantulas were powered by the Rover 3.9 litre engine.

In 1986, a convertible version, called the Marcos Spyder, was introduced, powered by the Rover 3.5 litre V8 engine.

It would eventually outsell the coupe versions. Some 170 coupes and 119 Spyders were built.

The Marcos Martina

In 1991, the Marcos Martina was launched.

Looking very similar to the Mantula, it was a lower cost version, and used the Ford Cortina, 2 litre, 4-cylinder engine. Nearly all were kit cars.

Some 80 Martinas were built.

The Marcos Mantara

In 1992, Marcos decided to leave the kit car market.

That same year, the Marcos Mantara was launched.

It was powered by a 3.9 litre, Rover V8 engine, although a 4.6 litre unit was offered as an option.

There was little difference between the Mantara and Mantula.

With the return of Marcos to GT racing, a range of modified Mantaras was produced as LM (Le Mans) versions, including:

    LM400 - using a Rover 3.9 litre engine
    Lm500 - using a Rover 5 litre engine
    LM600 - using a Chevrolet 6 litre engine

Road going LM cars built numbered about 30.

The Marcos Mantis

In 1997, the Marcos Mantis was launched.

It was offered as a two seat convertible, and a fixed head coupe based on the LM series of Mantaras.

The Mantis was powered by the four cam, V8, Ford Cobra engine, developing 370 bhp.

In 1999, a 500 bhp supercharged version became available.

The Marcos GTS, a version of the Mantis, introduced in 1997, was powered by a 2 litre, Rover engine.

An alternative version of the GTS was the Marcos GTS Turbo, of which only one was built in 1997.

The Marcos Mantaray

In 1998, the Marcos GTS was further developed to produce the Marcos Mantaray.

It was powered by one of three Rover options: 2 litre, and 4 litre or 4.6 litre V8 units. Only 17 were ever built.

This marked the end of the classic Marcos sports car.

Beyond 2000, Marcos produced a number of exciting sports cars which, sadly, falls beyond the time frame of this review.

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

"Which Marcos Sports Car Is Your Favourite?"

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Marcos sports cars which were featured in the memorable era spanning 1964

to 1998.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-marcos.html
Article Source: http://EzineArticles.com/?expert=Peter_Radford

The Morgan Four Four Sports Car

A review of The Morgan Four Sports Car, covering development, important features, and technical data of this the second model in the Morgan range.

In this Article, I offer a nostalgic look at the Morgan Four Four, one of an elite group of classic cars, which was manufactured during the period 1936 to 1950.

In 1936, Henry Morgan and his son visited Ford's new factory in Dagenham.

Following the visit, he confirmed his intention that Morgan was to remain a small and flexible company, and would not follow the route of mass production.

He intended to follow in the footsteps of men like Donald Healey, who were car enthusiasts at heart, and whose philosophy was that of being product rather than process led.

By 1936, the Morgan Three Wheeler sports car had been in continuous production for 27 years, in which time some 30,000 units had been built.

However, the introduction of small, economical, mass produced cars spelt the death knell for the three wheeler.

The company's answer was to design and build a completely new car which had four wheels, not three.

The new model was named the Morgan Four Four sports car.

The prototype was rigorously tested both in trials and on the track, and was finally launched at Motor Shows in both London and Paris.

The title "Four Four", chosen to differentiate it from the previous three wheelers, confirmed it had four wheels, not three, and four cylinders, not two.

The car had a steel chassis with steel, later replaced by aluminium, body panels on an ash frame, which gave it the necessary strength and light weight required in a sports car.

The 4-4 was an immediate success.

The original two seater Morgan 4-4 convertible, launched in 1936, was the most sought after of the three variants.

Up to 1939, the car was powered by a 1122 cc Coventry Climax engine, developing 34 bhp.

Beyond this, it was replaced by the Special 1267 cc, overhead valve engine, developing 39 bhp, uniquely supplied by the Standard Motor Company.

Prior to 1938, it incorporated a four speed Meadows gearbox, which was then replaced by an equivalent Moss unit, fitted in the centre of the chassis, and connected to the back axle by a short prop shaft.

The car used 8 inch Girling drum brakes, activated by a rod and cable.

In 1937, the four seater variant was announced, also using the Coventry Climax engine.

Then, in 1938, and using the same chassis, the drophead coupe was launched.

This was an elegant touring car, with high doors, a distinctive windscreen, permanent window frames, and a small wooden panel at roof level which allowed the hood to be closed easily and effectively.

The early model was fitted with the Coventry Climax engine, which was later changed to the 1267 cc Special engine from the Standard Motor Company.

After WW2, all versions of the 4-4 were fitted with the Standard 1267 cc engine, and continued to be built until 1950, when succeeded by the larger Morgan Plus Four.

The 4-4 Series further reinforced Morgan's reputation for quality, performance sports cars.

Morgans acquitted themselves well in road races, such as the RAC Rally, as well as the famous Tourist Trophy in which, in 1937, a Morgan 4-4 won on handicap.

Based on the 1937 winning 4-4, a new limited edition model, called the TT Replica, was showcased, with a distinctive sloping rear panel, and sporting a single spare wheel.

Another limited edition model, called the Le Mans Replica, was based on the 4-4 entered in the Le Mans 24 hour race of 1938 and 1939.

In 1937, a small number of modified cars were built for the race track, and featured 1098 cc Coventry Climax engines, with balanced crankshafts, developing 42 bhp.

In 1938, a works tuned Morgan 4-4, with a novice driver, was entered in the Le ans 24 hour race, and finished 13th overall.

The following year, the car finished 15th overall, and second in class at Le Mans.

Around this time, two noteworthy trials were undertaken:

    A Ford V8 Pilot engine, developing 22 bhp, was fitted to a Morgan chassis, and produced an impressive performance
    An Arnott supercharger, when fitted to a Morgan with a 1 litre engine, allowed it to reach 80 mph

In 1946, car production resumed but, following post WW2 shortages, the allocation of steel was on the basis of export production, rather than for the home market.

Accordingly, the company embarked on an intensive export drive for new markets.

As a result of steel shortages, post WW2 Morgan body panels were built entirely of aluminium.

In 1947, the Standard Motor Company introduced a new single engine policy whereby, after 1949, the special arrangement for the supply of the 1267 cc engine to Morgan would cease.

In 1949, a prototype of a new Morgan was unveiled, featuring a Standard Vanguard 2.1 litre engine which generated a much improved performance, when compared with the 4-4.

The new car was designated the Morgan Plus Four sports car, and was launched in 1950.

At the very first Goodwood Motor Racing Meeting in September 1948, Peter Morgan drove a Morgan in the 1100 cc class and finished in second position.

The company was particularly successful when its car were entered in motor races and hill climbs that were aimed specifically at unmodified production cars.

In 1954, a new company innovation, the cowled radiator, was introduced in order to take advantage of its additional aerodynamic features.

In the public relations arena, Morgan was at the forefront of securing the benefits derived from celebrity endorsements.

In fact, during the 1960's, such notaries as Brigitte Bardot, David Bailey, and Ralph Lauren were all seen driving about town in a Morgan sports car.

Morgan had always concentrated on producing simple cars, with the intention of making them available to the widest possible market.

This marked the end of the Morgan Four Four

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:

Which Morgan Sports Car is Your Favourite?

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Morgan sports cars which were featured in the memorable era spanning 1911

to 1996.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-morgan-four-four.html
Alternatively, please view my website on:
http://www.sportscar2.com/
Article Source: http://EzineArticles.com/?expert=Peter_Radford

The Recent Lotus Elise Series 1 Sports Car

A review of The Recent Lotus Elise Series 1 Sports Car, covering development, important features, and technical data of this the twenty ninth model in the Lotus range.

In this Article, I offer a nostalgic look at the Recent Lotus Elise Series 1, one of an elite group of classic cars, which was manufactured during the period 1996 to 2000.

The Lotus Elise Series 1

Originally, in 1994, the Lotus Elise sports car was projected as a two seater, mid-engined, low production convertible.

It featured a fibreglass body on a lightweight aluminium spaceframe chassis, together with a galvanised steel subframe which supported the engine.

It was powered by an all aluminium Rover K-Series, 1796 cc, 4-cylinder, 16 valve, double overhead cam engine.

Fitted with fuel injection, it developed 118 bhp at 5500 rpm, and 122 ft/lbs of torque at 3000 rpm.

With its high power-to-weight ratio, it produced a top speed of 126 mph, with a 0-60 mph time of 5.8 secs.

The Series 1 Elise was launched in 1996, and was designated the Type 111.

Elisa, the granddaughter of the chairman of Lotus and Bugatti, leant her name to the Elise.

Julian Thomson, head of design at Lotus, was instrumental in the car's styling.

It had independent suspension all round, a five speed gearbox, and disc brakes fitted on all wheels.

With the passenger's seat fixed, the adjustable driver's seat was positioned near the centre of the car, so maximising peripheral vision.

The Lotus Elise GTI

Introduced in 1997, and designated the Type 115, the Lotus Elise GT1 sports racer was powered by a 3506 cc, twin turbo, V8 engine, developing 580 bhp at 7500 rpm, and 288 ft/lbs of torque at 6500 rpm.

With a body made from carbon fibre on an Elise spaceframe chassis, and fitted with a Hewland six speed gearbox, it had a top speed of 195 mph, with a 0-60 mph time of 3.8 secs.

It used vented disc brakes all round.

At least one GTI sports car was built in a street legal format.

The Lotus Elise Sport 135

The Lotus Elise Sport 135 sports car was introduced in November 1998 as a limited edition of 50 units, and its Rover K-Series engine was modified to develop 135 bhp.

It was fitted with a close ratio gearbox, sports exhaust, stiffened suspension, drilled disc brakes, metallic silver paint with a blue tinge, sports seats, roll over bar, and distinctive Sport 135 body graphics.

In 1999, additional units were built which featured Elise 111S wheels, and "Sport 135 99" logos.

The 50th Anniversary Edition

The 50th Anniversary Lotus Elise was a limited edition variant of just 50 units, based on the standard Elise.

Introduced in late 1998, the wheels were gold coloured, it had leather seats, but the sole colour was green.

The Lotus Elise 111S

With a designation based on the Elise Type 111, the 111S was originally given the name Elise Sprint.

It was launched in early 1999 at the Geneva Motor Show as the Lotus Elise 111S sports car, and turned out to be the most popular of the uprated Elise models.

It was powered by the 1.8 litre Rover K-Series Variable Valve Control (VVC) engine. The VVC addition helped produce better breathing at higher revs.

Coupled with a modified cylinder head, it developed 143 bhp. This engine variant gave rise to a wider and smoother power band.

With a close ratio gearbox and lower ratio final drive, it had a top speed of 133 mph, produced a 0-60 mph time of 5.4 secs, and a 0-100 mph time of 14.4 secs.

It featured wide rear tyres, disc brakes all round, a rear spoiler, a grille that looked like an egg crate, uprated springs and dampers, six spoke road wheels, and optional 111S logos.

In August 1999, the Elise 111S was replaced by the Lotus Sports 160, which developed 160 bhp.

The Lotus Elise Sport 160

The Lotus Elise Sport 160 sports car was launched in February 2000, and featured an uprated Sport 135 cylinder head, and a new camshaft and EFI engine management system.

Fitted with a catalytic converter and Sport exhaust, it developed 160 bhp at 7000 rpm, and 178 ft/lbs of torque at 5000 rpm.

Many regarded this model as the best Series 1 Elise.

In June 2000, the Elise 111S was phased out and replaced by the Sport 160 and Sport 160S, of which the later was fitted with sports suspension, a close ratio gearbox, and a taller rear wing.

Each was fitted with five spoke race wheels, either six or eight inches in width.

In July 2000, a kit was offered to increase the output of the engine to 190 bhp, as in the Elise Sport 190.

This marked the end of the Lotus Elise Series 1

Perhaps this stroll down memory lane might have answered, or at least shed light on, a possible question:
Which Lotus Sports Car is Your Favourite?

However, should this question still remain unanswered, I will be reviewing, in some detail, in future articles within this website, the entire range of Lotus sports cars which were featured in the memorable era spanning 1952 to

1996.

I hope you join me in my nostalgic travels "down sports car memory lane".

If you would care to view my Original article, containing Photographs, Videos, Technical Data, and Charts not shown in this Article, then please click the following link:
http://www.sportscar2.com/sports-car-recent-lotus-elise-series1.html
Alternatively, please view my website on:
http://www.sportscar2.com/
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