Shelby Cobra 427 S/C (Hot Wheels Classics 2006 series)
Of all the Cobra variants the 427 Semi/Competition or S/C is the most desirable series. Built from Shelby's competition production line, these were purposeful race-cars that were prepared at the last minute for the road.
The story of the Cobra begins as early as 1959 when Carol Shelby raced for Aston Martin, winning the 24 Hours of Le Mans. Along the way he probably took notice of a well performing AC Ace that would become a foundation for his next venture.
After quitting racing, he return to America to build his own sportscar, turning to Charles Hurlock of AC Cars to supply a chassis and body that was suitable for the new 260 cubic inch Ford V8. After considerable racing success, Ford provided the even larger 427 FE engine. By 1965, chief engineer Ken Miles wanted to fit thengine to win SCCA’s A Production Class and stay ahead of the Corvette Grand Sport.
The Ford 427 was actually a 425 cubic inch V8 developed for the 427 NASCAR regulations. These were strictly race engines with solid lifters and became know for their side oil passage that sent oil to crank first before the valvetrain. Somewhere around 400 bhp was realized.
With assistance from Ford and AC Cars, the team at Shelby American modified the existing AC chassis design to accommodate the big block engine. The completed design was called the mark III chassis was manufactured with larger and wider spaced chassis rails. Shelby ordered 100 of these from AC Cars.
Due to the weight of the engine the brakes and suspension were also upgraded. The body was featured prominent wheel arches to fit wider magnesium wheels and tires. Competition features included an oil cooler, side exhausts, large fuel filler, 42-gallon fuel tank, front jacking points and a roll bar.
Naturally, the 427 Cobra was expected to compete at the top level of motorsport and abroad. Shelby went into immediate production, finishing just over 50 cars when bad news struck. The FIA visited and was unsatisfied with the minimum number of cars required to homologate the 427 in the World Sports Car Championship. Needing 100 cars or more, Shelby's market to was immediately slashed, he cancelled his order with AC, but still had 53 big block Cobras nearly completed.
Naturally some of these cars were sold in primer to American teams and drivers but 34 chassis were still without a home. Shelby’s east coast representative, Charles Beidler, suggested they paint the remaining cars and offer them as the fastest street car in the world.
Not soon after Shelby started fitting the cars with production windscreens. Out of 53 Cobras, CSX3001 through CSX3053, three were sent to Ford, 19 were sold for competition and the rest were converted for road use.
On the road, the S/C was a radical machine. Sports Car Graphic magazine editor Jerry Titus reached 0-100 mph in 13.2 seconds. By comparison the nearest Aston Martin of the day was barely capable of less then twenty seconds.
Due to the very limited production, original S/Cs are a rare sight. Only Shelby's personal Super Snake was faster, using twin turbochargers to offer 800 bhp.
Volkswagen Karmann Ghia Type 14 (Maisto Elite Transport Series)
The Volkswagen Karmann Ghia is a sports car marketed in 2+2 coupe (1955–1974) and convertible (1957–1974) body styles by Volkswagen. The Karmann Ghia combined the chassis and mechanicals of the Type 1 (Beetle) with styling by Luigi Segre of the Italian carrozzeria Ghia and hand-built bodywork by the German coach-builder Karmann.
The Karmann Ghia was internally designated the Type 14. Volkswagen later introduced a variant in 1961, the Type 34, featuring angular bodywork and based on the newly introduced Type 3 platform.
Production doubled soon after its introduction,[5] becoming the car most imported into the U.S.[5] More than 445,000[3] Karmann Ghias were produced in Germany over the car's production life – not including the Type 34 variant. Karmann Brazil produced 41,600 cars locally for South America between 1962 and 1975.
American industrial designer Walter Dorwin Teague included the Karmann Ghia in his list of the world's most beautifully designed products.
The fifth-generation Chevrolet Camaro is a Canadian-manufactured muscle car and sports car produced by General Motors in the United States and marketed under the Chevrolet brand.[5] It is the fifth distinct generation of the Camaro to be produced since its original introduction in 1967. Production of the new Camaro began on March 16, 2009[6] after several years on hiatus since the previous generation's production ended in 2002 and went on sale to the public in April 2009 for the 2010 model year.
Available in coupe and convertible body, it is a version of Camaro with 2LT (V-6) and 2SS (V-8) trims with ZL1 appearance. Changes include:
ZL1 rear spoiler (coupe models)
ZL1 front upper grille
Ground effects package, including front splitter and rocker treatment
Black 21-inch wheels with red outline stripe
Two-tone matte hood graphic and rear taillight panel "blackout" graphic
Fender "flame" graphics
Hot Wheels grille and decklid logos.
Black leather-trimmed interior with red and black seat stitching with the Hot Wheels logo embroidered on the front seats.
Black instrument panel and door inserts
Hot Wheels-style flame decal on each rear quarter panel
Hot Wheels Edition sill plates
Camaro logo premium floor mats with red edging
SS models includes L99 (automatic transmission) or LS3 (manual transmission) engine. LT-based models include LFX 3.6L V-6 engine.
The vehicle was unveiled in 2012 SEMA Show,[129] followed by 2013 Indianapolis 500.
Production began in the first quarter of 2013, and ordering began on 2012-10-29.
Japan models went on sale in limited quantities (10 units), which included Kinetic Blue Metallic body colour, black 20-inch wheels, HOT WHEELS decal stripe, exclusive rear spoiler, front leather seats with HOT WHEELS embroidering, engine cover in black, premium floor mat, LFX V-6 engine.
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The Chevrolet Camaro is an automobile manufactured by General Motors (GM) under the Chevrolet brand, classified as a pony car[1][2] and some versions also as a muscle car.[3][4] It went on sale on September 29, 1966, for the 1967 model year and was designed as a competing model to the Ford Mustang. The car shared its platform and major components with the Pontiac Firebird, also introduced for 1967.
Four distinct generations of the Camaro were developed before production ended in 2002. The nameplate was revived on a concept car that evolved into the fifth-generation Camaro; production started on March 16, 2009.
First-generation Camaro debuted in September 1966, for the 1967 model year, up to 1969 on a new rear-wheel drive GM F-body platform and was available as a 2-door coupé or convertible with 2+2 seating, and a choice of 230 cu in (3.8 L), 250 cu in (4.1 L) inline-6 or 302 cu in (4.9 L), 307 cu in (5.0 L), 327 cu in (5.4 L), 350 cu in (5.7 L), 396 cu in (6.5 L) 427 cu in (7.0 L) V8 powerplants. Concerned with the runaway success of the Ford Mustang, Chevrolet executives realized that their compact sporty car, the Corvair, would not be able to generate the sales volume of the Mustang due to its rear-engine design, as well as declining sales, partly due to the negative publicity from Ralph Nader's book, Unsafe at Any Speed. Therefore, the Camaro was touted as having the same conventional rear-drive, front-engine configuration as Mustang and Chevy II Nova. In addition, the Camaro was designed to fit a variety of power plants in the engine bay. The first-generation Camaro would last until the 1969 model year and would eventually inspire the design of the new retro fifth-generation Camaro.
The first-gen Camaro's offered a standard, Super Sport, and Rally Sport edition. In 1967, the Z/28 was made to address the Sports Car Club of America's year-old Trans-American Race series for compact sedans. The "Z28" came with hood and trunk stripes, "Rally" wheels, and a de-stroked 327 high-rev 302 engine.
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The Ford Fairlane was an automobile model sold between 1955 and 1970 by the Ford Motor Company in North America. The name was taken from Henry Ford's estate, Fair Lane, near Dearborn, Michigan.
Over time, the name referred to a number of different cars in different classes; the Fairlane was initially a full-size car, but became a mid-size car from the 1962 model year. The mid-sized model spawned the Australian-built Fairlane in 1967, although.
The Fairlane was revised in 1966.[10] The appearance was changed to match the Full-size Ford, which had been restyled in the 1965 model year. The front end featured vertically stacked dual headlights. The XL, GT and GTA packages were introduced, as well as a convertible to join the existing range of sedans, hardtops and station wagons. The "K-code" 289 CID engine was dropped this year. The GT featured a 390 CID FE V8 as standard, while the GTA also included the newly introduced the SportShift Cruise-o-Matic automatic transmission. The GT/GTA 390 CID engine developed 335 bhp (250 kW) with higher compression, and had a four-barrel carburetor. Mid year, Ford produced 57 special Fairlane 500 two-door hardtops with "R-code" 427 CID V8s rated at 425 bhp (317 kW) and equipped with Ford's "Top-Loader" four-speed manual transmission. Built to qualify the engine/transmission combination for NHRA and IHRA Super Stock racing, they were white and had fiberglass hoods with a forward-facing hood scoop which ended at the edge of the hood. The Fairlane Squire wagon was reintroduced for 1966.
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The Chevrolet Chevelle was a mid-sized automobile produced by the Chevrolet division of General Motors in three generations for the 1964 through 1977 model years. Part of the GM A-Body platform, the Chevelle was one of Chevrolet's most successful nameplates. Body styles include coupes, sedans, convertibles and station wagons. Super Sport versions were produced through the 1973 model year, and Lagunas from 1973 through 1976. After a three-year absence, the El Camino was reintroduced as part of the new Chevelle lineup. The Chevelle also provided the platform for the Monte Carlo introduced in 1970. The Malibu, the top of the line model through 1972, replaced the Chevelle nameplate for the redesigned, downsized 1978 models.
In 1970, sheetmetal revisions gave the bodies a more squared-up stance and interiors were redesigned, too. The 1970 Chevelle came in sport coupe, sport sedan, convertible, four-door sedan, a couple of wagons, and coupé utility (the El Camino) body styles. Only 3 of these (Malibu sport coupe, Malibu convertible and El Camino pickup) were available with a choice of one of 2 SS options; RPO Z25 with the SS 396 (402 cid) engine and RPO Z15 with the new 454 cid engine. The SS options were limited to the Malibu two-door sport coupe, Malibu convertible and El Camino pickup. The base model Chevelle was now named Chevelle (which causes confusion) in lieu of the former base 300 Deluxe and was only as a sport coupe or four-door sedan.
The SS 396 Chevelle included a 350 horsepower (260 kW) Turbo-Jet 396 V8, special suspension, "power dome" hood, black-accented grille, resilient rear-bumper insert, and wide-oval tires on sport wheels. Though a 375 horsepower (280 kW) cowl induction version was available, few were sold in favor of the newly introduced 454 engine in the October/November 1969 timeframe. The LS5 454-cubic-inch V8 produced 360 horsepower (270 kW) in standard form and a cowl induction version was also available. The LS6 produced a claimed 450 gross HP in solid-lifter, high-compression guise. It has been suggested that the LS6 was substantially "under-rated" and actually produced something on the order of 500 horsepower (370 kW) as delivered from the factory. Recent engine dyno tests have proven that the 1970 LS-6 engine makes over 450 hp and 500 lb/ft torque in stock configuration (stock compression ratio, stock camshaft, stock intake and exhaust manifolds). Super Chevy Magazine conducted a chassis dyno test of a supposed production-line stock 1970 Chevelle and recorded 282 peak HP at the wheels. This test that was not done under SAE standards. The engine was said to be correct but is not confirmed.[12] Current 1/4 mile times and MPH of a 1970 Chevelle equipped with 100% factory stock LS-6 engines and modern tires are turning very low 12 second times (13.07) with trap speeds of 112+ mph.
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The Toyota 2000GT is a limited-production, front-engine, rear-wheel drive, two-seat, hardtop coupé grand tourer designed by Toyota in collaboration with Yamaha. First displayed to the public at the Tokyo Motor Show in 1965, the 2000GT was manufactured under contract by Yamaha between 1967 and 1970. In Japan, it was exclusive to Toyota's Japanese retail sales channel called Toyota Store.
The 2000GT revolutionized the automotive world's view of Japan. The 2000GT demonstrated that Japanese auto manufacturers could produce a sports car to rival those of Europe, in contrast to Japan's image at the time as a producer of imitative and stodgily practical vehicles. Reviewing a pre-production 2000GT in 1967, Road & Track magazine summed up the car as "one of the most exciting and enjoyable cars we've driven", and compared it favorably to the Porsche 911. Today, the 2000GT is seen as the first seriously collectible Japanese car and the first "Japanese supercar". Examples of the 2000GT have sold at auction for as much as US $1,200,000.
The engine was a 2.0 L (121 in³) straight-6 (the 3M) based on the engine in the top-of-the-line Toyota Crown sedan. It was transformed by Yamaha with a new double overhead camshaft head into a 112 kW (150 hp) sports car engine. Carburation was through three two-barrel Solex 40 PHH units. Nine special MF-12 models were also built with the larger but SOHC 2.3 L 2M engine. The car was available with three different final drives. Fitted with a 4.375 ratio axle, the car was said[by whom?] to be capable of reaching 135 mph (217 km/h) and achieve 7.59 L/100 km (31 mpg-US; 37 mpg-imp).[3]
The engine was longitudinally mounted and drove the rear wheels through a five-speed manual transmission. A limited slip differential was fitted, and in a first for a Japanese car, all-round power-assisted disc brakes. The atypical emergency brake gripped the rear disc directly.
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