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  •   Sam Skelton reacted to this post about 2 years ago
    Imagine a seat so carefully engineered that its springs are actually tuned to the suspension motions of the car.

    Mercedes-Benz car seats are designed . to provide fatigue-free comfort over extended periods of time. Orthopedic physicians, working together with the Passenger Car Test Department, dictated that the most comfortable car seat should be firm, not soft and mushy as is often thought, mistakenly, to provide the utmost physical well-being.

    A firm seat wards off the onset of muscle cramp and constriction. And it lessens the incidence of vibrations — the millions of tiny, jarring vertical and lateral movements caused by riding in a moving vehicle, which over a long time can produce strain and muscle fatigue.

    Likewise, by carefully adjusting the resiliency of seat springs to the number of vibrations created by the moving car’s suspension, the Mercedes-Benz engineers reduced the amount of jarring and gentle “rocking”.

    The leading edge of the seat cushion is designed and shaped to allow prolonged periods of stationary position by the right leg — operating the accelerator pedal — without causing cramps or shooting pains that indicate constricted circulation.

    The #Mercedes-Benz passenger cars: #1964
    200 D 60 gr. HP 300 SE* 195 gr. HP
    200 105 gr. HP 300 SEL195 gr. HP
    230 135 gr. HP 250 SL 170 gr. HP
    230 S 135 gr. HP Coupe/Roadster
    250 S 146 gr. HP 600 300 gr. HP
    250 SE* 170 gr. HP 600 Pullman
    * also available as Coupe or Convertible Horsepower ratings according to SAE.

    This is just one example of the engineering excellence that has been a tradition at Daimler-Benz, since the company’s founders invented the automobile. Mercedes-Benz /

    The Mercedes-Benz 230. A built-in ventilation system admits constant fresh air — even with all windows shut.
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  •   kimkar reacted to this post about 2 years ago

    Is it an #Audi , is it a #Ford , is it a Cossy? Read on. / #Ford-Escort-Cosworth-MkV / #Ford-Escort-MkV / #Ford-Escort

    This is a 900bhp #Ford-Escort-Cosworth . Except it’s not, because it’s powered by a five cylinder Audi engine connected to a Skyline gearbox with a rear subframe from a Nissan S14. Oh yeah, it also has electronically adjustable four-wheel drive…


    This Escort Cosworth, if you can call it that, is what marketing people would call ‘a game changer’. Now, this is a phrase that tends to get casually tossed about when someone does something just a teeny weeny bit different and people, who want you to think that that something is actually a lot more exciting than it really is, will call it ‘a game changer’ in the hope that it will grab your attention and make you all giddy. Well, this is more than just a bit different; this is a car that completely and utterly redefines what is possible with the Escort Cosworth and even if it has done so by removing almost all of the #Cosworth DNA, which we know is going to upset quite a few purists reading this, the finished article is so spectacular, so face-meltingly well engineered that anyone who dismisses it for being ‘not a proper Cossie’ needs to go and sit in the corner and have a quite word with themselves. This is proper alright, and it’s all down to the skill, determination and downright bloody-mindedness of its genius owner, Joakim Stigenburg.

    Part of the reason we’re getting so hot under the collar about this car. of course, is because the Escort Cosworth is such an iconic machine, most people are reluctant to mess around with it too much. And this is perfectly understandable, it is an appreciating classic after all. Yes, there have been plenty of stunning big power projects over the years, all based around the equally as iconic Cosworth YBT and yes, we’ve even featured one or two examples that have been the subject of an engine swap as well – but nothing like this. In a world where your typical modified EscCos has a stage four conversion, some coilovers, a set of AP Racing 6-pots and some Compomotive MOs, you have to admit that a five-cylinder Audi 20v turbo engine conversion that’s putting out 900hp at the hubs combined with a Nissan drivetrain and an electronically adjustable four-wheel drive system is something of an eye-opener to say the least – especially so when you consider that our man Joakim did the vast majority of the work himself, at home, and in an unheated garage. And that’s actually quite a big deal, because for starters Joakim is a carpenter by trade, not an engineer or mechanic, so he’s had to learn all the skills you might imagine are essential for a build like this from scratch. Secondly, he’s from Sweden, so on the nights when he started work on the car at 8 o’clock at night and would finish at two or three in the morning, having to do so in a freezing cold workshop really does highlight the determination and passion he has had for this project. How long did it take him to finish it? Ten long years. And it all started when he took delivery of a completely standard 1994 model year Escort Cossie.

    “I started off with a 330bhp stage three kit, but after only a couple of months I wanted more power, so I modified it to stage four and around 450bhp,” remembers Joakim. “At this point, I decided that I should really have a roll cage for safety reasons, so I stripped the interior out and started work on building myself one. I guess this was the point where things started to get out of hand!”


    We suspect that from the very start, Joakim had his sights set on more than just a stage four conversion – he’s Scandinavian after all, and when it comes to building big project cars, events like Gatebil are proof that these guys don’t tend to do things by halves. It was the Norwegians that made the quantum leap in Cosworth tuning at the start of the noughties, and we have to assume that these kind of extreme machines served as an inspiration for Joakim as well. In short, he had to have more power and as such, he set about building a fully forged Cosworth YB in order to achieve it and to extract as much potential as he could from the freshly caged shell.

    And when we say ‘more power’ we do mean just that, because rather than the 500-600bhp that most people would deem to be about the limit for anything approaching vaguely useable for a fast road car, Joakim had his heart set on double that – and as such, he decided that the standard Ford transmission just wasn’t going to be up to the task of processing that amount of grunt. So, an alternative was required, and as luck would have it, one was about to present itself in the form of a Skyline GT-R33 gearbox, complete with a Pftizner Performance ‘dog engagement’ gear set.

    According to Joakim, a similar set-up had been proven on a Skyline with around 2,000bhp so he was pretty confident it was going to be man enough to deal with the power he had planned for the Escort. All he had to do now, was find some way of getting it to fit. The answer to that was to spend many, many hours fabricating and welding in his garage, and whilst he did in the end manage to successfully get the Skyline ‘box in place, by the time he did so, he’d somehow managed to completely change his mind on what engine was going to be attached to it!


    The forged YB was built and dyno’d, but the consensus was that it was just going to take too much hard work in order to push it close to the 1000bhp mark and that, once there, it would just be too fragile. So, it was put to one side and the hunt for a replacement began. And for those that are thinking it’s a crime to discard a Cossie YB in such a careless manner, don’t fret – Joakim ended up de-tuning it to a mere 590bhp and 457lb/ft and slotted it into his Sapphire Cosworth instead.

    As it happens the Saph was to take centre stage for quite some time, because after finding a new engine for the Escort, which turned out to be a turbocharged Volvo five-cylinder unit tuned to around 700bhp, this engine ultimately proved to be more trouble that it was worth, and Joakim became so frustrated with it all that he put the Escort to one side in order to spend some time with the Sierra.


    That was until about two years ago, when the half finished Escort was dragged to the front of the workshop so that Joakim could finally finish what he’d started. Job number one was to find yet another engine, and whilst the six-cylinder turbocharged unit from a Skyline could have been an obvious contender in so much as it would have matched up to the gearbox and would have easily provided the power required, Joakim had other ideas. Again, we suspect that the final choice of engine was inspired largely by the no-holds barred creations that crop up at events like Gatebil, but whether that’s the case or not, with just over 900hp on tap the 2.5-litre Audi based 5-cylinder engine that now resides in the front of the Escort is an absolute monster.

    Built up around a super strong diesel spec 2.5-litre, five-cylinder Audi block, the top half of the engine incorporates an old school Audi 7a five-cylinder 20v head. Again, Joakim has done the vast majority of the engine build himself, which has included not just mating the head and the block, but fitting JE pistons and H-section rods, a VAG coil pack conversion, custom Cat cams, a custom dry sump and CPS inlet and exhaust manifold – not to mention the small matter of bolting on a Precision 6466 billet roller bearing turbo and then getting the whole package up and running with MaxxECU engine management. On top of that, he’s had to chop around the front of the Escort in order to get the engine to fit and match it up to that bulletproof Skyline gearbox as well.

    The time and effort that has gone into the engine build is one thing, but the amount of custom fabrication and engineering involved throughout the whole car is another thing altogether. For instance, Joakim had to design and build a custom suspension set-up at the front of the car, using a combination of custom driveshafts and Nissan hubs to get power to the front wheels. If that wasn’t complicated enough, the rear of the Escort has basically been converted to a semi-tubular chassis, with a Nissan S14 sub-frame in place that in turn accommodates a hybrid Ford/Nissan suspension set-up. And then there’s the Rallycross style rear mounted radiator, the dry sump tank and fuel cell boot install, the custom home-built cage, the custom centre console that houses all the switch gear…the list goes on and on.


    One of the Escort’s biggest party tricks, however, is not the top of the range hardware or bespoke fabrication, but the electronic wizardy that’s been employed to make the whole thing work in the first place. The heart of this is a MaxxECU engine management system, and whilst it does the normal things that ECUs do with regards to engine duties, it also supplies huge amounts of data to the large electronic screen situated behind the steering wheel and even allows Joakim to switch from super grippy four-wheel drive, to ultra skiddy rear-wheel drive at the flick of a switch.
    Considering the Escort has been built to contest both drift and regular motorsport events, it’s a brilliantly clever modification and one that we’ve never seen before on a Performance Ford feature car.

    But then, we’ve never seen a car like this before in PF full stop. Yes, we’re aware that it’s lacking its original Cosworth components and for some, this will always be a step too far, but we reckon that in this instance it doesn’t really matter. Think of this Escort as a source of inspiration, proof of what can be achieved with just a cold garage, lots of late nights and a sheer bloody-mindedness to see a dream project car through to completion. So grab yourself a second hand welder and get to it…

    TECH SPEC Ford-Escort / #Ford-Escort-Cosworth / Fifth generation / #Ford-Escort-MkV
    ENGINE: Audi 2.5-litre diesel block, JE pistons and #H-section rods, CrMo flywheel, ported Audi 20v turbo 7a head, #VAG coil pack conversion, Cat cams, bronze guides, #Supertech valves, #CrMo retainers, dual valve springs, Precision 6466 billet roller bearing turbo, Precision 46mm wastegate, Tial dump valve, custom dry sump, CP-S stainless exhaust manifold, CP-S inlet manifold, #Accufab throttle, #MaxxECU engine management, rear mounted radiator, dry sump tank and fuel cell, 904hp at the hubs, 752lb/ft

    TRANSMISSION: Electronically adjustable 4WD system allowing for full rear wheel drive or 50/50 four wheel drive, R33 Skyline ‘box with Pftizner Performance ‘dog engagement’ gear set and modified transfer box, Nissan S14 rear cradle with adjustable trailing arms, custom prop and driveshafts, Skyline differentials, custom trailing arms, knife edge anti-roll bar.

    BRAKES: #Alcon 6–pots with 356mm discs (front), Skyline GT-R 2-pot #Brembo s with 320mm discs at rear

    Suspension: custom front suspension with #GAZ-Gold adjustable dampers, Nissan S14 rear sub-frame with Cosworth spec #GAZ Gold adjustable dampers at rear.

    CHASSIS: #1994 Escort Cosworth, semi-tubular chassis at rear with #Nissan-S14 subframe, poly windows Interior: full weld-in custom roll cage, custom centre console, custom pedal box, Sparco Lico seats, Sparco plumbed in fire system, hydraulic handbrake.

    EXTERIOR: Audi Ibis white Wheels: Nissan hubs, 8.5x18-inch #Toora alloys, #Maxxis Ma-Z1 tyres.
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  •   Glen Waddington reacted to this post about 3 years ago
    Ford takes 1st, 2nd and 3rd at Le Mans! Now take another look at Ford’s Total Performance / #Ford-GT40-Mark-II / #Ford-GT40 / #Ford-GT-Mark-II / #Ford-GT / #1966

    Le Mans, France, June 19. Fords GT Mark II, driven by #Bruce-McLaren and #Chris-Amon , won first place in this 24-hour classic, the most gruelling of all endurance races. And two other #Ford GT’s placed 2nd and 3rd — making it a total victory for Ford.

    The Ford entries beat a field of 55 other cars from the U.S. and Europe. The winning Ford averaged 125.11 mph and covered 3,002.72 miles, an all-time record for the event.

    Take a look at the record. Le Mans is only the latest in a long series of impressive Ford race and rally victories around the world: Cortina — Car of the Year in #1964 .

    Zodiac — 9 world records for high-speed endurance in its class at Monza, Italy. Taunus 12M — over 100 world records shattered in a 358,000-kilometer en-durance run at Miramas, France. Ford power won again in America’s famed Indianapolis 500.This year only 11 cars finished the race, and 8 were powered by Ford.

    Take a look at the Fords. The great Ford engineering that has made possible such brilliant performances in competition has also worked miracles in innovations and advances in the cars you can buy. Examples? By the score.

    From America comes Mustang, unique in design, outstanding in performance. It has become the world’s most popular new car.

    Britain’s Cortina introduced Aeroflow Ventilation, the first closed-window system available in the low-priced field.

    Germany’s Taunus 17M and 20M will soon be available with a new sports shift Taunomatic Drive which will let you shift through the gears manually, or will operate like a true automatic.

    See and drive the new Ford-built car of your preference at your Ford Products dealer. You’ll prove to your own satisfaction as Bruce McLaren and Chris Amon did at #Le-Mans – a Ford is built for Total Performance.
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  •   James Page reacted to this post about 3 years ago
    The #Ford-GT40-Mark-II / #Ford-GT40 / #Ford-GT-Mark-II / #Ford-GT / #1967 / #Ford / #Le-Mans / #Shell

    What is inside the Shell inside the Ford? A layman's guide to the hopes, headaches, ideas and tests that produce today’s gasoline and oil.

    You probably realise that a lot of hard work goes into producing the gasoline and oil you use. But you may like to know a little more of what goes on behind the scenes. Here you can read about some of the things that happen before your car (or one of the champion Fords, above) can be powered and lubricated by Shell products.

    Hopes and headaches

    Shell scientists and engineers are born optimists. The raw material of their work exists a long way below the surface, where no one can see it. And it is always necessary to drill to prove its existence.

    There are engineering problem's and economic problems, problems of time and space. One deep exploration well in Venezuela took 360 days to drill. A diamond drilling-bit costing $25,000 was worn out after only 2 ft. of penetration in hard Canadian rock. By overcoming such difficulties, Shell ensures plentiful, economic supplies to you and other motorists.

    Shellmen use some highly sophisticated equipment. One newcomer is Capshell, a laboratory that works on the sea bed, and the only one in existence today. In the next 25 years, one-quarter of the world's gas and oil will come from under the sea.


    The work of Shell researchers on fuel and lubricants for your car is never complete. The problems are always changing. Traffic conditions are more demanding, motorways are ribboning large areas of the world, and sustained high speeds are more common.

    Shell people must not only keep up with all this, but also keep ahead of it: so that when there's a new need, new Shell products are ready to meet it. Better oils make it possible for better engines to be designed - and better oils come only from research. Last year. Shell's research cost some $100 million.


    Long before they reach racing drivers or you, Shell gasolines and lubricants have had a very punishing time - in the laboratory, on roads and race tracks. In Britain, production cars with Shell Super Motor Oil were driven over 10,000 miles, round and round a test track. In Australia, a Volkswagen travelled over 8,000 rugged miles in less than six days, and finished (thanks to this oil) with its engine parts looking as if they had just come off the shelf.

    Super Shell gasoline, the result of many years' evolution, was proved in similar ways: secret tests, public tests, tests in many countries - most recently on roads in Europe and North Africa, to show the value of specific ingredients.


    The Super Shell gasoline you buy (with the famous Ignition Control Additive) has no fewer than seven special ingredients. Each of these produces a specific advantage (such as good mileage and the prevention of stalling). And it is the balance of all these ingredients that makes this such a good gasoline.
    Shell Super Motor Oil has a formula that is exclusive to Shell. It is a blend of highly refined oils and carefully planned additives. This is the first oil available all over the world for every type of car, in every driving condition and climate. No other oil gives such excellent protection against engine failure.

    You benefit

    It would be surprising if you did nor benefit after all the work that has gone into the Shell gasoline and oil you use. You benefit whether the route you travel is a shimmering motorway in the sun, or an unfriendly half-track in a blizzard. You benefit whether you bounce in a proud jalopy, or float in a grand saloon. On six continents there are more Shell service stations than any others. And at every one you can be sure of getting products with all Shell’s care and scientific ingenuity built into them.


    The next time you drive in for a fill-up, or an oil change, you probably will not give a thought to the work that made it possible. That is as it should be. But if you would like to know more about gasoline and oil, or any of the Shell products described on the right, please get in touch with the Shell company near you. They will be pleased to help.

    But Shell is more than gasoline and oil:

    A The Shell Toroidal Burner is a new oxy-fuel burner which produces a flame very much hotter than that of conventional burners. In steelmaking furnaces its use has resulted in improved production, and the suppression of red oxide fume. Shell fuel oils arc also used for many other jobs in today's advanced steelworks - from making pig iron to producing the finished article.

    A By the 1970’s, supersonic airliners will serve the world. Shell Research has for years tackled problems arising from high speed flight. For example, at twice the speed of sound parts of Concord's skin will be hotter than boiling water. Shell works with aircraft and engine manufacturers to ensure that tomorrow’s supersonics, like the jets of today, can use kerosine instead of costly ‘special’ fuels. Now research is looking forward to the ramjet, a hypersonic engine with almost no moving parts, for the Mach 5 travel of the future.

    Two milk containers are dropped: the bottle breaks, the plastic sachet remains intact. This new container has come from the Koninklijke/Shell Plastics Laboratorium at Delft, in Holland. But being unbreakable is only one of its advantages. Because it is almost opaque, its polyethylene laminated film protects milk against the effects of daylight (in a glass bottle, light can cause loss of flavour and, within 2 to 4 hours, loss of vitamins). Milk in the sachet stays fresh longer. The sachet itself is also lightweight, easily stored and disposable.

    One of the victorious Fords (with #Shell-Oil ) in the 24-hour race at #Le-Mans this (1967) year.
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  •   Malcolm McKay reacted to this post about 4 years ago

    In terms of shouty Fords, the Sierra XR4x4 was a bit of an odd duck. It didn’t really know what it was, some people still don’t understand them. However, that doesn’t detract from the fact the XR4x4 has now achieved classic status. Chris Pollitt /// Bruce Holder

    When the #Ford Sierra hit the roads back in the early ‘80s, it was something of a sensation. The motoring public weren’t actually ready for it, something that makes sense when you consider the incredibly formulaic Cortina was the Sierra’s predecessor. The ‘jelly mould’ as it was affectionately nicknamed due to the liberal use of curves within its design, soon won motorists round. It had the familiar rear-wheel drive of the Cortina, it drove incredibly well thanks to the transition to independent rear suspension, it was spacious, and it was also frugal. It was all things to all men, basically. However, Ford wasn’t satisfied with making a good car – it wanted the Sierra to be a great car. It also wanted the Sierra to further trounce its rivals by being a performance car, too. The question was, could a car that had been built and originally marketed to be the dictionary definition of a car, nothing more, nothing less, a car that had taken that role on with aplomb and huge success, be a performance car too? Would that be stretching things a bit thin? There was only one way to find out.


    The groundwork for a sporty Sierra had already been set out two years prior in #1983 with the Sierra XR4i. It was drastic in its differences to the normal Sierra thanks to its big, twin rear wing, sporty bumpers and, of course, the fact it had lost two doors. Despite its obvious origins, it still stood out on its own. Add the 2.8, fuel-injected Cologne V6 engine from the Capri, and you’re onto a winner.

    Okay, so it wasn’t the fastest car to ever hit the road, but at least it showed what the Sierra could be. It was also a good precursor to the mighty Cosworth variant, which, like the XR4x4, was also due in 1985. Unlike the XR4x4 though, the Cosworth was a homologation special, designed and built so Ford could windmill into the world of Group A Touring Cars. This was reflected in its £15,950 price tag, which would have bought you a house in #1985 .

    The XR4x4 was to be a bit more ‘everyman’. It was also a chance for Ford to show the motoring world that it too had a grasp of four-wheel drive technology, something Audi and Peugeot were flaunting with a great deal of success in the world of rallying. However, unlike contemporary cars that offer four-wheel drive as feature and benefit, the XR4x4 chose to shout about it care of specialised badging and trim options. The ‘80s were a time that saw marketing men easily pleased, so to them, it seemed like a good idea. The system employed to deliver power to all four wheels consisted of two viscous coupling limited-slip differentials, with the front driveshaft actually going through the sump. The power from the V6 engine was split 36/64 front/rear and in theory it made the Sierra XR4x4 a capable and agile machine with bucket loads of grip. Though, as we said, that was only in theory.


    Despite being the best part of £10,000 cheaper than the Cosworth, the XR4x4 wasn’t a massive seller when compared to the rest of the Sierra range. In fact, around 23,000 XR4x4s were sold, out of approximately 945,000 Sierras in total. The main basis for this was the pull, exclusivity and positive reviews for the RS Cosworth, which whilst more costly, was also more focused on the performance car buyer. The XR4x4 was marketed as a sporty car, but in reality it couldn’t compete with its turbocharged sibling.

    Then there’s the fact the Sierra in five-door guise was seen more as a fleet or company vehicle, something reflected in the range of engines, which included a 1.8 CHV that was designed and built with the fleet operator firmly in mind. A 4x4 version with a thirsty V6 was a bit of an anomaly in the line up. The XR4x4 was originally going to have a 2.0 engine, which may have swayed some buyers, but upon its release, the V6 was there to stay.

    The biggest issue, however, was the fact it simply wasn’t very good. That may sound harsh, so hear us out. As a standalone car, it was capable, grippy, relatively quick and by no means was it hard on the eye. Compare it to the likes of the more refined 4x4 offerings from the likes of Audi though, and it looked dated and basic. The XR4x4 was a bold move for Ford, but ultimately, one that didn’t pan out as it had hoped.

    Over the years, the cars fall by the wayside in favour of the Cosworths and even the XR4i. Thankfully though, as seems to be the case these days for XR-badged vehicles, the love is returning and clean examples are fetching strong money.

    There are plenty of projects available out there too, but be warned, the Sierra rusts for fun, so don’t expect it to be a cheap restoration!


    We must say, we were a little bit excited about this. The red XR4x4 at Ford’s Heritage centre is immaculate, it’s real time warp stuff from the condition of the paint through to the smell on the interior – take a deep breath and you can suddenly hear Prefab Sprout, wonderful. Anyway, as we turned the key there were no hot dogs nor jumping frogs (if you don’t get that reference, ask your dad), just the welcome thrum of that V6 engine. Before setting off, it’s worth noting that there’s something very comforting about a Sierra, the way the dash wraps around you, pointing everything at the driver. It makes it feel like a safe place to be, which was a handy sensation to have when we gave it a boot-full.

    The V6 only has around 150bhp, so the XR4x4 was never going to set the world on fire. However, care of the 4x4 system, it actually puts the power down with certain surefootedness. You can feel it’s working hard, that it’s the culmination of metal bit engaging other metal bits, not the symphony of electronic aids and associated wizardry that we’re used to today. That’s not a bad thing though, as there’s a degree of fait accompli brought on by knowing it’s a physical, mechanical process.

    It’s a bit clunky, mind. The gear change is smooth, but firm. The power delivery is sometimes clumsy and can overwhelm the 4x4 system if you really lean on it and the power itself really isn’t a great deal. An XR4i is a lot more fun to drive, primarily because there isn’t a 4x4 system to sap the power that’s there. Hell, a late model 2.0 Ghia or something similar would probably be more fun. Still, that’s a moot point these days. The XR4x4 should be applauded for what it was – a valid, if ultimately flawed, attempt by Ford to enter a new market and to offer a new level of drive and function. It’s not a bad car by any stretch, it’s just not as good as it probably could have been.

    TECH SPEC ORIGINAL CAR #Ford-Sierra-XR-4X4 / #Ford-Sierra

    ENGINE: V6, 60deg V, 2,792cc, central gear driven camshaft, pushrods, 2 valves per cylinder, iron cylinder heads and block, #Bosch-K-Jetronic mechanical fuel injection, 148.2bhp @ 5,700rpm.

    TRANSMISSION: Four wheel-drive by #Borg-Warner #Borg-Warner-Morse-Hi-Vo chain and viscous coupling, front drive shaft through engine sump, sdp clutch, 5-speed synchromesh, 37% drive to front, 63% to rear, 3.36:1 final drive.

    SUSPENSION: IFS by MacPherson struts, IRS by semi-trailing arms and coil springs, front and rear anti-roll bars, telescopic dampers.

    BRAKES: Hydraulic servo brakes, front 260mm vented discs, 252mm rear drums, dual circuit.

    WHEELS & TYRES: 14x5.5 alloys with 195/60 R14 tyres. Interior: Uprated trim and sports seats, electric front windows, heated rear window, tinted windows.

    EXTERIOR: XR badging, rear spoiler, front fog lights.
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  •   Mike Renaut reacted to this post about 4 years ago
    For #1980 , #Mercedes-Benz / #Mercedes-Benz-W116 introduces the most relentlessly efficient automobiles in its history.

    Dramatic fuel mileage gains of from 14.3 to 33.3 percent in gasoline models — without downsizing bodies or engines a whit. All five Diesels gain new power — without spoiling their famed fuel efficiency. A remarkable engineering accomplishment. But just what you’d expect from Mercedes-Benz in times like these.

    Stringent efficiency is no sudden demand to the engineers of Mercedes-Benz. For 94 years they have built cars with little else in mind.

    For 1980, these engineers have inched the standards up another notch. The result: eleven automobiles that stand as the most relentlessly efficient Mercedes-Benz has ever built. Evolution, not revolution.

    This new peak was reached without panic. Without downsizing bodies or cutting engine capacity. Without cutting hundreds of pounds of weight.

    And without cutting corners in safety or comfort or quality. From the solid “clump” when you shut a door, to the deep safety padding that envelops the cabin, down to the last lovingly hand-rubbed enamel coat, you can rest assured a Mercedes-Benz is still a Mercedes-Benz.

    Through meticulous technical refining, it is simply an even more efficient Mercedes-Benz.

    Diesels — and more power to them

    In any ordinary year, it would be major news that Mercedes-Benz engineers had boosted the performance of their Diesel- powered cars.

    And boost it they did — to a healthy degree. The muscular 300 SD Turbodiesel W116 is even more muscular. The five-cylinder 300 TD Station wagon, 300 CD Coupe and 300 D Sedan move more briskly. The 240 D Sedan enjoys new punch.

    But 1980 is no ordinary year.

    The best news is that the legendary Diesel fuel efficiency remains legendary. The economy of the 240 D remains in the rarified air usually reserved for compacts and mini-cars. For 1980. the 240 D with manual transmission has an EPA estimate of 28 mpg. That beats every compact, mid-size and large car listed in the official FPA fuel economy information for 1980, published September 7. 1979.

    All of this has been accomplished without tampering with the 240 D's solid 1.5 tons or its first-class accommodations.
    The 300 SD Turbodiesel gains a full 10 horsepower, further increasing its lead as the most efficient Diesel yet installed in a car. But while performance soars, fuel mileage remains the same as last year. Compare this to other cars. Your mileage may differ depending on speed, weather conditions and trip length! Mercedes-Benz engineers did enjoy a rather unfair advantage over other engineers working on other 1980 Diesel cars: the advantage of a 44-vear Diesel heritage.

    The pleasant shock of efficiency

    Mercedes-Benz offers the American buyer a choice of six gasoline-powered automobiles again in 1980. All six remain object lessons in advanced design.

    But the connoisseurs who always admired the 450 SFL Sedan as the nr plus ultra of automotive travel get a bonus in 1980. So do advocates of the six-cylinder 280 F. and 280 SF Sedans, and 280 CF Coupe. And enthusiasts of the 450 SL Roadster and 450 SLC Coupe may also be in for a pleasant shock.

    In these cars for 1980. fuel efficiency gains some makers might be pleased to achieve in two. three or five years have been achieved in one. Advances ranging from a 14.3 percent increase in fuel mileage for the 280 CE Coupe, 280 F and 280 SF Sedans, to a 33.3 percent gain in the 450 SEL Sedan, the 450 SL Roadster and the 450 SLC. Coupe. Compare this to other cars. Your mileage may differ depending on speed, weather conditions and trip length.

    Quality service: reaffirmed commitment
    With every new Mercedes-Benz comes a dual commitment: to provide unparalleled engineering in its cars and to provide unparalleled service — through the unstinting efforts of over 400 authorized Mercedes-Benz dealers across the United States.

    A challenge since 1886

    Every car maker today speaks of its cars being “right for the times.” Mercedes-Benz is no exception.

    But it is worth noting that Mercedes-Benz — having never let its cars grow too long and large and heavy — is not now forced into radical redesign to bring them back in line.

    Making its cars more efficient does not loom as “the challenge of the eighties” at Mercedes-Benz.
    It has alums been the challenge. Engineered like no other car in the world.
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  •   Antonio Ghini reacted to this post about 4 years ago
    OLD GOLD / MUSTANG MAGIC GOLDEN #1966 #Ford-Mustang-Convertible / #Ford-Mustang-MkI / #Ford-Mustang-Convertible-MkI

    Mom’s 1966 #Ford-Mustang has brought top-down pleasure to four generations.
    By Mark j. Mccourt /// Photography by Richard Lentinello

    The original Mustang was famously all things to all people. For the Eiselben family of St. Louis, Missouri, a 1966 model got rave reviews playing the dual roles of Mom’s grocery-getting, kid-shuttling daily driver and Dad’s fun-in-the-sun weekend convertible. It had a place of honour in the family garage 49 years ago, and it still does, in son Karl Eiselben’s garage, today. This Mustang convertible may have transitioned from all-weather transportation to concurs-winning trailer queen through the decades, but “Old Gold” remains in the family’s expert care, and will continue to make memories for its purchasers’ great-grandchildren.

    A 1962 Rambler American convertible was the first occupant of the second bay of Roland and Alice’s garage, and that homely cute AMC — purchased new with white paint and top over a gold interior—was the originator of the dual-role family car. It remained in service until Karl’s older brother Kurt bought it from them. Karl — who currently lives in Palm Beach Gardens, Florida — was a nine-year-old auto enthusiast, building scale models of Mustangs and Shelbys, when his father settled on a real Mustang convertible as the Rambler’s replacement. “I went with him to look at several of them,” he recalls. “Dad wanted the 289 V8 so it would have some ‘go,’ but he also wanted an automatic and power steering, so Mom could comfortably drive it. When my mom saw this car sitting in the corner of Cavalier Ford in St. Louis, she was sold — she knew it was the one.”

    The sporty #Ford ’s striking Antique Bronze paint and complementary two-tone Parchment-Saddle interior were set off with a black vinyl top and accessory 14 x 5-inch Styled Steel wheels. It had the desired powertrain, and much more; also included were a power top ($52.95), Rally-Pac gauges ($69.30), the Visibility Group of mirrors and two-speed electric wipers ($29.81), and individual accessories like a centre console and passenger mirror. “Dad negotiated with the dealer to add the trunk-lid luggage rack, the engine chrome dress-up kit and the undercoating that would protect it during those Missouri winters,” he explains.

    The V8 was a nice upgrade over the base straight-six engine, this car’s being the C-code version sporting an Autolite 2100 two-barrel carburettor. With its 9.3:1 compression ratio, this V8 made 200hp at 4,400 RPM and 282-lb.ft. of torque at 2,400 RPM, which was plenty for the circa-2,800- pound convertible, even considering that optional three-speed C-4 Dual-Range Cruise-O-Matic automatic. As Karl would later learn, this powertrain provided more “go” than the standard, unassisted 10-inch drum brakes could comfortably handle; “You’d be better off using a rock and chain to slow the car down than using the brakes it has!

    “I was with my parents when they took delivery of the car. It was an exciting time for us — back then, when you bought a new car, it was really something special. We started calling it ‘Old Gold’, right away, a play on the paint colour name,” he remembers. Their special soft-top was one of 72,119 convertibles built for 1966, out of an incredible 607,568 Mustangs — 1966 represented the best-ever model year of Mustang production. “It was an everyday driver that was also the fun car for the family. Mom would have the top down most of the summer. And because Dad enjoyed convertibles, we always took good care of it. It certainly got used, but it was never abused.”

    Karl had an after-school job during his high school years, and as his parents had done for his brother seven years earlier, they consented to sell him the Mustang. “Growing up with my dad, I’d helped him take care of the car in hopes that I could someday buy it. When that came to pass in 1973, I drove it every day to school and work, and all weekend,” he says. “I had a lot of fun with it. But I still remember the day when it sat in the school parking lot, and kids from a rival school drove through and threw orange paint around, hitting my car and a Chevelle 396 convertible I always parked next to. As I was walking out of school, I wondered why there was a big crowd standing around our cars. I found orange paint all over our tops and back windows, and dripping down the sides. We filed police reports, but I don’t know if anyone was ever caught.”

    Virtually all of the vandals’ paint was removed — “To this day there are still a few small spots on the car. I’ve left them there purposely because I know where they are,” he laughs. Old Gold got a new coat of Antique Bronze when Karl was still in high school; he worked with his body shop-owning friend to sand and respray the body. The Ford then brought its youthful owner to college, and was his sole transportation there for a time, as well; “I left it at school one weekend when I went to visit my sister, and when I got back, I found it had a cracked windshield. I wanted to protect it and keep it garaged, so I drove it back home to my parents’ home and bought a 1966 Mustang coupe as a replacement daily driver. I used that coupe for the duration of college.”

    Roland and Alice didn’t mind this car returning, as they hadn’t replaced it with another convertible, that body style largely having fallen out of favour in the mid-1970s; they enjoyed using it sparingly in the summer months. As a third car, it mostly sat, but it did come out with the top down on sunny days, for trips to the local ice cream shops. Karl got married, and life’s distractions meant the Mustang wasn’t a top priority until 1990, when he attended a show put on by St. Louis’s Show-Me Mustang Club. This was where he met kindred spirits who convinced him to treat Old Gold to a concurs-quality restoration.

    “When I decided on the restoration, it was a pretty easy job, because we’d taken care of the car. It may be the only Missouri Mustang that still has its original floors!” he laughs. “It had about 90,000 miles on it. There was very little rust, a little bit in the front fenders. Rather than cut that out, it was easier to replace the fenders with rust-free original fenders. The driver’s door tags have never been removed.”

    Karl turned to another old friend from high school, Bruce Zbaron, who owns Smitty’s Auto Body in nearby Valley Park, Missouri, for help with this restoration. “Just like I did in 1973, I did the sanding work for Bruce,” he recalls. “He would prime it and give the car back to me for the sanding. I would sand it and think I had it perfect, but he’d put circles and arrows all over it, giving it back and telling me to do it again! I eventually got it straight. I also replaced the interior. I have sweat equity in this car, absolutely.”

    A major upside to restoring an early Mustang is that so many parts are available. But rather than buy new reproduction parts, Karl made a conscious choice to reuse as many of his car’s original parts as possible. As for the brightwork, the factory bumpers were rechromed, and the original stainless trim was polished and put back on. He also resisted the temptation to alter the car with readily available upgrades like air conditioning, the GT trim or a Pony interior, reasoning, “That’s not the way my parents bought it, so the car will have to stay the way it is.” And well after the body’s restoration was completed, the car’s 100,000-mile milestone prompted its owner to give the 289 V8 a preventative refurbishment.

    In the years since it was finally finished, the Eiselbens’ Mustang has earned many trophies and much admiration, the car having won Mustang Club of America and AACA Senior Grand National awards. But more than that, it’s brought them together. “My dad passed away in 1994, but before that, the Mustang Club of America’s publication, Mustang Times, did a cover shoot on Old Gold with my dad, myself and my son on it, and called it, ‘Like Father, Like Son, Like Son.’ That’s the only picture I have of Dad, Eric and myself with the car.”

    He continues, “I’ve done father-son and father-daughter weekends with it at car shows. My children were with me every time we’d go to local, regional and national shows with Old Gold. They would help polish and clean, and it was always great fun for the family. It really has been something all of us, as a family, could work together on, and they have as much attachment to the car as I do.” Today, the Mustang’s odometer reads roughly 106,000 miles, and although it’s now a pampered show car that only comes out on nice days, it still transports Karl like a time machine. “It’s been a lot of fun for a lot of years. I can’t believe how many years… 49! I keep looking at it and saying, ‘One of us is getting really old,’” he laughs. “Now that my kids are having kids, it will be a real thrill to ultimately have the fourth generation riding in it. That’s pretty amazing.”

    Now that my kids are having kids, it will be a real thrill to ultimately have the fourth generation riding in it. That’s pretty amazing.

    This example was heavily optioned from the factory, and it came with the #Ford-C4 automatic transmission, power steering, Rally-Pac steering column gauges and the centre console. Its owner resisted the temptation to upgrade it with more accessories.

    Karl’s father negotiated the two-barrel 289 V8 engine’s appealing chrome dress-up kit as part of the car’s initial purchase. The engine was pre-emptively rebuilt at 100,000-miles — after the restoration was finished — but the original pistons were reused.
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  • Chris Pollitt updated the cover photo for Ford Escort MkV
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  • Chris Pollitt updated the picture of the group Ford Escort MkV
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