Third Generation 1978 Chevrolet Monte Carlo Cars

Monte Carlo Cars

Third Generation 1978 Chevrolet Monte Carlo Cars

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Monte Carlo Cars

Monte Carlo Cars

Third Generation 1978 Chevrolet Monte Carlo Cars

All GM intermediate-sized cars including the Monte Carlo Cars were downsized for the 1978 model year in response to the 1973 Arab Oil Embargo and CAFE requirements. The 1978 model was 700-800 lb lighter and some 15 in shorter than the 1977 Models. The Monte Carlo 1978 Models also had more interior and trunk space than the earlier 1977 model. The engines offered in previous years were dropped in favor of a standard 231 CID V6 built by Buick or an optional Chevrolet 305 CID V8. The three-speed manual transmission reappeared for the first time in several years as standard equipment on the base model with the V6 engine, and the automatic was optional. The optional V8 and all Landau models came standard with the automatic. A four-speed manual transmission with floor shifter was optional with the 305 V8, the first time a four-speed manual was offered on the Monte Carlo since 1971.

Related : Monte Carlo Cars
Related : Chevrolet Monte Carlo

Related : Third Generation 1978 Chevrolet Monte Carlo Cars From Wikipedia, the free encyclopedia, Monte Carlo Cars

The most expensive car in the world will be sold by auction

In the near future on one of auctions the most expensive car on a planet can be sold by auction! It is a question about Rolls-Royce Phantom II 40/50 HP Continental 1934 which also is known as Star of India. Lately the limousine was stored in a museum of the city of Mulheim. Hans Gjuntera Zah in which garage while away the century some more invaluable cars owned a curiosity. But the ubiquitous paw of financial crisis has reached and the collector whom, trying to escape from financial difficulties, has exposed on auction some unique cars in which number it has appeared Star of India.

And now the most important thing – the price. The collector has estimated the car in 10 million euro! And, the car will be on sale at auction so, its cost can increase in times: many well-founded fans of olden time nervously swallow at a sight on Star of India. Thus, Rolls-Royce Phantom 1934 becomes the most expensive car on a planet.

Lowrider Style review.

Today lowrider name any low creeping on highway wheelbarrow. And meanwhile, from the point of view of cleanliness of style, it is incorrect. And that is true and as it works – we will try to understand in this article. Movement lowriders has arisen to the Second World War. Already in the late 30-s in many small towns in the south of the USA the American Mexicans went on low Chevrolet.

The car was a part of youth culture and distinctive feature of the Mexican population. In many cases it were "Chevrolet", old, but perfectly restored. In certain cases they have been temporarily underestimated"by bags with sand or other heavy subjects in a luggage compartment, in others – went by short springs which either cut, or heated up until while they did not get"correct"height. The manner to go on lowriders leaves during more distant times. Till now in many Mexican villages there is a custom when unmarried young men walk round a central square, the young man in one direction, girls in other. The purpose of this action – to meet eyes about the the future husband or the wife. There is a legend that slow conveyance on lowrider on a quarter not that other, as modern interpretation of old tradition.



Unlike movement jotas-sorts, supporters lowriders (by the way, such name has been thought up only in the 60-x 20 centuries) always staked on appearance, style and beauty of the car. The present blossoming of this culture has come only in the late fifties - the beginning of 60th years. Then parkways of cities were filled with a large quantity lowriders. And further this culture only developed.



Classics

When speak «lowrider», for certain almost all recollects hardly creeping "Impala" from 60-s, on small spokes wheels. Chevrolet as a whole, for admirers lowriders is the same that Ford – for jotas-rodderov. In pre-war years luxury models of 39th year used special popularity. After war in honour there were cabriolets Chevrolet of 48th modelling year: Fleetline 48th, "Chevy" hard top 50th and, of course, Mercury 49th – 50th years. In those days there was no yet a division, and all was called jotas-sorts. And, if the presents of jotas-childbirth became to "go", lowriders were under construction to prove to be. At this time pioneers of lowride-movement began for the first time to reflect as to make the cars even more low. The first that was used for this purpose – wheels of small diameter. A certain standard for classical lowriders is 13-inch wheels. They also cost cheaper huge skating rinks which used jotas-roddery, and allowed to make the car at least on pair inches more close to the earth. But the maximum understating was reached by radical intervention in a suspender and a body. Frame pieces were for this purpose cut out, places of fastening of a suspender were digested, short springs and non-standard springs were used. Not expensive paints for a body and plush interiors were last elements of style.



In 50 the law against lowriders has been passed. This law defined what height of a suspender should be, that the car could go legally on streets. And we never would see more than cars lying on the earth, if not the invention made in 1959. Then for the first time on the car, namely Corvette, the hydraulic struts have been established, allowing to regulate suspender height. Racks and valves have been borrowed from the written off bomber «B-52». It was break: such suspender allowed to be at legal height before policemen and to lie on the earth during trips with friends.



Hydraulics

The principle of work of hydraulic struts not strongly differs from principle absorber works. In one part of the cylinder the pump forces oil which shifts the bucket downwards, thereby hoisting the car over road. Accordingly, to lower the car, it is necessary to make return action. All system consists of four hydrocylinders, the pump, a receiver with oil and several highways with steering valves, and as several additional accumulators for steering of pumps. The mode of installation of cylinders depends on type of a suspender of the concrete car. For example, if the car has behind a beam axle with springs hydrocylinders are established over the truncated spring. Thus one end of system - the cylinder-spring is attached to a body, and the second rests against the bridge. The similar scheme is applied in standard 2х to a lever suspender, with A-shaped lower arms. Similar types of suspenders have Chevy Impala, MonteCarlo or Buick Regal. For cars with a spring rear suspension the scheme is even easier: the cylinder one end fastens to a frame over a spring, the second fastens to the spring. Thus the quantity of sheets in a spring as much as possible decreases. If the car has a suspender of type of MakFerson then the standard absorber is subject to replacement by the hydrocylinder. The original spring thus remains. As the top part of the cylinder fastens to a body through a standard bearing part at car lowering, the cylinder simply compresses a spring. There is still a second scheme when the spring is above the cylinder. In this case the hydraulics in no way does not influence a spring compression ratio.





Other important device – the pump forcing oil in cylinders. To press in principles of work of the pump it is not meaningful within the limits of given article. It is necessary to notice only that the pump submits oil under the big pressure to working area of the cylinder. There are some schemes of installation of pumps. The most simple is the unique pump. In this case to hoist the car it will be possible only at once all. In the second case the system has two pumps – on one on a lobby and a rear axle. At such scheme it is possible to steer separately a raising of a lobby or a car rear. And the most advanced scheme are four pumps, on each cylinder the pump. Here it is possible to steer a raising of any "corner" of the car in independence of all the others.



It is necessary to notice that lowering, in any their three cases, occurs independently for each cylinder. Each of them has the "target" valve. An element of a food of pumps are additional accumulators, which incorporate consistently to receive various pressure. The above pressure, the is more speed of pumps. That it to reach, unite to 6 accumulators, receiving on an exit 72 Volts. It allows to hoist the car almost instantly. Repeatedly repeated to hoist leads to that the car starts to jump. The following element absolutely unessential, the receiver is. It is the small cylinder usually established in immediate proximity from the hydrocylinder. Is better directly over it. The receiver is necessary when it is necessary, that the car could rise and fall smoothly and without jerks. On a design it is a cylinder divided by a diaphragm. From above there is a gas under pressure, from below – oil. As a matter of fact it is a receiver which supports pressure of oil in system at any constant level.

Continue....

By the end 50 existence of lowriders becames more difficult. In some cities all new and new laws against custom-cars were passed: suspender versions, too loud exhaust, races on streets, – much was put under an interdiction. And your glovebox was quickly filled with penal receipts if you wished to show all the pride and hobby. Shortly movement lowriders has fallen outside the limits one national group and has turned to public idea. And children of ancestors of style could see, how has been much added to initially low suspender. It and considerable versions of a body, and the special painting even more often simulating an old paint or easier first coat.« Chevrolets »any more were not an icon, as earlier. There were no Any more restrictions. For construction lowrider it was possible to use not only a coupe, but also sedans. Understating was an indisputable rule, mouldings for tyres (whitewalls) became a certain standard, exhaust pipes and fog lights were very desirable elements. In a fashion there was a maximum disposal of the car of chrome. It was already a certain mixture completely individual kastom-cars and classical lowriders. Use included concept a strit-sort. This environment was very popular to remove from the car all chrome, emblems, to smooth down door handles and other acting parts. On the other hand, supporters of classical style to differ, tried to leave all as is. Shortly the fashion included use of numerous original accessories. The beginning 60 was not the most successful time therefore as America was at war in Vietnam, and much had no time for development of automobile culture. But the end 60 – the beginning 70 became the next stage in development lowriders. At this particular time many start to understand that manufacture of components for a hydraulic suspender can bring good money. Before the assembled samples were such systems by own hands. On the decision to do components in professional masterful people have jogged some incidents with lowriders: in several failures because of suspender breakages have suffered and people were lost. Competitions start to develop in the same period because of use possibilities of a hydraulic suspender. And "dances" - ability to steer a raising and lowering of each wheel, irrespective of others become the first type of competitions. From the midpoint 70 development of lowrider-movement already was not possible to stop. And, probably, even more mass this phenomenon became with the advent of a pneumatic suspender. Not such expensive and difficult, as hydraulic.





Highland Park Lowrider Car Show 07 pt 1



low? rider

Aston Martin Ulster! Evolution no needed!

Ulster — one of the most esteemed premilitary models Aston Martin. This copy is esteemed doubly: it concerns a rare series from 21 cars, the factory command exhausted in honour of a victory on race Tourist Trophy of 1934 when cars of this mark have come to finish of the first, the second and the third in the class! Price for now: $600 000



The refined lines of racing body Aston Martin Ulster not implicate with anything: it cardinally differs from all analogues of time as the hound differs from race horses. Especially impresses a long cowl, with headlights Lucas «King of the Road». Under facilitated cover of a cowl reliably fixed by leather belts "four" with a dry crankcase and two carburettors. Engine power — 80 h.p. Today it it seems a little, but to measures of 1936 it there was an impressing indicator for the motor in volume of 1,5 litres.

There is a set of factors to which you should get used, steering Aston Martin Ulster. First of all it concerns a non-standard arrangement of pedals: an accelerator in the centre, a brake — on the right. To switch drives too it is necessary to get used: the first is stuck upwards and to the right, and the fourth in an opposite direction — downwards and to the left. Besides the box is not equipped by synchro units, therefore at each transition to a hill-climbing gear clutch should be squeezed out twice.

The front panel is overloaded by devices Jaeger and scattering of every possible switches, to understand which appointment is not present either time, or desire.You get the motor and as the adjuster of a firing point located on a steering wheel you force the antediluvian power unit to work with full kickback. The mixture of shrill squeal of the engine and angry sound an exhaust pipe sideways creates sensation of flight on the rare car First World War times. In process of dispersal you pass through the whole procession of noise and sounds: whining, a clunking, a trumpet roar. Not every day you will hear such cacophony of sounds on a public road!



On the move the car has surpassed all your expectations: delay between turning movement of a steering wheel and turning movement of wheels for so ancient design is marvellously insignificant. And to "make friends" with a gear box it has appeared not too difficult. The main thing — not to forget to squeeze out clutch the necessary quantity of times. If correctly to carry out all necessary actions, dexterously bossing a wheel, the transmission lever, and also clutch pedals and an accelerator, Ulster will answer you with the same confident and accurate movement on the necessary speed and in the necessary direction. Naturally, all occurs on much lower speeds, than with what it is necessary to consult modern sports cars, but the behaviour of this sport car on road all the same impresses. Probably, all these modern , taxiing up, witholds and supervising systems are not too necessary. After all this Aston Martin, not equipped with them, gives such pleasure from driving! Technical progress? You dont need this progress using such beautiful car!



For collectors Ulster — the most desired model from all premilitary men Aston Martin, therefore for the privilege to possess this car it is necessary to lay out the considerable sum. There are two categories "Ulsters". The cars belonging to official command Aston Martin or private commands of race in Le Mans, cost about one million dollars. Road versions unprepared for races (bigger from these cars have rich history too of performances in races) are estimated in $600 000. Such cars has been exhausted very little, therefore to buy Ulster — the big good luck.

Monte Carlo Cars The Second generation 1973 The End Part

Monte Carlo Cars The Second generation 1973 The End Part

Picture Of Monte Carlo Cars

The standard engine was a 145 (net) hp (108 kW) 350 CID (5.7 L) Turbo-Fire V8. Optional engines included a 175 (net) hp (30 kW) 350 CID V8 with a four-barrel carburetor and a four-barrel carbureted 454 CID Turbo-Jet V8 rated at 245 (net) hp (183 kW).

Picture Of Monte Carlo Cars

The 1973 Monte Carlo Cars was named Motor Trend's "Car of the Year", due to its new styling and emphasis on Euro-style ride and handling. The 1973 Monte Carlo Cars set a new sales record for Chevrolet, with nearly 250,000 sold for the model year.

Picture Of Monte Carlo Cars

The success of the Monte Carlo Cars and Pontiac's similar Grand Prix led to several new personal luxury cars from competitors, including subsequent Mercury Cougar, the Ford Torino Elite, the Chrysler Cordoba and restyled Dodge Charger, and even high-line versions of the AMC Matador, which got a swoopy new coupe design for 1974.

Monte Carlo Cars The Second generation 1973 Part 3

Monte Carlo Cars The Second generation 1973 Part 3

Picture Of Monte Carlo Cars

The interior of the 1973 Monte Carlo Cars featured an all-new, wraparound cockpit-style instrument panel, similar to that found in some contemporary Pontiacs, Oldsmobiles and Buicks, in which gauges and various instruments were centered within easy reach of the driver. The simulated burl elm trim was retained. A split bench seat was standard, but "Strato Bucket" seats of a new design were optional, along with a floor console featuring an equally-new shifter with knob and button similar to Pontiac's Rally Sports Shifter replacing the Buick-like horseshoe shifter of previous years, and storage compartment. The bucket seats were of a one-piece high-back design with built-in headrests, and could swivel some 90 degrees to permit the driver and front passenger easier entry and exit. Cloth and vinyl trims were offered with both the bench and bucket seats.

1 000 000 usd car on Ebay!

This 8,9-metre limousine consisting of details from automobile dumps, is exposed on sale at auction eBay for the silly price under one million dollars (more precisely, for $950 thousand). Somehow to justify such sum, the owner informs that given "work of art" won the first place at the largest world festival of autoexotic Houston Texas Art Car twice. Original technical characteristics of the car constructed on the basis of two Mercedes 300TD, really impress: in the given project details from 40 different cars are used, the limousine is equipped by 86 headlights (for their food it is established three accumulators), and besides it the body has bristled up 36 mirrors. On construction left 10 years.

Affirms that the ten-local automonster in a fine technical condition. The owner informs that the car without problems transferred travel from Florida to Canada and back.

Monte Carlo Cars The Second generation 1973 Part 1

Monte Carlo Cars The Second generation 1973 Part 1

Picture Of Monte Carlo Cars

A redesigned Monte Carlo Cars was introduced alongside other GM intermediates. Like other GM mid-size cars, the 1973 Monte Carlo Cars was no longer a hardtop, but a pillared coupe with rear side opera windows and frameless door glass. Prominent styling features included dual headlights flanking an egg-crate grille with a Monte Carlo Cars emblem in front and vertical taillights above the bumper. The front bumper was a large federally mandated 5 mph (8 km/h) bumper that was among the required 1973 federal safety standards for all passenger cars sold in the U.S. with the 5 mph (8 km/h) requirement extended to rear bumpers on 1974 models. Also new was a double-shell roof for improved noise reduction and rollover protection along with the flush-mounted pull-up exterior door handles first introduced on the 1970 1/2 Camaro and 1971 full-sized Chevrolets and Vegas.

Monte Carlo Cars The First generation 1972 The End Part

Monte Carlo Cars The First generation 1972 The End Part

Picture Of Monte Carlo Cars

Interior trim was relatively unchanged from 1971 other than the availability of all-vinyl upholstery with the standard bench seat in addition to the optional Strato bucket seats. Cloth interiors were also offered with both bench and bucket seats.

Picture Of Monte Carlo Cars

Monte Carlo Cars was a very popular seller during the 1972 model year as production increased significantly to 180,819 to set a new record in the final year for the first-generation G-body. Monte Carlo and other Chevrolet models were promoted as part of a new ad campaign in which Chevys in print and broadcast ads were featured at various tourist attractions and sites around the United States under the tagline "Chevrolet: Building a Better Way To See The USA."

Monte Carlo Cars The First generation 1972 Part 2

Monte Carlo Cars The First generation 1972 Part 2

Picture Of Monte Carlo Cars

In California, which had emissions standards more stringent than federal law, the 4-barrel carbureted 350 was the standard and only available engine. Also, the only transmission offered in California was the Turbo Hydramatic.

Picture Of Monte Carlo Cars

For 1972, the four-speed manual transmission was discontinued from the option list as a line in the Monte Carlo Cars brochure describing its market position as a personal luxury car stated "Sorry, no four-on-the-floor." The standard three-speed manual and optional two-speed Powerglide automatic transmissions were offered only with the base 350 CID two-barrel engine, with the three-speed Turbo Hydramatic also available with this engine and a mandatory option with each of the optional engines.

Picture Of Monte Carlo Cars

Mechanically, the most significant change was that variable-ratio power steering became standard equipment for the first time.

Monte Carlo Cars The First generation 1972 Part 1

Monte Carlo Cars The First generation 1972 Part 1

Picture Of Monte Carlo Cars

A Cadillac-like egg-crate grille similar to the 1971 Chevrolet Caprice and a metal rear trim molding highlighted the changes to the 1972 Monte Carlo Cars, the final year for the first generation design. The SS was dropped, but a new Monte Carlo Custom option appeared as a one-year only, offering that included a special suspension and other items previously included with the SS option. Unlike the departed SS package, it was available with any engine on the roster.

Picture Of Monte Carlo Cars

The engines were largely unchanged, but an industry-wide switch to SAE net hp numbers led to a reduction in the rated power of all Chevrolet engines. Chevrolet did not list gross horsepower figures for 1972. Compared to 1971 figures, only the 402 and 454 had a decrease in power. The new ratings for the Monte Carlo were.

• 350 CID (5.7L), two-barrel: 165 hp
• 350 CID (5.7L), four-barrel: 175 hp
• 402 CID (6.6L), four-barrel: 240 hp
• 454 CID (7.4L), four-barrel: 270 hp

Monte Carlo Cars The First generation 1971 The End Part

Monte Carlo Cars The First generation 1971 The End Part

Picture Of Monte Carlo Cars

Like its 1970 predecessor, production of the 1971 Monte Carlo Cars also got off to a slow start due to a labor strike, this time a 67-day corporate-wide walkout that coincided with the introduction of the 1971 models in September, 1970, leaving dealerships with only a small shipment of 1971 models (built before the strike) in stock until the strike was settled in mid-November, 1970 and then slow-going in reaching normal production levels until around January 1, 1971. Model-year production ended at 128,600 including the 1,919 SS models.

Monte Carlo Cars The First generation 1971 Part 2

Monte Carlo Cars The First generation 1971 Part 2

Picture Of Monte Carlo Cars

The SS 454 package would be discontinued after this year following production of only 1,919 units, but the 454 CID V8 engine would remain optional in Monte Carlos through 1975. The reason given for discontinuing the SS was that the Monte Carlo was marketed as a luxury vehicle instead of a muscle car. The SS nameplate would be resurrected 12 years later. Yet, at the same time that the Monte Carlo SS was judged a failure in the marketplace and discontinued, the Monte's reputation as a performance car on the race track was gaining strength because Ford and Chrysler were ending their factory-backed racing support due to declining muscle car sales and the need to divert dollars to meet costly Federal safety and emission regulations (General Motors' official policy had prohibited factory racing efforts since 1963). As factory support ended at Ford and Chrysler, the stock-car racing mantle switched to independent teams and sponsors, who overwhelmingly chose Chevrolets over Ford and Chrysler products due to Chevy's much greater availability and affordability of over-the-counter racing parts through the Chevy dealer network. And the Monte Carlo was considered the best suited Chevrolet model for stock car racing by most NASCAR teams due to its 116-inch (2,946 mm) wheelbase (only one inch above NASCAR's minimum requirements at that time, the Chevelle 2-doors had a shorter 112 inch wheelbase) and long-hood design which placed the engine further back in the chassis than most other vehicles for better weight traction. Thus the Monte Carlo became Chevy's standard-bearer for NASCAR from 1971 to 1989.

Monte Carlo Cars The First Generation 1971 Part 1

Monte Carlo Cars The First generation 1971

Picture Of Monte Carlo Cars

The 1971 model year saw only modest styling changes. Inside, the SS model got new "European symbol knobs", and a four-spoke steering wheel became optional. 1971 Monte Carlo also saw the addition of a stand-up hood ornament. Mechanically, it was largely unchanged, although the small-block Turbo-Fire 400 two-barrel engine was dropped. Other engines had compression ratios lowered to allow the use of regular leaded, low-lead, or unleaded gasoline, per a GM corporate edict. Engine ratings fell to 245 hp (183 kW) for the base Turbo-Fire 350 CID (5.7 L) two-barrel, 270 hp (201 kW) for the Turbo-Fire 350-4V, and 300 hp (224 kW) for the Turbo-Jet 400. The SS 454 engine was actually raised to a nominal 365 gross hp (272 kW) despite the reduction in compression ratio. This increase in horsepower was a result of the 454 engine using the more aggressive camshaft from the 390 hp 454 used in the 1970 Chevrolet Corvette and full-sized sedans.

Picture Of Monte Carlo Cars

Chevrolet listed both gross and SAE net horsepower figures in 1971 with the impending change to SAE net ratings in 1972. The ratings compared as follows:

Picture Of Monte Carlo Cars

Engine	Carburetor	Gross HP	Net HP
Turbo-Fire 350 CID V8	2-bbl	245 hp	165 hp
Turbo-Fire 350 CID V8	4-bbl	270 hp	175 hp
Turbo-Jet 400 CID V8	4-bbl	300 hp	260 hp
Turbo-Jet 454 CID V8	4-bbl	365 hp	285 hp

Picture Of Monte Carlo Cars

There has been no documented case of a 1971 Monte Carlo SS car with the 425 hp (317 kW) LS-6 version of the 454, with solid valve lifters and a longer-duration camshaft, previously found in the 1970 Chevelle SS 454 (where it was rated at 450 hp (336 kW) however, they did come with an LS5 454. The Turbo Hydramatic officially remained the only transmission for the SS, but a heavy-duty clutch option on the order form suggests that it may have been possible to special-order a 454 LS-6 with a four-speed manual transmission (the four-speed wasn't listed officially as an "SS" option but was available as an RPO in regular Monte Carlos with the 350 and 400 engines). The exact number of such combinations, if any, is unknown since they were not officially listed as factory options but possibly assembled through Chevrolet's "Central Office Production Order" (COPO) process that had previously made possible model/engine combinations not officially available. However, there has never been a documented case of such a combination. Chevrolet records indicate that the factory only installed the LS-6 installations in Corvettes that year.

Monte Carlo Cars The First generation 1970 End Part

Monte Carlo Cars The First generation 1970

Picture Of Monte Carlo Cars

The most sporty and powerful option was the Monte Carlo SS 454 package. Priced at $420, it included a standard Turbo-Jet 454 of 454 CID (7.4 L) with a four-barrel carburetor, rated at 360 hp (269 kW) at 4800 rpm and 500 ft·lbf (678 N·m) of torque at 3500 rpm. It also included heavy-duty suspension, wider tires, "SS 454" badging, and an automatic load-leveling rear suspension. The Turbo-Hydramatic transmission (with a 3.31 rear axle) was a mandatory option with the SS package, although it still cost $222 extra. Weighing only a bit more than a comparably equipped Chevelle SS 454, the Monte Carlo SS was quite a fast car, although it accounted for less than 3% of Monte Carlos sold in 1970.

Picture Of Monte Carlo Cars

A labor strike at Chevrolet's Flint, Michigan assembly plant (where most Monte Carlo production was scheduled) during the early months of the 1970 model year immediately following the car's introduction on September 18, 1969 limited overall model-year sales to 159,341; short of the projected 185,000. During those early months, Monte Carlos were in short supply, with full-scale production not happening until February 1970, leaving many would-be buyers disappointed after going to their Chevrolet dealers and finding no Monte Carlos in stock. However, once full production got underway, Monte Carlos sold briskly and mostly at full list price (usually being ordered with many extra-cost options), making it a very profitable model for Chevrolet and its dealership networks. SS 454s, however, did not sell so well in 1970, with only 3,823 of the 1970 Monte Carlos being the most sporty and powerful model in the range.

A Brief Overview Of The History Of A Monte Carlo Cars

Monte Carlo Cars The First Generation 1970 Part 1

Russian will make from Porsche a new coupe

The Russian studio R.A.D. (Russian Automobile Design) has shown the first drawings of the new unique car which will be constructed on base Porsche Cayenne, transfers a portal Cardesign.ru.

The new car will be constructed in style of jotas-sorts Mercury by which use Sylvester Stallone in a film "Cobra". As always in such cases, the car will receive a unique body, however, all "mechanics" will be borrowed from Porsche Cayenne. From last car the engine will get also.

It is necessary to notice that the company R.A.D. in cooperation with studio CARDI already built unusual coupes on the basis of Porsche Сayenne. So, in April, 2007 has been created car Volga-Cayenne . This car has a body very similar to "Volga". And the interior here only reminds the well-known Soviet car. And in the technical plan is Porsche Cayenne. On hearings, such car was sold to famous russian businessman for $1 million!

Monte Carlo Cars The First generation 1970 Part 3

Monte Carlo Cars The First generation 1970

Picture Of Monte Carlo Cars

The standard powertrain was the 350 CID (5.7 L) Chevrolet "Turbo-Fire" small-block V8 with a two-barrel carburetor, rated at 250 hp (186 kW) (gross) at 4500 rpm and 345 ft·lbf (468 N·m) of torque at 2800 rpm, mated to a column-mounted 3-speed Synchro-Mesh manual transmission. Front disc brakes were standard equipment. The dashboard was basically identical to the Chevelle except for fake wood trim, according to Holls a photographic reproduction of the elm trim used by Rolls-Royce, and higher grade nylon (or vinyl) upholstery and deep-twist carpeting were used. Base priced at US$3,123, the Monte Carlo cost $218 more than a comparable Chevelle Malibu.

Picture Of Monte Carlo Cars

Various options were available. A two-speed Powerglide automatic transmission (on 350 CID engines only), three-speed Turbo-Hydramatic, or a four-speed manual; most Monte Carlos carried the Turbo-Hydramatic. Variable-Ratio Power Steering, power windows, Four Season Air Conditioning, power seats, Rallye wheels, Strato bucket seats, center console, full instrumentation, and various other accessories were also available, bringing the price of a fully equipped Monte Carlo to more than $5,000.

Picture Of Monte Carlo Cars

Optional engines included the four-barrel carbureted Turbo-Fire 350 CID small block V8, rated at 300 hp (224 kW) at 4800 rpm and 380 ft·lbf (515 N·m) at 3200 rpm, the Turbo-Fire 400 (400 CID/6.5 L) with a two-barrel carburetor, rated at 265 hp (198 kW) at 4800 rpm and 400 ft·lbf (542 N·m) at 3800 rpm, and the Turbo-Jet 400 (402 CID/6.6 L) with a four-barrel carburetor, rated at 330 hp (246 kW) at 4800 rpm and 410 ft·lbf (515 N·m) at 3200 rpm). Note that the two Chevrolet 400 CID V8s offered this year were actually two different designs. The two-barrel carbureted Turbo-Fire 400 was a Small Block Chevrolet V8 engine, similar, but very different internally, to the 350, while the Turbo-Jet 400 was a slightly enlarged version of the 396 CID big block V8 and had an actual displacement of 402 CID.

A Brief Overview Of The History Of A Monte Carlo Cars

Monte Carlo Cars The First Generation 1970 Part 1

Monte Carlo Cars The First generation 1970 Part 2

Monte Carlo Cars The First generation 1970

Picture Of Monte Carlo Cars

The standard powertrain was the 350 CID (5.7 L) Chevrolet "Turbo-Fire" small-block V8 with a two-barrel carburetor, rated at 250 hp (186 kW) (gross) at 4500 rpm and 345 ft·lbf (468 N·m) of torque at 2800 rpm, mated to a column-mounted 3-speed Synchro-Mesh manual transmission. Front disc brakes were standard equipment. The dashboard was basically identical to the Chevelle except for fake wood trim, according to Holls a photographic reproduction of the elm trim used by Rolls-Royce, and higher grade nylon (or vinyl) upholstery and deep-twist carpeting were used. Base priced at US$3,123, the Monte Carlo cost $218 more than a comparable Chevelle Malibu.

Picture Of Monte Carlo Cars

Various options were available. A two-speed Powerglide automatic transmission (on 350 CID engines only), three-speed Turbo-Hydramatic, or a four-speed manual; most Monte Carlos carried the Turbo-Hydramatic. Variable-Ratio Power Steering, power windows, Four Season Air Conditioning, power seats, Rallye wheels, Strato bucket seats, center console, full instrumentation, and various other accessories were also available, bringing the price of a fully equipped Monte Carlo to more than $5,000.

Picture Of Monte Carlo Cars

Optional engines included the four-barrel carbureted Turbo-Fire 350 CID small block V8, rated at 300 hp (224 kW) at 4800 rpm and 380 ft·lbf (515 N·m) at 3200 rpm, the Turbo-Fire 400 (400 CID/6.5 L) with a two-barrel carburetor, rated at 265 hp (198 kW) at 4800 rpm and 400 ft·lbf (542 N·m) at 3800 rpm, and the Turbo-Jet 400 (402 CID/6.6 L) with a four-barrel carburetor, rated at 330 hp (246 kW) at 4800 rpm and 410 ft·lbf (515 N·m) at 3200 rpm). Note that the two Chevrolet 400 CID V8s offered this year were actually two different designs. The two-barrel carbureted Turbo-Fire 400 was a Small Block Chevrolet V8 engine, similar, but very different internally, to the 350, while the Turbo-Jet 400 was a slightly enlarged version of the 396 CID big block V8 and had an actual displacement of 402 CID.

Picture Of Monte Carlo Cars

The most sporty and powerful option was the Monte Carlo SS 454 package. Priced at $420, it included a standard Turbo-Jet 454 of 454 CID (7.4 L) with a four-barrel carburetor, rated at 360 hp (269 kW) at 4800 rpm and 500 ft·lbf (678 N·m) of torque at 3500 rpm. It also included heavy-duty suspension, wider tires, "SS 454" badging, and an automatic load-leveling rear suspension. The Turbo-Hydramatic transmission (with a 3.31 rear axle) was a mandatory option with the SS package, although it still cost $222 extra. Weighing only a bit more than a comparably equipped Chevelle SS 454, the Monte Carlo SS was quite a fast car, although it accounted for less than 3% of Monte Carlos sold in 1970.

Picture Of Monte Carlo Cars

A labor strike at Chevrolet's Flint, Michigan assembly plant (where most Monte Carlo Cars production was scheduled) during the early months of the 1970 model year immediately following the car's introduction on September 18, 1969 limited overall model-year sales to 159,341; short of the projected 185,000. During those early months, Monte Carlos were in short supply, with full-scale production not happening until February 1970, leaving many would-be buyers disappointed after going to their Chevrolet dealers and finding no Monte Carlos in stock. However, once full production got underway, Monte Carlos sold briskly and mostly at full list price (usually being ordered with many extra-cost options), making it a very profitable model for Chevrolet and its dealership networks. SS 454s, however, did not sell so well in 1970, with only 3,823 of the 1970 Monte Carlos being the most sporty and powerful model in the range.

A Brief Overview Of The History Of A Monte Carlo Cars

Monte Carlo Cars The First Generation 1970 Part 1