Pagani Zonda C12-S Roadster, 2003

Pagani Zonda C12-S Roadster, 2003

 

 

The Pagani Zonda is a supercar made by Italian car maker Pagani. It debuted in 1999 and continues through the present, with production proceeding at roughly 25 cars per year. As of December, 2005, 60 Zondas had been built. It is a mid-engined 2-seat coupe and convertible. Construction is mainly of carbon fiber.

Some early Zonda engineering was done by Formula One champion, Juan Manuel Fangio. The car was originally to be named for him, the "Fangio F1", but the name was changed upon his death in 1995.
The Zonda is often compared to other supercars such as the Enzo Ferrari, the Koenigsegg CCR, the Lamborghini Murcielago and the Porsche Carrera GT.

1999 Zonda C12
The C12 debuted at the 1999 Geneva Motor Show. It was powered by a 6.0 L (5987 cc) Mercedes-Benz M120 V12 engine and could reach speeds of 185 mph (297 km/h). The engine produces 408 PS (300 kW/402 hp) at 5200 rpm and 421 ft·lbf (571 N·m) at 3800 rpm.
Just five of the original 6.0 L Zondas were built, though it was still available in 2002 when the C12 S debuted. One was used for crash testing, while another was a demonstrator and show car. The rest were delivered to customers over the next three years, priced at US$320,000.

The C12 could accelerate to 60 mph (97 km/h) in 4.2 seconds and hit 100 mph (161 km/h) in 8.2 seconds. Acceleration through the quarter mile was 12.1 seconds at 124 mph (200 km/h). Lateral acceleration on the skidpad was .93g, and the car could brake from 60 mph (97 km/h) in 110 ft (34 m).

1999 Zonda C12 S
The C12 S used a 7.0 L (7010 cc) AMG tuned version of the engine producing 550 PS (404 kW/543 hp). It can accelerate to 60 mph (97 km/h) in 3.7 s, to 100 mph in 9.5 s and complete the quarter mile in 11.9 s. Lateral acceleration on the skidpad is 0.98 g (9.6 m/s2). The car is 10 kg (22 lb) lighter than the normal Zonda C12. Top speed is 220 mph (354 km/h) for the coupe and 215 mph (346 km/h) for the roadster. The car's price tag was US$350,000.

The C12 S features an elongated nose and flaps at the rear for improved aerodynamics. New light clusters and exhausts are also used. Fifteen 7.0 L C12 S cars were produced.

2002 Zonda C12 S 7.3
The 7.3 L (7291 cc) C12 S 7.3 of 2002 used one of the largest V12 engines ever made. The engine was designed and manufactued by Mercedes-Benz AMG. Traction control was added to handle the 555 PS (408 kW/547 hp) and 750 N·m (553 ft·lbf) that this engine produces. As of 2005, only five coupes out of an expected 100 have been produced.

A roadster version is also built, with production limited by the company to 40 examples. As of 2005, nine roadsters had been built. According to Road & Track magazine, three more C12 S 7.3 cars had been built as of June, 2005, but it is unclear whether they were roadsters or coupes. Motor Trend reported that 60 Zondas of all types had been built in their January 2006 issue.

Zonda GR, 2003
Development of the Zonda GR started in December, 2002. At this stage the Zonda was nearly four years old, but had yet to be entered in major motorsports. Tom Weickardt, owner of American Viperacing, Toine Hezemans, owner of Carsport Holland, and Paul Kumpen, owner of GLPK, created a new company, Carsport Zonda, to build a racing version. They secured exclusive rights to develop, build and sell competition Zondas from Horacio Pagani, and the first GR was completed at Carsport's facility in Modena within months.

The Zonda GR is based on the Zonda C12 S. It was built on the same carbon fiber chassis, with tube frames in front and back. The bodywork was modified to include front and rear diffusers and louvers for improved aerodynamics. The car was 2 m (6.6 ft) wide, in accordance with the regulations of the FIA and ACO. The car's weight was reduced to 1100 kg (2425 lb), and a new suspension was designed. New wheels and brakes were also specified. The engine was equipped with an enlarged radiator, and the engine and gearbox also have new oil coolers.

The performance of the Zonda GR is well beyond that of the stock car. The car sprints from 0 to 60 mph (97 km/h) in 3.3 seconds and the engine produces around 600 PS (around 440 kW) at 5800 rpm and 580 ft·lbf (786 N·m) of torque at 4300 rpm with a redline increased to 7500 rpm. The added power and improved aerodynamics allow the car to hit 215 mph (346 km/h).

C12 S Monza
The Zonda C12 S Monza debuted at the 2004 Paris Motor Show as a track-day version of the Zonda for private use. Borrowing its appearance cues from the Zonda GR, the Monza included many features which could also be applied to other Zonda models. A dry sump engine tuned to more than 600 PS (more than 440 kW) was used, and the cooling was improved. Modified aerodynamics, including a different wing and front diffuser, allowed greater speed, as did optimized gearing. The car was lighter, with polycarbonate side windows, and an unmuffled exhaust is fitted. The revised interior includes different pedals, steering wheel, and seats, as well as a reinforced roll cage. Larger brakes and a stiffer suspension also improve performance. Finally, an external fire extinguisher is included for safety.

2005 Zonda F (C12 F)
The Zonda C12 F debuted at the 2005 Geneva Motor Show. It is the most extensive reengineering of the Pagani car yet, though it shares much with its predecessors including the 7.3 L V12. Power is increased to 602 PS (443 kW/594 hp) with a special clubsport model producing 650 PS (478 kW/641 hp). The company promises a 3.2 second sprint to 60 mph (97 km/h, a top speed over 350 km/h (218 mph) and it will be the queen in braking from 300 km/h to 0 (186 mph to 0). The Zonda F clubsport has a power to weight ratio of 521 bhp/ton (384 W/kg) . Compare, for example, the Enzo Ferrari which has a power to weight ratio of 483 bhp/ton (356 W/kg).

Production of the Zonda F will be limited to 25 cars, still not US compatible. The next model, due to be unveiled in 2008, will be fully EPA/DOT compatible.

The Zonda F, named after F1 pilot Juan Manuel Fangio, comes with an extra head light and different fog lights at the sides, new bodywork (revised front end, new rear spoiler, more aerodynamic vents all around) that improves the cars aerodynamics and different side mirrors. Further enhancements over the 'S' centre around optional carbon/ceramic brakes developed in conjuction with Brembo, magnesium wheels, inconel titanium exhaust system, hydroformed aluminium intake plenum and a redesigned 'Z preg' weave in the crash structure to improve rigidity and reduce weight.

Zonda Roadster F
The Zonda Roadster F debuted at the 2006 Geneva show. It is similar to the coupe, but with a removable carbon fibre roof and canvas side curtains weighing just 11 lb (5 kg). Production of the Roadster F is suggested at 25 units.

The Roadster F is able to maintain chassis rigidity without any gain in curb weight by eschewing conventional thinking by not strengthening the sills - a process which would have needed more than 35kg of reinforcement. Pagani instead uses racecar thinking, materials and construction techniques, strengthening the firewall structure of the chassis tub together with billet alloy braces that connect the points where the roof rails would have joined. The windscreen is also strengthened for safety reasons. These techniques enable the Roadster to have virtually the same weight as the coupe - 1230kg.

Noble M14, 2004

Noble M14, 2004

 

 

 

Having conquered the specialist sports car market over the last five years, Noble Automotive is now launching an all-new model, which will firmly establish it at the quality end of the supercar market.
The British Noble M14 is set to take on rivals, such as the Porsche 911 Turbo and Ferrari 360 Modena, with a tantalising mix of class-leading dynamics, prodigious performance, a finely crafted and well equipped cabin, and levels of practicality that will appeal to owners who wish to use their car every day.
Priced at £74,950, the M14 will be the flagship of the Noble range, falling into place above the existing M12 models.

EXTERIOR DESIGN
The 2004 British Motor Show will see the Noble M14 unveiled for the first time. Far from being a mere concept, the show car's styling, interior, drivetrain and chassis represent what will reach production when the car goes on sale in October this year.

From the M14's conception, Lee Noble has focused on creating a form that eschews current design trends, and majors on a far more emotive shape, led by broad, sweeping curves along the car's flanks, an aggressive front treatment and a graceful - yet imposing - rear end.

This fact is obvious when you look more closely at the car: beautifully engineered door handles, hewn from billets of aluminium; six circular rear light lenses, which make reference to legendary supercars from the past; the rear screen, which reveals the engine's plenum chamber protruding above the perforated aluminium engine cover; and the body-coloured rear diffuser, which cuts deep into the rear panel, highlighting the twin exhausts which exit from its centre. Overall, 95 per cent of the components which make up the M14 (excluding the drivetrain) are distinct from the current M12 series of cars, and an additional 70 per cent of components are now made in house, compared with previous Noble models.

While the M14 retains the current M12's wheelbase, its length has grown by 178mm to 4267mm and its width by 50mm to 1935mm. As a result, more space has been liberated in the cabin, compared with the M12, and there are now two luggage compartments, one behind the engine, and one at the front of the car. This increase in size has also helped Noble incorporate significant crash protection in the doors, and deformable sections at the front and rear of the M14, with a view to it achieving full European Type Approval in the future.

Lee Noble's provenance as a designer of performance cars has been well-documented, and it's this experience which has ensured that the aerodynamics of the M14 will create exceptional stability, as well as an estimated top speed of 190mph.

DRIVETRAIN & PERFORMANCE
Noble has chosen again to adopt a highly-modified version of Ford's 3.0-litre V6, mated to a six-speed manual gearbox, for use in the M14. The unit, which in base form also powers certain Jaguar cars, has proved particularly durable in five years of Noble M12 development and production.

Like the GTO-3R and M400 models, the engine employs twin turbochargers, but uses an engine map developed specifically for the M14. In common with the 425bhp M400 model, the M14 will gain forged pistons to ensure durability. Maximum power will be 400bhp at 6100rpm, with a wholesome 385lb ft of torque at 4750rpm. Estimated performance will be 0-60mph in 4.3 seconds, 0-100mph in 9.5 seconds and a top speed of 190mph.

But crude benchmark figures tell only half the story. The Noble M14's power delivery has been fine-tuned to exploit much of the engine's potential with minimal effort. In-gear acceleration should be class-leading, with over 90 per cent of the engine's torque available at just 2750rpm. And in typical Noble style, the engine will be placid and tractable from as low as 1000rpm, highlighting the M14's versatility in every day driving conditions. A cultured exhaust note has been engineered to excite the senses under acceleration, but remain civilised at cruising speeds.

Twin intercoolers now feature in the M14, and are mounted behind each rear wheel arch. This location has two clear advantages: it creates vital space at the back of the car for a luggage compartment; and cooler air can now be ducted over each internal wheel arch cover, rather than above the engine, improving the efficiency of the intercoolers.

The ratios in the M14's six-speed gearbox have been designed to specifically match its power and torque characteristics, complementing the engine's linear delivery. In top gear the M14 pulls 26.5mph per 1000rpm, giving it a remarkably relaxed cruising gate, with 70mph registering just over 2600rpm. This gearbox, which is mated to an automatic torque-biasing differential, has received extensive development in Noble's even more powerful M400 model, and has proved exceptionally durable. A completely new gearshift mechanism, offering drivers slick, finger-light changes, completes the package.

Maybach 62, 2002

Maybach 62, 2002

 

 

 The Maybach 57 and 62 were the first automobile models of the Maybach brand since the brand's revival by DaimlerChrysler. They are derived from the Mercedes-Benz Maybach concept car presented at the 1997 Tokyo Motorshow (which was based on the Mercedes-Benz S-Class sedan).

DaimlerChrysler attempted to buy the Rolls-Royce/Bentley marque when Vickers offered the company up for sale. When this attempt failed (they were outbid by BMW and Volkswagen respectively) they introduced the Maybach as a direct challenger in 2002. Both models are variants of the same ultra-luxurious automobile. The model numbers reflect the respective lengths of the automobiles in decimetres; the 57 is more likely to be owner-driven while the longer 62 is designed with a chauffeur in mind. The engine is a Mercedes-sourced 5.5-liter twin-turbo V12, generating 550 hp. The prices range from US$305,000 to $357,000 (£240,000 to £250,000)—priced to directly compete with top-of-the-line Bentley and Rolls-Royce automobiles.

As of 2004, only 600 units had been sold. DaimlerChrysler projects that they may sell less than the 1,000 units expected. Just 152 Maybachs were sold in the United States in 2005, with worldwide production down to 300 units.

Maybach 57 S
DaimlerChrysler revealed the Maybach 57 S at the 2005 Geneva Motor Show. It uses a 6.0 L version of the V12 engine manufactured by Mercedes-AMG. Power output is 604 hp (450 kW) and 738 ft·lbf (1000 N·m), providing a sub-5 second sprint to 60 mph (97 km/h). It also rides 0.5 in (13 mm) lower on 20 in (508 mm) wheels. The North American unveiling was at the Los Angeles Auto Show in January 2006.

Hummer H2 SUV, 2003

Hummer H2 SUV, 2003

 

 

 

The H2 is the second vehicle sold under the Hummer marque of General Motors. It is a large SUV (though smaller than the Hummer H1) with room for five passengers and substantial off-road ability. The rearmost part of the H2 SUV was modified to a pickup truck bed for the 2004 H2 SUT ("Sport Utility Truck").

Overview
The H2 is built under contract by AM General at a specially constructed plant in Mishawaka, Indiana, USA. Although it shares GM's GMT820 truck platform with the Chevrolet Tahoe and GMC Yukon, those vehicles differ in many ways and are constructed in three other GM plants. The H2's final frame assembly is made up of 3 sections: The front uses a modified GM 2500-Series utility frame, the mid-section is all new and is completely boxed, and the rear section uses a modifed GM 1500-Series frame which is upgraded for the 8000 pound (3629 kg) gross vehicle weight.

H2 sales were initially strong, but fell to 28,898 for 2004 and 23,213 for 2005.
The H2 was nominated for the North American Truck of the Year award for 2003.

Engine
2003–2005 6000 6.0 L (366 in³) V8

Capabilities
With its high ground clearance, large tires, protective underbody plates, and low gearing, the H2 is capable of climbing over a 20-inch-high (0.4 m) step-up wall. A massive truck frame and wide track offer stability against overturning compared to some of the more common light truck SUVs, although objective tests have not been performed by the government or other outside parties due to its specialised vehicle class.

Fuel economy
For typical travel on improved roads, users report fuel economy of between 10 and 14 miles per gallon, which converts to between 14 and 17 L/100 km. Worst case urban driving is said to be in the range of 8 to 14 U.S. mpg (21 to 25 L/100 km). Although General Motors does not provide official H2 fuel economy ratings, most reviews have observed high single to low double-digit mileage, similar to the numbers above.

It should be noted that other large vehicles also have poor fuel economy especially with optional larger engines including the Dodge Ram 1500 series pickup trucks equipped with either the 8.3L V10 (MSRP US$48,500) or the 4.7L V8 Flexible Fuel engine running E85 fuel (MSRP US$31,300). Both of these engines are rated at 9 U.S. mpg city and 11 U.S. mpg highway by the E.P.A. as one example.

Tax benefits

Under the United States income tax code, the cost of vehicles over 6,000 pounds (2722 kg) can be deducted from income. This deduction was enacted decades ago to assist self-employed people in purchasing a vehicle for business use. The weight minimum was intended to limit the deduction to commercial-type trucks. For many years, the deduction remained below the average cost of a new vehicle, since large trucks were relatively inexpensive. Since it is a reduction in taxable income, the actual value of this deduction averages 30% of the price of the vehicle in question.

The increasing popularity of these vehicles in the last decade, however, pushed their average price to nearly double the average passenger car cost. In response, the 2002 Tax Act increased this "Section 179 depreciation deduction" to US$75,000, and it rose again to US$102,000 for the 2004 tax year. This is more than three times the current average cost of a passenger car in the United States and covers a large number of luxury models, including the Hummer H2. In late 2004, the deduction was again reduced to US$25,000.

Criticism
The Hummer H2 is one of the most severely criticized civilian vehicles on the market today. Critics have expressed concern at the fuel economy which they cite as being among the most inefficient of vehicles. The Environmental Protection Agency does not test them for fuel economy because of their weight, they are thus categorised as light trucks and thus are not bound to fuel economy standards.

The Hummer H2 is criticised for contributing towards petroleum comsumption in the United States. In addition, they are criticized for obstructing the views of drivers behind them with their large vehicles. Criticism is also leveled at the H2 by safety advocates who have expressed concern that their size and height make them far deadlier to smaller vehicles as well as bicyclists, and pedestrians since the front of the Hummer H2 will likely strike the head and/or chest where injuries are far more life-threatening instead of the knees where regular cars are most likely to impact a pedestrian.

Hummer H2 SUT Dirt Sport Concept, 2003

Hummer H2 SUT Dirt Sport Concept, 2003

 

The H2 is the second vehicle sold under the Hummer marque of General Motors. It is a large SUV (though smaller than the Hummer H1) with room for five passengers and substantial off-road ability. The rearmost part of the H2 SUV was modified to a pickup truck bed for the 2004 H2 SUT ("Sport Utility Truck").

Overview
The H2 is built under contract by AM General at a specially constructed plant in Mishawaka, Indiana, USA. Although it shares GM's GMT820 truck platform with the Chevrolet Tahoe and GMC Yukon, those vehicles differ in many ways and are constructed in three other GM plants. The H2's final frame assembly is made up of 3 sections: The front uses a modified GM 2500-Series utility frame, the mid-section is all new and is completely boxed, and the rear section uses a modifed GM 1500-Series frame which is upgraded for the 8000 pound (3629 kg) gross vehicle weight.

H2 sales were initially strong, but fell to 28,898 for 2004 and 23,213 for 2005.
The H2 was nominated for the North American Truck of the Year award for 2003.

Engine
2003–2005 6000 6.0 L (366 in³) V8

Capabilities
With its high ground clearance, large tires, protective underbody plates, and low gearing, the H2 is capable of climbing over a 20-inch-high (0.4 m) step-up wall. A massive truck frame and wide track offer stability against overturning compared to some of the more common light truck SUVs, although objective tests have not been performed by the government or other outside parties due to its specialised vehicle class.

Fuel economy
For typical travel on improved roads, users report fuel economy of between 10 and 14 miles per gallon, which converts to between 14 and 17 L/100 km. Worst case urban driving is said to be in the range of 8 to 14 U.S. mpg (21 to 25 L/100 km). Although General Motors does not provide official H2 fuel economy ratings, most reviews have observed high single to low double-digit mileage, similar to the numbers above.

It should be noted that other large vehicles also have poor fuel economy especially with optional larger engines including the Dodge Ram 1500 series pickup trucks equipped with either the 8.3L V10 (MSRP US$48,500) or the 4.7L V8 Flexible Fuel engine running E85 fuel (MSRP US$31,300). Both of these engines are rated at 9 U.S. mpg city and 11 U.S. mpg highway by the E.P.A. as one example.

Tax benefits
Under the United States income tax code, the cost of vehicles over 6,000 pounds (2722 kg) can be deducted from income. This deduction was enacted decades ago to assist self-employed people in purchasing a vehicle for business use. The weight minimum was intended to limit the deduction to commercial-type trucks. For many years, the deduction remained below the average cost of a new vehicle, since large trucks were relatively inexpensive. Since it is a reduction in taxable income, the actual value of this deduction averages 30% of the price of the vehicle in question.

The increasing popularity of these vehicles in the last decade, however, pushed their average price to nearly double the average passenger car cost. In response, the 2002 Tax Act increased this "Section 179 depreciation deduction" to US$75,000, and it rose again to US$102,000 for the 2004 tax year. This is more than three times the current average cost of a passenger car in the United States and covers a large number of luxury models, including the Hummer H2. In late 2004, the deduction was again reduced to US$25,000.

Criticism
The Hummer H2 is one of the most severely criticized civilian vehicles on the market today. Critics have expressed concern at the fuel economy which they cite as being among the most inefficient of vehicles. The Environmental Protection Agency does not test them for fuel economy because of their weight, they are thus categorised as light trucks and thus are not bound to fuel economy standards.

The Hummer H2 is criticised for contributing towards petroleum comsumption in the United States. In addition, they are criticized for obstructing the views of drivers behind them with their large vehicles. Criticism is also leveled at the H2 by safety advocates who have expressed concern that their size and height make them far deadlier to smaller vehicles as well as bicyclists, and pedestrians since the front of the Hummer H2 will likely strike the head and/or chest where injuries are far more life-threatening instead of the knees where regular cars are most likely to impact a pedestrian.

MG TF 160, 2003

MG TF 160, 2003

 

 

A facelift in 2002 saw the MGF rebadged MG TF. The most significant mechanical changes were the abandonment of Hydragas suspension in favour of conventional coil springs, the new design of the air-induction system that along with new camshafts produces more power than in MGF engines, and the increased by 20% tortional stiffness of the body. Various cosmetic tweaks including a revised grille, redesigned front headlights, bumpers, side air-intake grills, rear boot, etc. The MG TF was the first car of its class to be awarded a leading 4-star safety performance from EURONCAP.

The MG TF was proving reasonably popular in comparison with the best affordable sports cars. However, production was suspended in 2005 when MG Rover collapsed. Nanjing Automobile Group, which bought MG Rover's remaining assets during bankruptcy proceedings, plans to restart production of a redesigned MG TF in Longbridge and in Ardmore, Oklahoma, in early 2007. For the first time the MG TF will become available to U.S. car buyers.

When it became apparent that MG Rover no longer held the rights to its 25 and 75 models, the company's administrators, PricewaterhouseCoopers, believed the MG TF to be the company's most valuable remaining asset.

MG X-Power SV Concept, 2002

MG X-Power SV Concept, 2002

MG X-Power SV Concept, 2002

BMW 303 Limousine, 1933

BMW 303 Limousine, 1933

The BMW 303 was the first BMW to use an inline-6 engine and the kidney grill, which today is a hallmark of the company's models. Top speed was approximately 100 km/h (62 mph), and the total 303 production was 2300 units, both saloons and cabriolets were manufactured.

BMW 320 PS-Tourer, 1932

BMW 320 PS-Tourer, 1932

BMW 320 PS-Tourer, 1932

Fiat 15-25 HP Bevetti Tipo2, 1908

Fiat 15-25 HP Bevetti Tipo2, 1908

 

Fiat 15-25 HP Bevetti Tipo2, 1908

Citroen DS 21, 1972

Citroen DS 21, 1972

 

The Citroën DS (also known as Déesse, or Goddess, after the punning initials in French) was an automobile produced by the French manufacturer Citroën between 1955 and 1975. Citroën sold nearly 1.5 million D-series during its 20 years of production.The DS is well-known for its futuristic, aerodynamic body design, and for its innovative technology (including its hydropneumatic self-leveling suspension system).

The DS advanced the achievable standards in terms of ride quality, roadholding, handling, and braking in an automobile. Automotive journalists of the time often noted that competitors took decades to adapt to the higher standards it set. The smooth, aerodynamic body lines gave the car a futuristic appearance. While it looked very unusual in 1955, public tastes appear to have caught up with the DS in the post-Ford Taurus/Audi 100 era.

Model history
After 18 years of development in secret as the successor to the venerable Traction Avant, the DS 19 was introduced on October 5, 1955 at the Paris Motor Show. The car's appearance and innovative engineering captured the imagination of the public and the automobile industry almost overnight. 743 orders were taken in the first 15 minutes of the show, and orders for the first day totalled 12,000.

Far from being just a fascinating technology in search of a purpose, contemporary journalists were effusive in noting how the DS dramatically pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.

The high price tag, however, hurt general sales in a country still recovering from World War II 10 years earlier, and a submodel, the ID (another pun: in French, Idée, or Idea), was introduced in 1957 to appeal to more cost-conscious buyers. The ID shared the same body with the DS, but had more traditional features under the hood. It had no power steering (though this was added as an option later), and instead of the hydraulically controlled manual transmission and clutch, it had a conventional clutch and transmission. Interestingly, the first model series was called 11D, a clear reminder of the last model of the Traction Avant, the 11C. A station wagon variant, the ID Break, was introduced in 1958.

Outside of France, the car's radical and cosmopolitan design appealed to non-conformists. A United States advertisement summarised this selling point: "It takes a special person to drive a special car".

Throughout its model lifetime, the DS managed to remain ahead of its time. It featured power disc brakes, a hydropneumatic suspension including an automatic levelling system and variable ground clearance, power steering and a semi-automatic transmission. A fiberglass roof reduced weight transfer. Inboard front brakes (as well as an independent suspension) reduced unsprung weight. Different front and rear track widths and tire sizes reduced the understeer typical of front-engined and front-wheel drive cars.

Despite the rather leisurely acceleration afforded by its small four-cylinder engine, the DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount.

The DS came in third in the 1999 Car of the Century competition, recognizing the the world's most influential auto designs. Winner and second place went to the Ford Model T and the Mini. It placed fifth on Automobile Magazine "100 Coolest Cars" listing in 2005.

Dodge Coronet Station Wagon, 1973

Dodge Coronet Station Wagon, 1973

Dodge Coronet Station Wagon, 1973

Jeep FC-170, 1957

Jeep FC-170, 1957

Jeep FC-170, 1957

Renault 8, 1962

Renault 8, 1962

The Renault 8 (Renault R8 until 1964) and Renault 10 were compact automobiles produced by the French manufacturer Renault in the 1960s and early 1970s. The 8 was launched in 1962, and the 10, a more upmarket version of the 8, was launched in 1965. Both ceased production and sales in France in 1971, although they were produced in Bulgaria until 1970 (see Bulgar Renault), and continued to be produced in Spain until 1976.

The 8 was released in july 1962 and was based on the outgoing Renault Dauphine. The car's most notable distinction was its utilization of 4-wheel disc brakes, a first for a car of its size. The 8 was powered by an all-new 956 cc engine developing 44 PS.

A more powerful model, the 8 Major, was released in 1964, featuring an 1108 cc engine developing 50 PS. A still more powerful version, the 8 Gordini, was also released that year, with a tuned engine of the same capacity but developing 90 PS and a five-speed manual transmission. The Gordini was originally available only in blue, with two white stripes. In 1965, the Renault 10 Major, a plusher version of the 8 with a different front and rear, was released, replacing the 8 Major. The 10 is significant as the first Renault model to be offered with a fully automatic transmission, which unlike all later automatic Renaults had a push button gear selector.

In 1967, the 8 Gordini received a facelift, adding two extra headlights, and its engine upgraded to a 1255 cc unit rated at 100 PS. Both the 8 and the 10 (already lost the word Major) were heavily revised for 1968, with some of the 10's features making it in to the 8, resulting into a reappeared 8 Major which replaced the basic model. The 10 itself was facelifted, with rectangular headlights added. The changes also saw the addition of the 8S, a sportier model with a 1108 cc engine rated at 60 PS. A larger unit, the 1289 cc engine from the new Renault 12, was added in 1970, giving birth to the R10 1300.

French production of the 8 and 10 ceased in 1971, with final sales as late as 1973. FASA-Renault, the company's Spanish arm, continued to produce models 8 and 8TS (quite analogue to the 8S) until 1976 for the Spanish and Mexican markets.