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Ferrari 250 GT Coupe Luxury Model

The Ferrari 250 GT Series is one of the most successful and popular of Ferrari. The vehicles were there as Spider and Coupe, with many different variants have been put on the market. Was started the series with the Ferrari 250 GT Coupe Europa, followed by the 250 GT Boano / Ellena and the 250 GT Ferrari 250 GT Coupe Tour de France. Followed in 1957 with the Ferrari 250 GT Cabriolet, the first Spider version, which was offered also as 250 GT California Spyder. The series was the 250 GT Coupe Pinin Farina, the four-seat coupe 250 GTE 2 +2, the 250 GT Lusso and the 250 LM (Le Mans) rounded.Ferrari 250 GT Coupe

Ferrari 250 GT Coupe Sports Car

Ferrari 250 GT Coupe Vintage model

Some numbers indicate legends. For automobiles, these placeholders are often three digits. Ferrari 250 GT Coupe Consider, for example, of the 356 or the 507, the code 300 and to the 120th The numeric solution: Porsche 356, BMW 507, Mercedes 300 SL Gullwing and Jaguar XK 120 – all legends motorized passion.Ferrari 250 GT Coupe

Ferrari 250 GT Coupe Italian Sports car

In the Ferrari, there are a number of selected combinations of numbers that feed the myth, then as now. If you meet the simple to the Italians in the number 250, it means pause. Ferrari 250 GT Coupe Because this number promises great things, but it is exceptional for early cars from Maranello. The numbers have not so much spectacular source rather than a strictly technical meaning: Ferrari 250 GT Coupe The number designates the displacement of a single cylinder. 250 cc by 12 – makes three liters of total volume. Only with the Ferrari Dino 246 changed a neat method of typing.Ferrari 250 GT Coupe

Ferrari 250 GT Coupe Classic retro model

The Ferrari 250 GTO of 1962 is considered by many enthusiasts as the archetype of the potent racing car from the stable of Enzo Ferrari. But also the first commercially available mid-engined Ferrari, the 250 LM – LM such as Le Mans – the 1963 is one of the track legend. Of course, this list may be in the 250 models, the 250 GT Europa, the 250 GT Tour de France and the 250 TR – not missing – for TR Testa Rossa.Ferrari 250 GT Coupe

Ferrari 250 GT Coupe Italian Sports car

Ferrari 250 GT Coupe

Ferrari 250 GT Coupe Interior View

Ferrari Dino 246 GTS sports car

The Ferrari Dino 246 GT provides a pure race car feel. However, you should regularly control the box. The maintenance is not cheap, but poor service leads to even more expensive costs.

For a Ferrari Dino 246 GTS in good condition now 100,000 euros and be paid. Obvious that the maintenance is not a car in this price range is cheap. Although the little Ferrari with a V6 only comes up with the V12 instead of the big brothers, the cost of service and maintenance are not nearly half as high.

Ferrari Dino 246 GTS Vintage model

After all, the Dino is not maintenance-prone to be excessive or capricious – “provided the basic right,” restricts Hans Uhlmann.Ferrari Dino 246 GTS The long-standing dinosaur specialist from W?denswil near Zurich knows the problem of lack of reliability of cars in bad technical condition. When they are finally brought to the workshop, not a mere maintenance, but expensive repairs are due. But dinosaurs that are OK, “should once a year to shop,” Jochen Frick finds from the sports car specialist in Frankfurt.Ferrari Dino 246 GTS

Ferrari Dino 246 GTS Classic car

To come within the true enjoyment of the free-revving six-cylinder, certain basic conditions are met. “The ignition must work absolutely correct, which is particularly important,” says Uhlmann.Ferrari Dino 246 GTS It should be noted briefly on the spark plugs, which previously prepared often have problems because they were wet and sooty.Ferrari Dino 246 GTS

Task of a skilled workshop is the distributor of the Dino with his two breaker contacts. The correct setting can actually be carried out using a Verteilerpr?fbank.Ferrari Dino 246 GTS In later versions, the case is even more complicated, because one of the breaker for the neutral charge then.Ferrari Dino 246 GTS

Ferrari Dino 246 GTS Vintage model

The ignition system of the Dino, the so-called Dinoplex C, now getting on in years. Some screwdrivers have it replaced by a newer CDI system. “A number of dinosaur have been converted to contactless ignition systems, some of whom do not work satisfactorily because the sample is too weak to spark a cold engine and a rich mixture,” says Jochen Frick.Ferrari Dino 246 GTS

Hans Uhlmann may recommend to its proprietary conversion kit for contactless ignition but without hesitation. More than 70 other Ferrari Dino and run fine with it. Ferrari Dino 246 GTS For the conversion charges he and check the centrifugal advance ? 1,600 – no installation and removal of the distributor and the other of any necessary work, such as a carburetor adjustment.Ferrari Dino 246 GTS

A carburetor is adjusted correctly the way, is the second important prerequisite for good running, but not every shop has the know-how for optimal results.Ferrari Dino 246 GTS

Ferrari Dino 246 GTS In yellow color

Among the more elaborate work on the engine is the valve clearance and timing control. If this is done with due diligence, and all seals replaced, the cost of this to climb over 1,000 ?. For specimens with air conditioning will be added because of the air compressor, additional driving screws.Ferrari Dino 246 GTS

Transmission overhaul for about 10,000 engine overhaul about 25,000 to 40,000 euros Ferrari Dino 246 GTS

The five-speed gearbox can be innately want something heavy. But you should be no howling away and do not scratch when changing gear, otherwise depending on the extent of damage to 10,000 ? for an overhaul to invest. It is, however, always to wear and tear each particular weak points does not have the gear.Ferrari Dino 246 GTS

Wear and tear, it is also to make the necessary repairs to the chassis. Ferrari Dino 246 GTSWho can replace all the bushings and bearings of the front and rear axle to be reckoned with also some peaks. The parts to be obtained.

In general, the parts availability has improved in recent years. But beware, not all of the remanufactured products have the quality and dimensional accuracy of original spare. Sometimes the shows immediately, sometimes later – as in a silent jack for the suspension, because many move their car owner Dino-general only slightly. One should therefore always rely on the experience of the workshop when it comes to the purchase of spare partsFerrari Dino 246 GTS

Ferrari 348 GTS Black sports car

The Ferrari 348 was launched in 1990 and as a coupe – sold and Targa version 348 TS – 348 TB Berlinetta. The Ferrari 348 Spider convertible version was produced from 1993 onwards.

Ferrari 348 GTS racing car

The technical modifications of the convertible was transferred to the base models and they summarily renamed the 348 GTB and 348 GTS. The changes affected the performance of the 3.4-liter V8 mid-engine, which was increased from 295 to 320 hp by changing pistons, valves and intake manifold.Ferrari 348 GTS A control device was installed with new timing. This allowed the Ferrari 348 in 5.4 seconds to accelerate from 0 to 100 km / h and reach a top speed of 280 mph.

Ferrari 348 GTS Luxury model

Ferrari 348 GTS convertible

Ferrari 348 GTS interior view

Hudson Hornet Classic American model

Although the cars of the three largest manufacturers monopolized the most attention of American cars in the 1950′s, the role of the Hudson Hornet can not be ignored

Hudson Hornet Retro model

At the time of Hudson Hornet debuted in 1951, the public had been seduced by the radical styling of the Commodore company in 1948. The low profile design of the car floor placed between the rails of the chassis structure, instead of placing them on top, and the body and chassis combined into a single unit, reached a low profile design with a reduced center of gravity.

Hudson Hornet Vintage model car

The elegant Hornet was offered as a two-door coupe, a four-door sedan, a convertible and a hardtop. He pioneered the use of unique structure (chassis-body), as well as its powerful engine L-head 6 cylinder in line. Hudson Hornet- originally the engine in the Commodore had 262 cubic inches, but when mounted on the Hornet in 1951 and had a displacement of 308 cubic inches. Hudson Hornet with an aluminum head high compression and two barrel carburetor could 145hp with 275 lb-ft of torque, making it the six-cylinder engine more powerful in the world.Hudson Hornet

Hudson Hornet Hotrod

The Hudson was lavishly decorated, with lots of chrome exterior and interior, attractive upholstery and room for six adults. In 1952, Hudson joined an optional engine, the Twin-H. Using two interconnected multiple carburetors fed by two of the gorge, making a 170hp power. Hudson Hornet Alternatively, 7-X, increased their power 210hp.

Hudson Hornet Rear view

The runners took note. At a time when stock car competition was really competitive actions, the attributes of the Hornet made it a natural candidate for the NASCAR races and more – despite its obvious trend for luxury. The track star Marshall Teague received support for their efforts in NASCAR, and he and his “Fabulous Hudson Hornet” won several competitions of the season. In total, Hudson won 12 of the 41 races of 1951, including the season opener at Daytona Grand National. In 1952, the domain of Teague and Hudson was total, winning 27 of the 34 competencies in NASCAR. 39 more victories followed in the next two seasons.Hudson Hornet

Classic retro car Hudson Hornet

However, neither the advanced technology and success in careers in America’s most important series might help sales, which were dormant since the debut of the Hornet. Hudson Hornet Superficial changes for the 1953 model included a redesigned grille and hood, and in 1954 was presented ventilation hatch on the hood, one piece windshield, and redesigned rear. It was all for nothing. As Hudson‘s finances were in decline is planning a merger with Nash.

Hudson Hornet in Blue color

The Hornet is robust, well-built engines that offer a lot of trouble-free miles with proper maintenance and management as any other American car of the era, thanks in large part by its low center of gravity and uniform distribution of their weight. Hudson Hornet Its six cylinders also undoubtedly help, even the base engine of 145hp.

Hudson Hornet Interior view

Hudson Hornet Interior view

Hudson Hornet Super Vintage model

Hudson Terraplane American model

Hudson Motor Car Company formed Hudson and other brand automobiles in Detroit, Michigan, from 1909 to 1954th 1954 Hudson merged with Nash-Kelvinator Corporation to form American Motors. The Hudson name was continued through the 1957 model year, after he was dropped. Hudson Terraplane

Hudson Terraplane Classic car

The name “Hudson” came from J.L. Hudson, a Detroit department store entrepreneur and founder of Hudson’s department store, which provided the necessary head and gave permission for the company to be named after him. A total of eight Detroit businessmen who founded the company on 24th February, 1909, produce a car that would sell for less than $ 1,000.Hudson Terraplane One of the main “car men” and the organizers of the company Roy Chapin, Sr, a young executive, who had worked with Ransom E. Olds (son Chapin, Roy Jr, would later President of the Hudson-Nash descendant American Motors Corp. to be. In the sixties).Hudson Terraplane

The company quickly began production with the first car that was driven in by a small factory in Detroit third July, 1909. The new Hudson “Twenty” was one of the first cheap cars in the U.S. market and very successful with more than 4,000 were sold the first year.Hudson Terraplane This was the best first production of the year in the history of the automotive industry up to that time.

Hudson Terraplane Retro model

The company had adjusted a number of first for the auto industry, these included double brakes, the use of dashboard oil pressure warning lights of the generator and the first from the crankshaft, which the Hudson allowed straight-6 engine, dubbed the “Super Six” (1916), to work with a higher rotational speed to make while remaining smooth, and develop more energy for its size than lower-revving machines.Hudson Terraplane

Luxury Model Hudson Terraplane

Hudson Terraplane

Acura NSX Sports car

The Honda NSX, which was originally presented as a sleek coupe. In a specially constructed plant in Tochigi in complex manual work, both the coupe were produced in its different variants as well as the Targa version. In North America, the NSX came under the Acura brand to the market.Acura NSX .

Acura NSX Japanese car

The NSX was the first production vehicle in the world to have a body made entirely of aluminum. Acura NSX .Engine and chassis are direct developments from Formula 1 Originally had the V6 engine a displacement of 3.0 liters. and was combined with either a manual 5-speed manual gearbox or a 4-speed automatic. Since 1997, it was for the NSX a manual 6-speed transmission, which then with a 3.2 ltr. Acura NSX .Capacity increased engine has been combined. Since 1997, offered exclusively in the Japanese market a lighter and more tightly tuned version called the NSX-S.

Acura NSX Tunned version

In the course of production time were both on the exterior as well as ever in the technology of the NSX more or less extensive changes made, such as 1995, the (final) introduction of the Drive-by-wire throttle approach than using a servo motor under the were moved from sensors detected accelerator pedal position and the one calculated by the engine electronics as a function of information from the traction control setting.Acura NSX .

Acura NSX Exotic Japanese car

Most striking was in the year 2002, the exchange of pop-up headlights to “normal” headlights.Acura NSX . After the longest up to that time production of a generation of a Honda car of 15 years, the NSX in the summer of 2005 was taken from the program. The Acura NSX, however, remained until the end of that year available.Acura NSX .

1966 Chrysler Newport limousine

The name Newport was first used by Chrysler on a 1940 showcar of which five actual vehicles were produced. Between 1961 and 1981 the Newport was a name used by the Chrysler division of the Chrysler Corporated used as both a hardtop body designation and for its entry level model.

Unveiled in 1940, the Chrysler Newport Phaeton was a 2-door low production roadster than utilized an I8 engine that was linked to a 3-speed manual transmission. Only produced for one year, the first generation Newport was based on the Chrysler New Yorker and was designed by Chrysler designer Ralph Roberts. A total of five units were produced. Chrysler founder Walter P. Chrysler had one that he used as a personal vehicle. Another owner was actress Lana Turner. The 1941 indianapolis 500 race featured the Newport Phaeton as the pace car.

From 1949 through 1961 the second generation of Newport was featured to designate the 2-door hardtop body style in Chrysler‘s lineup. A new hardtop Newport model was placed in each Chrysler series, Saratoga, the Windsor and the New Yorker. Orginally, the totally redesigned ’49 Chrysler Town and Country was proposed as a hardtop, but in the end the body style only appeared during the model’s final year in 1950.

1966 Chrysler Newport Classic car

In 1961 Chrysler revived the Newport name for their full-size entry-level model. Priced at $2,964, the Newport was strategically placed to fill the price gap between Dodge and Chrysler that emerged when DeSota was deleted. Quite successful, the Newport comprised the bulk of Chrysler production. The base Newport sedans were detrimmed versions of Chrysler‘s traditional upmarket models that featured hubcaps rather than full-wheel covers, very plain interiors and a minimal amount of exterior trim. Unfortunately, in the long run, cheapening the brand’s cache with an inexpensive model wasn’t good for Chrysler.

The ’61 Newport was available to the buying public as either a 2-door convertible, 2-door hardtop, 4-door sedan, 4-door hardtop and 4-door station wagon. Though most Newports were equipped with the 305 hp 383 in? V8, the base engine was the 361 in? V8 engine that was rated at 265 hp. The trademark fins were removed for the 1962 model year. For 1963 the Newport was restyled next to the New Yorker and Chrysler 300. This body style remained until 1964. The Newport received the small, chrome-topped fins again in 1964.

The fourth generation Newport was assembled at Jefferson Assembly Plant in Detroit Michigan. Redesigned on the then-new Chrysler C platform, the next Newport ran from 1965 through 1968. The Newport station wagon was renamed the Chrysler Town and Country.

Assembled in Belvidere, Illinois, the fifth generation of the Newport was again built on the C-body platform. Redesigned for the 1969 model year, the Newport now featured the ‘Fuselage Styling’ that would eventually become symbolic of Chrysler‘s full-size vehicles until the end of the 1973 model year.

1966 Chrysler Newport American car

After 1970, Newport convertibles were discontinued. In 1978 production of the C-body Newport also ended along with the Chrysler New Yorker. During the previous year, related Dodge and Plymouth C-body car had already been dropped. The American car industry’s last true two-door and four-door hardtops were offered with the 1978 Newport.

A newly resized Newport was introduced in 1979 on the Chrysler R platform which was a derivative of the circa 1962 Chrysler B platform. This downsized model reduced model availability to a single ‘pillared hardtop’ 4 door sedan. Chrysler went about the reduction of their vehicle a different way from GM and Ford who downsized their big cars by chopping with an ax. Chrysler improved fuel efficiency by reducing weght but retaining as much of the traditional full-size look and feel as possible.

A much more attractive vehicle was built from this process, but unfortunately some of the weight-saving measures proved to be more trouble then they were worth. The plastic brake wheel-cylinder pistons that had the tendency to swell and bind up the brakes following a couple of years of service. Another new innovation where chrome-plated aluminum bumpers that were replaced in 1980 with a newer and stronger steel rear bumper.

Sales were strong at the beginning of 1979, but unfortunately due to Chrysler’s unsteady financial condition, along with tightening oil and gasoline supplies, all of the R-body models were discontinued following a short run of 1981 models. Chrysler began to shift towards smaller front-wheel drive vehicles and the Newport was replaced with the front-wheel drive Chrysler Executive for 1983.

1980 Dodge Mirada Luxury sedan

A very rare vehicle, the Dodge Mirada was a hardtop coupe manufactured by Chrysler from 1980 through 1983. Based on Chrysler’s J body platform, the Mirada replaced the Dodge Magnum. The Mirada is identical to two other vehicles that Chrysler also manufactured at the same era, the Cordoba and the Imperial. Three engine options were available, an 85 hp Slant Six, a 130 hp 318 V8 and a 150 hp 360 V8. The Mirada was last manufactured in 1983 and at the end of its production year, only 5,120 units were sold.

The Mirada was a sturdy reliable little car, but unfortunately it didn’t become very popular during its three years of production. A mid-sized, rear-wheel drive coupe, the production numbers were very low, and less than 53,000 units were sold during its lifetime. During its production run, the Mirada would remain virtually unchanged with the exception of paint colors and engines. In 1983 the Mirada was replaced with the Chrysler 600. Basically, the Mirada was fairly doomed from the start in the market. Rear wheel drive had gone out of fashion in the car industry quite some time ago, and unfortunately even the true Plymouths were going out of style with their boat-like appearance.

1980 Dodge Mirada Targa

The Mirada was introduced as a luxury coupe, and it did indeed feature luxury items that would have been found in American models during, such as AM/FM radios with cassette players, various power options and leather upholstery.

In introducing the Mirada, Chrysler was also attempting to succeed on the NASCAR front as well. Lee Iaccoca personally requested Richard Petty to campaign a Mirada in NASCAR. Several drivers, including Petty built race ready test vehicles and tested them. Unfortunately the Mirada was tested around 8pm slower than other GM and Ford vehicles of the day and Petty and other drivers chose to go with another model. Arlington Racing did decide to go with the car and campaigned it from 1981 through 1984 racing seasons and managed 15 top-ten finishes during those years.

The main driver was Buddy Arrington; number 67, who ended up carrying the flag for Chrysler in NASSCAR after Petty Enterprises went to GM. The Marida was mainly used as a short-track car, while using a ’81-83 Imperial on superspeedwars. Several other drivers, including Dave Marcis and Dick May did choose to run the Mirada several times in 1981. Unfortunately the vehicles either broke down or finished several laps behind the leaders.

1980 Dodge Mirada stylish Limousine

The Mirada used transverse torsion bars in its suspension in the front and leaf springs with a sway bar in the rear. A ‘Sport Handling Package’ was offered on the Mirada and it included heavy-duty shock absorbers, torsion bar bushings, springs and anti-sway bars in both the rear and front. The braking system used drum brakes in the rear and power assisted disc brakes in the front.

Several different variations of rooflines were offered on the Mirada. Base models received a basic metal roof with a chrome beauty strip that reached from the bottom of the opera windows and across the roof. Buyers that wanted their Mirada to feature a sportier look could choose either a power sunroof, or a glass T-top roof. An even more luxurious option would be to choose either a vinyl landau roof or a cabriolet roof.

Every year except 1983 the T-tops and Landau were available, and the Cabriolet top could be purchased anytime. Unfortunately the power sunroof wasn’t very popular and was only available for 1980 and 1981.

Several basic wheel options were available, base models came with 15′ steel wheels with turbine-like hubcaps. Another option was polished ten-spoke, 15′ aluminum wheels with bright chrome center caps and painted section.

On the inside, the Mirada was available in a selection of styles and colors, though the most often chosen interior color was dark red. In the base vehicle, the dashboard was black with a faux woodgrain finish that surrounded the center console and gauges. The CMX featured a brushed aluminum finish that replaced the woodgrain. Options on the seating were either vinyl bucket seats, a 60/40 split cloth bench seat or leather bucket seats. The Mirada could be chosen with either a column shift or floor shift, while the bench seat was only available with the column shifter. Available steering wheels were either an interior –matched two-spoke wheel with horn buttons in the spokes. The CMX featured the Mopar ‘Tuff Wheel’ as the standard steering wheel in 1980 and 1981. The base models featured manual windows but the CMX could be purchased with power windows as an option.

1988 Dodge Diplomat Classic car

Dodge first used the name ‘Diplomat‘ in 1950 to designate their 2-door hardtop bodystyle. The name would endure until 1954. It re-appeared in 1975 as a trim package on the Royal Monaco two-door hardtop. In 1977, it became its own model line and served as a replacement for the Coronet in Dodge‘s mid-sized line-up. It was based on the Dodge Aspen and wore an M-body. Mounted on the bonnet was a 225 cubic-inch six-cylinder engine as the base powerplant. An optional 5.2L and 5.9L V8 were available. After 1984, the Diplomat was only available with the 5.2L V8 unit.

1988 Dodge Diplomat Muscle car

1988 Dodge Diplomat Limousine

The Dodge Diplomat was a mid-size car and it was manufactured from 1977 to 1989 by the Chrysler Corporation’s Dodge brand and practically identical to the Chrysler LeBaron of 1977, the Plymouth Caravelle sold in Canada, and the Plymouth Gran Fury from 1982. It was also sold in Mexico between 1980 and 1981 as the Dodge Dart, and in Colombia as the Dodge Coronet.

1977 saw the return of the Diplomat as a full model line rather than as the name of a particular body style. It replaced the Monaco in Dodge‘s new downsized mid-size lineup. The new Diplomat was based on the Dodge Aspen, designated the M-body. While the Aspen had the F-body, the M-bodies were related to it: the wheelbase and suspension were identical and doors and body panels often interchangeable. Hence, another M-body sedan, such as the 1989 Chrysler Fifth Avenue, had interchangeable doors with the 1976 Aspen. Like the Aspen, the Diplomat had coupe and station wagon variants.

The Diplomat was offered with a base 225 cu in (3.7 L) six-cylinder engine. In 318 cu in (5.2 L) V8 form (and an optional 360 cu in (5.9 L)) it, and its Plymouth Gran Fury/Caravelle twin, were widely favored as a police car both in the US and Canada. After 1984, the only engine offered was the 318 cu in (5.2 L) V8.

Following the demise of the Dodge St. Regis R-body in 1981, the Diplomat remained, becoming the largest sedan in the Dodge lineup, despite technically being a mid-size car. Dodge would not market another truly full-size car (at least based upon U.S. U.S. Environmental Protection Agency? (EPA) passenger volume statistics) until the Monaco debuted as a 1990 model.

In 1982, the coupe and station wagon were discontinued and Canada’s Plymouth version of the Diplomat came south of the border. The Plymouth Caravelle was offered in the US as the Plymouth Gran Fury.

1958 Dodge Coronet Exotic car

This 1958 Dodge Coronet Super D-500 Convertible was offered for sale at the 2007 Sports and Classic Car Auction presented by The Worldwide Group, in Hilton Head Island, SC where it was estimated to sell for $125,000 – $175,000. It was offered without reserve, which was a rather daring move considering the value of the vehicle. This car is outfitted with the Super D-500 V8 engine that displaces 361 cubic-inches and produces 325 horsepower. There is a torque flight automatic transmission and four-wheel power drum brakes.

Virgil Exner’s design influences were prominent in Chrysler Corporation vehicles during the mid-1950s, as evident by the finned cars that took the market by storm. The Chrysler C300 was created to satisfy NASCAR homologation purposes, and variations of this masterpiece would continue for more than ten years.

At the Dodge and DeSoto marques, only slight changes were on the horizon. The Adventurer was given a dual quad setup similar to the C300 and offered superior performance to most other cars on the road. For Dodge, their D-500 was their performance pinnacle that kept its owners smiling a quarter-mile at a time. Above the D-500 was the Super D-500.

The Dodge D-500, Plymouth Fury, and Desoto Adventurer were introduced in 1956 with the D-500 being the most rare. These super performance machines were not ‘add ons’ or dealer options, but a model in all respects. The D-500 was given a heavy duty suspension, larger exhaust system, larger and lighter brakes, limited paint colors and schemes, special high performance engine and more. The result was astonishing, as the 1956 D-500 set or broke a total of 306 race records.

1958 Dodge Coronet retro car

In 1949 Dodge introduced the Coronet which was the top trim level offered by Dodge. It was similar to the Meadowbrook models in many respects, deviating in their interior appointments and minor differences with trim. The base level four-door sedan bodystyle was offered for under $1930. The top of the line version was the two-door station wagon which had seating for six and cost $2865. An L-head six-cylinder engine produced just over 100 horsepower could be found under the hood. A three-speed transmission with Fluid-Drive was standard equipment.

For 1950 the Dodge Coronet continued to be Dodge‘s top-of-the-line vehicle. It still was very similar to the Meadowbrook; it include all of its features plus added addition chrome trim on the wheels, rear fender guards and was adorned with the ‘Coronet‘ name proudly displayed on the exterior of the vehicle. Little changed for the following year. For 1952 the eight-passenger sedan was no longer offered. In 1953 the Dodge Coronetincorporated an air scoop on its hood. Under the Ram hood ornament could be found the word ‘Dodge V-8‘ for the eight-cylinder variants. The Hemi head overhead valve V8 engine was capable of producing 140 horsepower. The six-cylinder unit produced 103 horsepower.

In 1954 the Coronet name was used on the intermediate trim levels. Chrome trim could be found throughout the exterior of the vehicle including a chrome strip that ran along the middle of the body. In script letters, the name ‘Coronet‘ could now be found on the sides of the rear fenders. The base price for the four-door six-passenger sedan was $2110. The top of the line bodystyle was the four-door Sierra with seating for six and would set the buyer back $2695. The Coronet made an appearance at the Indy 500 where the convertible body style was the official pace car.

In 1956 the Dodge Coronet was restyled and grew by six-inches, became wider, and now sat closer to the ground. They were now the base trim level for Dodge. Both the six and eight cylinder engines now produced more horsepower. The eight-cylinder unit was capable of 175 horsepower. Tri-colored paint schemes were not uncommon. In the front was a new grille that was divided intro two separate openings. The parking lights were incorporated into the grille. The windshield was a classy wraparound design. Sales were very positive as the public agreed with the design and the vehicles mechanical abilities. Riding on the wings of success, Dodge made the wise decision to not mess with the design for 1956. The side trim and taillights were slightly modified. Tail fins could now be found protruding from the rear. A push-button transmission was now offered as optional equipment. This technology had been borrowed from Chrysler and proved to be rather popular with many.

1958 American retro car-Dodge Coronet

In 1956 the Dodge Coronet was restyled and grew by six-inches, became wider, and now sat closer to the ground. They were now the base trim level for Dodge. Both the six and eight cylinder engines now produced more horsepower. The eight-cylinder unit was capable of 175 horsepower. Tri-colored paint schemes were not uncommon. In the front was a new grille that was divided intro two separate openings. The parking lights were incorporated into the grille. The windshield was a classy wraparound design. Sales were very positive as the public agreed with the design and the vehicles mechanical abilities. Riding on the wings of success, Dodge made the wise decision to not mess with the design for 1956. The side trim and taillights were slightly modified. Tail fins could now be found protruding from the rear. A push-button transmission was now offered as optional equipment. This technology had been borrowed from Chrysler and proved to be rather popular with many.

In 1956, Dodge created a true ‘sleeper’ car. The Coronet D-500 appeared to be similar to other Coronet‘s but hidden under the hood was a 315 cubic-inch V8 that could pump-out 260 horsepower. It was able to go from zero-to-sixty in under nine seconds. One of the rules to compete in NASCAR was that at least 500 identical models had to be produced. The Coronet D-550 was a purpose-built vehicle intended for the NASCAR circuit. It featured a 315 cubic-inch Hemi V8 that produced 285 horsepower. In addition to a larger engine, the suspension, tires, brakes, and transmission were all modified to create a highly competitive, very effective muscle car / racing machine.

The Coronet was again restyled in 1957. Dodge began incorporating its ‘Forward Look’ design. The wheelbase grew, as did its length. The car was lowered and now sat even closer to the ground. One of the most recognizable features were the large tail fins. The front headlights were placed below headlight ‘brows’. A chrome strip ran the entire length of the vehicle on both sides. Chrome trim could be found throughout the vehicle, encompassing lgihts and grille openings. The base engine was the L-head six-cylinder engine that produced 138 horsepower. Eight-cylinder engines were available.

Picture of 1958 Dodge Coronet classic retro car

In 1957 the D-500 was replaced by the D-501. The ’500′ series was a high-performance option offered on all series. The Coronet D-501 featured a 354 cubic-inch Hemi V8 that produced 340 horsepower. Only 101 examples were produced. The suspension was updated to include torsion bar front suspension and a rear, heavy duty shock absorbers and leaf spring suspension.

The grille and headlights were the most significant changes for the Dodge Coronet for 1958. The headlights were now quad units. Dodge focused on improving the engines, which they did, with all engines of the ‘wedge’ single rocker head design. The top of the line engine was the 361-cubic-inch V8 with fuel-injection which was capable of an astonishing 333 horsepower. The Dodge name could be found in block letters along the front edge of the hood.

In 1959 the Dodge Coronet was given even larger fins. The brows over the headlights became even more exaggerated. They grew in length, width, wheelbase and were lowered, closer to the ground. A 383-cubic-inch V8 engine was available which produced 345 horsepower in its Super D-500 format. The buyers were treated to an extensive list of options, one of them being the Swivel-Seat option. The seat, with the push of a lever, could swing out to meet its occupant. Another option offered by Dodge was the self-leveling rear air suspension called LevelFlite. The name ‘Dodge‘ could be found in block letters on the trunk lid. The ‘Coronet‘ name was in script and appeared on the front fender.

The Coronet name did not appear on a Dodge vehicle in 1960. It re-appeared in 1965 as a mid-sized muscle car featuring a 426 cubic-inch Hemi engine that produced 425 horsepower. It was now an intermediate-sized vehicle. The bodyshell rested on a 117-inch wheelbase. The base trim level for the Coronet was outfitted with a 224-cubic-inch six-cylidner engine. The Dodge name was proudly displayed in block letters across the front of the hood. The Coronet name was in script along the front fender tip.