Wikicars - User contributions [en]

Ferrari 328

2009-03-02T21:06:47Z

Williamh347:

{{Infobox |
|Image = [[Image:1985 ferrari 328gtb1.jpg|300px]]
|Marque = [[Ferrari]]
|aka = '''Type aka here, not up there'''
|Production = '''produced from when to when+total units made (optional)'''
|Class = '''denote market class'''
|Body Style = '''how many doors+how many seats+what type of body'''
|Length = '''length - type here'''
|Width = '''Width - type here'''
|Height = '''Height - type here'''
|Wheelbase = '''wheelbase - type here'''
|Weight = '''Weight - you get the point'''
|Transmission = '''transmission + drive'''
|Engine = '''engine'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = '''Designer (lead designer if it was a team effort)'''
}}
The '''Ferrari 328 GTB''' and '''GTS''' was the successor to the [[Ferrari 308 GTB|Ferrari 308 GTB and GTS]]. While largely based on the 308 GTB and GTS respectively, small modifications were made to the body style and engine, including an increase in engine displacement to 3.2 L (3185 cc). 7,400 Ferrari 328s were produced by the time the model was replaced by the new [[Ferrari 348|348]] in 1989, bringing the total for the 308/328 generation to nearly 20,000. The 328 is considered by some Ferrari enthusiasts to be one of the most reliable Ferraris; unlike some models, most engine maintenance can be performed without lifting the engine from the vehicle.<ref>{{cite web|url=http://www.forbes.com/2002/09/03/0902vow.html|title=An '80s Ferrari Icon|publisher=[[Forbes]]|accessdate=2008-01-31}}</ref>

The GTB referred to the [[Gran Turismo]] [[Berlinetta]] ([[coupé]]) body while the GTS was a [[Gran Turismo]] [[Spyder|Spider]] ([[targa top]]). In 1985, the 328 retailed from $58,400-$62,500 ($115,300-$123,400 in 2008 dollars) in the United States. This price included a [[Energy Tax Act|gas-guzzler tax]].

See Wikicars' comprehensive '''[[{{PAGENAME}} Review]]'''.

===Engine===
The Ferrari 328 uses a 3.2 litre V8, 4 Valve per cylinder layout. It has 270hp and 231 lb ft of torque. Its top speed is 166mph and reaches 60mph in 5.5 seconds and 100 in 13.00.

===Performance===
For the 328 GTB

* 0-60 mph 5.5 seconds approx.
* Top speed {{convert|166|mi/h|km/h|0|abbr=on}}

For the 328 GTS

* 0-60 mph 5.9 Seconds
* Top speed {{convert|163|mi/h|km/h|0|abbr=on}}

===GTS/GTB Turbo===
From 1986 to 1989 Ferrari also produced a special home market 328 that could negate the tax concessions imposed on cars with a displacement of more than two-litres. Designated GTB Turbo and GTS Turbo, the most fundamental changes were focused around a new engine. Displacement was 1991 cc with a bore and stroke of 66.8 mm x 71 mm, output peaking with 254 bhp at 6500 rpm. Whereas [[Ferrari 308 GTB#208 GTB/GTS|208 Turbo]]'s had used KKK turbochargers, these new 328-based cars used an IHI unit running at 1.05 bar of boost.

Top speed was 157 mph and zero to sixty took less than six seconds. The only visual differences between these two-litre Turbo's and regular 328's were their NACA ducts positioned just in front of each rear wheelarch, redesigned engine covers (in order to accommodate the Behr intercooler) and a ventilated rear bumper.

==See Also==
{{Ferrari}}
==External Links==
Please include any external sites that were used in collaborating this data, including manufacturer sites, in this section.

[[Category:Pages with the First Anniversary Infobox Upgrade]]

Mercedes-Benz W210

2009-03-02T20:48:05Z

Williamh347: Created Page

{{Infobox |
|Image = '''place image here in 300 pixels'''
|Marque = '''place marque here - not manufacturer'''
|aka = '''Type aka here, not up there'''
|Production = '''produced from when to when+total units made (optional)'''
|Class = '''denote market class'''
|Body Style = '''how many doors+how many seats+what type of body'''
|Length = '''length - type here'''
|Width = '''Width - type here'''
|Height = '''Height - type here'''
|Wheelbase = '''wheelbase - type here'''
|Weight = '''Weight - you get the point'''
|Transmission = '''transmission + drive'''
|Engine = '''engine'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = '''Designer (lead designer if it was a team effort)'''
}}
The '''Mercedes-Benz W210''' is a [[mid-size car|mid-size]] [[luxury car]]–[[executive car]] which was produced by the [[Germany|German]] [[automaker]] [[Mercedes-Benz]] from 1995 through 2002 (production of the wagon variant (codenamed S210) carried over to the 2003 model year). The W210 replaced the [[W124]] model. They were sold under the [[Mercedes-Benz E-Class|E-Class]] model names in both [[sedan (car)|sedan]](saloon) and [[station wagon]] body types. The W210 E-class heralded a brand new design idiom for the Mercedes 'face', which would continue until the C209 CLK. This idiom was the mainstream fashion used by Mercedes-Benz for a long period, and it made it on the SL, C-class, CLK, CL and S-class of the time. When the new CLK replaces the current model it will have been 13 years since this characteristic twin-headlamp design was used. The W210 quickly became the biggest seller in MB production [citation required].

The final W210 production included E320 special edition, and E430 special edition released in two exterior colors - quartz silver (limited edition), obsidian black, and with Xenon lights, 17-inch alloy wheels and black maple walnut trim.

In the 2000 model year, a new multi-function information system was incorporated into the instrument cluster below the speedometer, and the use of a fiber optics system for the audio/navigation/phone system was introduced, all accessed by steering wheel controls. In addition, the 5-speed [[automatic transmission]] introduced "Touch Shift," which used the +/- gate positions for [[manumatic]] control (similar to the [[VW]]/[[Porsche]] "[[Tiptronic]]" system). Exterior changes included a revised front with a steeper rake, similar to the [[Mercedes CLK|CLK]], and restyled bumpers and lower body trim.

===Engines===
This was the first time a [[V6]] engine was offered (1998) to replace the [[straight-6]] configuration (1996-1997). This new [[Mercedes-Benz M112 engine]] produced 221 hp (164 kW) and 229 ft·lbf (310 N·m) of torque and offered a 0-60 mph (98 km/h) of 6.9 seconds. Other offerings were the E420 (1997), E430 (1998-2002), and E55 AMG (1999-2002) with 354 hp (264 kW) and a 5.4 L normally aspirated engine. In North America, the range also features two E300 diesel engine models, including both non-turbocharged (1996-1997) and turbocharged (1998-1999) 3.0 litre [[straight-6]] units. In 2000, Mercedes-Benz discontinued diesel powerplants in the E-class in North America. In Europe, the diesel engines were superseded by more advanced [[Common Rail]] (CDI) units (2000-2002). The CDI engines were not offered in North America until the E320 CDI in the newer W211 model.

===Transmissions===
The 1996 model W210 E-Class carried over the 4-speed automatic transmission from the previous W124 generation E-Class. In 1997, Mercedes installed in the E-class its electronically-controlled model 722.6 5-speed automatic transmission that first saw duty in 1996 in the V8-powered W140 S-class models. The 722.6 transmission is now used in a number of Daimler-Chrysler vehicles[citation required]. The 5-speed transmission was marketed as "sealed for life" however Mercedes dealers now recommend changing the fluid at regular intervals. A 5-speed manual is also available, although during facelift in 2000, it was replaced by a 6-speed [[manual transmission|manual]].

===AMG===
There were 4 engines that AMG used in the W210. The first was the E36, M104.995, launched in 1996 then the M119.985 in the Euro Spec E50 AMG produced only in 1997. There was also an option for the M119.985 that was bored out to 6.0L [[V8]] the cars these were fitted to were designated as the E60 and came in sedan and wagon varieties. In 1998 came the M113 powered E55 which used a 5.4L [[V8]] SOHC 24V to produce {{convert|354|PS|abbr=on}} and {{convert|391|ft.lbf|N.m|abbr=on}} of torque.

The body styling on all of the W210 AMG models was the same until 2000 when a facelift and interior upgrades were implemented.
The 210 E55 was the last vehicle that a major portion of production took place by hand at AMG in Affalterbach. Production was actually split between Affalterbach and the Bremen Mercedes Benz facility until the end of 2001.

===Reliability===
The W210 E-class has a reputation of being unreliable and expensive to maintain. This can be attributed to the cutting of production costs of Daimler division, which marked the end of a long line of design overengineering which brought to Mercedes the fame of reliability.

Some known problems include the front spring perch has corroded and tearing away from the inner fender(wing), causing the front suspension to collapse[citation required]. (4Matic models are not believed to be affected.) Other minor problems include defective harmonic balancer pulleys (recall), rust on trunk lid near latch, rust on door frames under window seals (recall), defective mass airflow meter, melted rear light bulb sockets, defective blower motor regulators, and rear window regulator failures.

Harmonic Balancer - If the rubber insert of the harmonic balancer pulley, or main crankshaft pulley, delaminates at high velocity, the pulley may grind through the timing chain cover and oil pan, causing several thousand dollars of damage. Owners should inspect the harmonic balancer pulley regularly for signs of rubber deterioration.

Blower Motor Regulator - If this part fails, the climate control fan will not operate faster than approximately 50% power. Mercedes updated the regulator to improve its reliability, but the redesigned regulator requires the installation of a new blower motor -- about $1,000 in parts. The old-style regulator, which is compatible with the existing blower motor, is no longer manufactured. The blower motor regulator may be replaced with the much less expensive W140 S-class blower regulator, provided that the E-class wiring harness is re-attached to the S-class regulator.

Front Sway Bar Drop Links - While not a serious concern, most E-classes end up with a sub 35 mph (56 km/h) clicking or rattling sound from the front end. This is usually due to worn out front-end sway-bar drop links. These can easily be replaced by anybody with minor knowledge of vehicle DIY, for no more than around £20.

Front Spring Perches - Some owners have reported rust problems on the front spring perches - the top perches, which hold the tops of the springs for the front suspension. The perches are spot welded to the chassis, and factory coated in a weatherproof mastic to stop them rusting, however in some rare occurrences, water gets behind the mastic causing the perches to rust, and eventually to fail - leading to collapse of the suspension. The car remains controllable. This is a problem that Mercedes USA have acknowledged. The issue is not identifiable without first removing the mastic to check.

Body rust - Some early model year versions of the W210 displayed body rust, notably on European-sold cars. Rust would sometimes appear spontaneously on panels such as doors and roofs on cars less than a year old. In response to this problem, the manufacturer would normally change or repair the affected panels under warranty. Mercedes-Benz has been criticized in the European press for not officially acknowledging this problem. This was due to problems introducing water based paint technology.

Window regulators - The power window regulator, essentially the mechanism that transfers power from the electric motor to the window, has a few plastic parts that can fail after several years causing the power window to stop operating. DIY replacement of a window regulator can be done in about 1-2 hours at a cost of somewhere between $60 and $120 for the part.

===Main Competitors===
[[Chrysler 300C]]

==See Also==

==External Links==
Please include any external sites that were used in collaborating this data, including manufacturer sites, in this section.

'''''News and References'''''

'''''Enthusiast Sites and Discussion Forums'''''

[[Category:Pages with the First Anniversary Infobox Upgrade]]

User:Williamh347

2009-01-09T20:28:03Z

Williamh347:

My name is William. I found Wikicars by accident when I was trying to search for a [[Buchmann]] [[Porsche]]. My favorite cars are most all the cars that were ever made before 1990, including a few like the [[Ferrari Enzo]]. I live in England.

===Favorite Cars===
[[Jaguar XJS]]

[[Ferrari 288 GTO]]

[[Renault 5 Turbo]]

[[Mercedes-Benz W124]]

[[Mercedes-Benz W123]]

[[Porsche 911]]

[[BMW E30]]

[[Mini Cooper]] (Classic)

[[Ford Mustang]] (original)

[[Peugeot 205]]

[[Rover SD1]]

[[Toyota MR2]] (1986)

BMW 635CSI

Toyota Supra 3.0 Turbo

[[Vauxhall Chevette]]

Vauxhall Omega

Vauxhall Senator

Ford Granada MK2

Ford Escort MK2

[[Ferrari Enzo]]

[[Mclaren F1]]

...

Peugeot 205

2008-12-03T20:25:35Z

Williamh347: Added Content

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The Peugeot 205 is a supermini produced by the French car manufacturer Peugeot between 1983 and 1997. It is probably one of the most representative hatchback vehicles of the 1980s. It was declared 'Car of the Decade' by CAR magazine in 1990.

===History===
The chic Pininfarina styled 205 is widely regarded as a modern classic. It's often thought that the 205 is a Pininfarina design, however Gerard Welter claims it as an in-house design, Pininfarina only styled the CTi model. It is often credited as the car which turned Peugeot's fortunes around. Before the 205, Peugeot was considered the most conservative of France's "big three" car manufacturers, producing large saloons such as the 504 and 505. The genesis of the 205 lay within Peugeot's takeover in 1978 of Simca, which had the necessary expertise in making small cars. Early 205s used the "Douvrin" engine from the older Peugeot 104, although these were later replaced with the newer XU and TU-series engines, which were of PSA design. Engines ranged from 954 cc to 1905 cc engine displacement, in carburetor or fuel injected petrol and diesel versions. Its use of the now standard PSA Peugeot Citroën suspension layout of Macpherson struts at the front, with torsion bar suspension rear suspension, that debuted in the Peugeot 305 estate, was a key ingredient of the success of the 205. This is fully independent using torsion bars (Torsion spring) and trailing arms. It is very compact and was designed to minimise suspension intrusion into the boot, giving a wide flat loadspace, while providing excellent ride and handling.

The diesel models employed the XUD7 PSA Diesel engine, lifted from the Citroën BX which was introduced in 1982. These XUD7 engines has a capacity of 1769 cc and 1905 cc and they're closely related to the XU5 and XU9 petrol engines in the BX16 and BX19 of the time respectively, as well as the engines later used in the 205 GTI 1.6 and Automatic (also 1.6) and GTI 1.9 respectively (other Peugeot/Citroën [PSA] products, such as the 305 and Talbot Horizon as well as the BX, used the XUD9 Diesel engine of 1905 cc — the same capacity as the 205 GTI 1.9 and Citroën BX 19 petrol engined models). The XUD7 (and XUD9) Diesel Engines were world-beating and so petrol-like that many buyers were won over by the petrol car performance combined with the diesel economy. The 205 GRD (1.8 Diesel, 59 bhp (44 kW), 78 lb·ft (105.8 N·m)), for instance, was as fast yet smoother than the 205 GR (1.4 Petrol, 59 bhp (44 kW), 78 lb·ft (105.8 N·m)), due to the engine developing peak torque at much lower rpm, while using much less fuel.
1995 Peugeot 205 DTurbo

In early 1994, the 205 DTurbo was announced, with the 205 XS three-door bodywork, wheels, interior and more instruments with a 16 valves turbocharged intercooled XUD7 engine (it seemed that the DTurbo models in PSA models used the XUD7 engine and not the XUD9!). Road tests were very positive! There was though a significant increase in fuel consumption over the normally aspirated diesel. The introduction of the XUD9 intercooled turbo diesel by PSA in the Citroen ZX and Peugeot 405 took diesel performance and refinement to another level. The ZX Volcane intercooled turbo diesel is reckoned by many to be the first true diesel 'hot hatch'. (From such roots eventually grew the 306 DTurbo as a specific 'sporty model'). This model is generally found sporting the "Accent" or "Forever" brandings. After the 205 GTI 1FM, the 205 DTurbo is the 2nd most rare model of the Peugeot 205. Only 400 were made. The production of the 205 DTurbo stopped in 1995, the last ones registered in May 1995.

The 205 was an instant hit, and the styling parameters that it set were echoed in every Peugeot model that was to follow. Incredibly, the styling was so right from the start, that it was never face lifted or significantly altered in its 15-year production run. There was a dashboard redesign for the 1988 model year, and in late 1990 the 205 received new door design and cards, clear front indicators, new 'smoked' rear light clusters, single point petrol injection and catalytic converters introduced, to meet the new 1992 pollution limits.
1996 Peugeot 205 (1124 cc)

The Peugeot 205 was discontinued in the UK in 1996, 205s have been known to be registered as late as August 1996 putting them on a "P" plate, late 205 models are easily found registered in 1995 which puts them on an "N" plate both models are generally found sporting the "Style" or "Forever" brandings with decals on the doors and wings with a "205" decal on both doors. It is believed that the 1996 model 205s are most commonly found in two colours consisting of either Red or a Metallic Blue/Grey, the metallic colour more seldomly seen than the Red - but both cars on a "P" plate are quite rare. The single biggest visual difference between very late 205s (1993 on) and earlier ones, is the deletion of the black louvred plastic panel between the rear lights on the tailgate. It is just painted body colour.

In Continental Europe, 205 production was gradually slowed down following the introduction of the joint replacement models, the 106, and 306, and eventually stopped in 1997, but amid pressure from the market, the company finally built a direct replacement in the 206, which was launched in 1998. Over 5,278,000 Peugeot 205s have been produced, and a large percentage of them are still in circulation as of 2008.

The 205 was first available as a GTI in 1984 and was initially powered by a 1.6 petrol engine. The 1.9 GTI was launched in 1986 and the 1.9 engine was also used in the GTI version of the larger 309.

===Varients===
==205 GTI==
The GTI version came in 1.6-litre and 1.9-litre, in-line four cylinder configurations, and is considered to be among the most popular hot hatches of the era. Compared to modern cars they can be tricky to handle, due to their tendency towards rather sudden lift-off oversteer during hard cornering, and a complete absence of electronic driver aids. However once mastered, or in the hands of a skilled driver, these cars are still known to offer a very rewarding driving experience. The 205 GTI was certainly one of the first front wheel drive cars said by many motoring experts to be as rewarding to drive hard as an equivalent rear-wheel drive car.

The 1.6 GTI came with a XU5J engine, producing 105 bhp DIN (77 kW), for the 1987 model year the XU5J received the cylinder head with larger valves from the 1.9 GTI's XU9JA engine thus becoming XU5JA. The new engine was quoted for 115 bhp (86 kW/117 PS) . The 1.9 GTI came with an XU9JA engine producing 128 PS (94 kW/126 hp) , although later models with a catalytic converter produced 122 PS (90 kW/120 hp) . Internally these engines are very similar, the main differences on 1.9-litre versions being the longer stroke, oil cooler, and some parts of the fuel injection system. The shorter stroke 1.6-litre engine is famed for being revvy and eager, while the 1.9-litre feels lazier and torquier. Outside the engine bay the main differences between the 1.6 GTI and the 1.9 GTI are half-leather seats (1.9 GTI) vs. cloth seats (1.6 GTI); and disc brakes all-round (1.9 GTI) vs. discs at the front and drum brakes at the back (1.6 GTI); as well as the 14 inch alloy wheels (1.6 GTI) vs. 15 inch alloys (1.9 GTI).

The 205 is still mentioned to this day in group car tests of the newest GTI models or equivalent. Peugeot itself has never truly recreated this success in future GTI models, although came very close with the highly regarded GTI-6 variant of the Peugeot 306. A cabriolet version of the 205, known as the CJ (or CT in France), was designed and partially assembled by Pininfarina of Italy. A CTi version, with the same plastic arches and wheels as the 1.6 GTI was also available. Some later models incorporated the catalysed 1.9 engine.

The main aesthetic difference between the GTI/CTi versions and other 205 models were the plastic wheel arches and trim, beefier front and rear bumper valances. The shell also underwent some minor changes, including larger wheel arches (to suit the larger wheels on the GTI and CTi), and the suspension was redesigned and sat lower on the GTI with stiffer springs, different wishbones and a drop-linked arb.

With the early success of the 205 GTI in Europe, Motor Trend reported in 1984 that Peugeot was seriously considering adding it to its. U.S lineup, even though Peugeot had a more upmarket image in the United States. Nothing ever came of such rumours, however, and any talk of Peugeot expanding its presence in U.S. became moot when it was forced to pull out in 1991.

Sales of the GTI in the early 1990s were badly hit by soaring insurance premiums, brought about by high theft and 'joyriding' of cars of this sort. Increasingly stringent emissions regulations meant the 1.6GTI went out of production in 1992, while the 1.9 was sold for a couple more years thanks to re-engineering of the engine to enable it to work properly with a catalytic converter.

A common modification for fast road/track use is to transplant a '16V' Peugeot/Citroen engine and ECU (XU9J4 Type D6C / XU9J4Z Type DFW), as used in Citroen BX 19 GTI 16V and the Peugeot 405 Mi16. This is a development of the 205 T16 engine, the XU8T, the essential difference compared to the car's original XU 8-valve engine is the 16-valve double overhead camshaft cylinder head. The engine will fit into the small Peugeot's engine bay with modifications (the provision of necessary clearance between the exhaust manifold / firewall and intake manifold / radiator), the method of installation varies depending on how professionally it is installed. Weight gains are negligible, and the rise of between 30 to 60 horsepower (depending on the original engine being replaced vs. the engine being transplanted) is startling in so light a car. Less common and also less reliable is the practice of turbocharging or even supercharging the standard XU 8-valve unit. Over 200 bhp (149 kW/203 PS) has been achieved from a standard engine with the correct fuelling using this method. More may be available, although the usual turbo problems of high exhaust temperatures, detonation and turbine lag will inevitably creep in.

==Special GTI Models==
Peugeot produced some limited edition 205 GTI models over the car's life.

In 1990, 1200 GTIs were made in the then new colours of Miami blue (see photo above) and Sorrento Green (a very dark metallic green). The cars were made in an equal mix of 300 blue 1.6, 300 green 1.6, 300 blue 1.9 and 300 green 1.9. The cars had power steering and full grey leather interior as standard, together with grey carpets. These paint colours were then added to the list of available colours for ordinary models.

The Gentry was a limited edition with all-leather interior, 105 bhp (78 kW/106 PS) 1.9 engine, automatic transmission and some other extras. Gentries came in the color Sorrento Green and Aztec Gold (sometimes called Beige Mayfair).

The Griffe was a special GTI edition for mainland Europe, and was sold in France, Germany and the Netherlands. It was bright green ('Laser' Green or 'Vert Fluorite'), and came equipped with all available vendor options at that time except air-conditioning, but including full black leather interior, ABS, powersteering and sunroof. Approximately 3,000 Griffes were made, all in laser green and with dark grey anodised alloy wheels with a silver rim.

The 1FM was produced only in the UK in 1992 to coincide with the 25th birthday of BBC Radio 1. Only 25 were made and each car was individually numbered with a small brass plate. Every one was black and had dark grey anodised alloy wheels with a silver rim. The car had every extra as standard including ABS, air conditioning, catalytic converter, full black leather interior, power steering and remote central locking. A special stereo system including a CD changer and an acoustic rear shelf was designed by Clarion especially for this car. The car had unique 'Radio 1' badging, and Radio 1 ran a competition on air to win one.

==205 Rallye==
From 1988 to 1992 Peugeot produced another variant of the 205, the 205 Rallye, which was engineered and produced by Peugeot-Talbot sport. This edition of the 205 was positioned as a cost effective alternative to the 205 GTI, retaining its sporty character, but being less expensive to buy or maintain.

To achieve this, Peugeot used a derivative of the TU-series engine used in the post-1987 205s, which was designated TU24. The engine is essentially the same engine as was in the 1.1-litre 205 with the cylinders bored out to a total engine displacement of 1294 cc, a sports camshaft and twin Weber carburetors. While only a 1.3-litre engine, it still produced 103 PS (76 kW/102 hp) at no less than 6800 rpm. The car got the 1.9 GTI front suspension with ventilated brake discs, and the 1.6 GTI rear axle with drum brakes.

The 205 Rallye was completely stripped of almost all soundproofing, electrical systems or other luxury items, bringing down the weight to no more than 794 kg (1750 lb). Its minimalistic equipment, together with the high revs needed to unleash all of the engine's horsepower gives the 205 Rallye a very spartan character and makes it a difficult but rewarding car to drive hard, which is one of the reasons it is now very popular among 205 GTI enthusiasts. Around 30,000 Rallyes were produced, and they were only sold in some countries on the European mainland (at least in France, Belgium, Spain and The Netherlands). This, together with the fact that a lot of these cars have been wrecked because it is a difficult (and for some drivers even dangerous) car to drive makes the 205 Rallye a very rare car nowadays. It is almost impossible to buy one in good shape anymore because Rallye owners now tend to hold on to their cars, knowing it will be a classic in the not-too-distant future.

The distinctive aesthetic features of the 205 Rallye include the squarer wheel arches (which are different from GTI arches), the steel body-coloured wheelrims and the rainbow-coloured Peugeot-Talbot sport decals on the front grille and the tailgate. They were only available in white and yellow. The Rallye was sold with a reduced-weight interior with the Peugeot-Talbot sport logo embroidered in the front chairs.

From 1990 to 1992 Peugeot also built a 1.9-litre version of the 205 Rallye. Only about 1000 of them were produced and they were only sold in Germany, because the 1.3 version did not meet German road regulations. The 1.9 Rallye is just a 105 bhp (78 kW) 1.9 GTI with the Rallye bodyshell and the new-style clear indicators and rear light units. Although they are even rarer than the 1.3 Rallye, they are less popular among Peugeot enthusiasts, because they lack the raw and spartan character of the 1.3 Rallye and are 150 kg (331 lb) heavier.

After the 205 Rallye, Peugeot again used the 'Rallye' designation for some of its 106 and 306 models. Peugeot also released a Rallye version of the 205 in Britain, and used a 75 bhp (56 kW/76 PS) TU3.2 engine.

==205 T16==
To homologate the 205 T16 ("Turbo 16" in France) Group B rally car, Peugeot had to produce 200 road-going examples. A photograph showing the 200 cars was famously rumoured to be a fake. The road variants shared the transverse mid-engine, four-wheel drive layout of the rally car, but had much less power, at around 200 PS (147 kW/197 hp) . The T was for Turbo; the 16 stands for 16 valves, an uncommon feature at that time for turbocharged engines.[2] Outwardly similar to a normal 205, the T16 had wider wheel arches, and the whole rear section lifted up to give access to the engine. Underneath, the complex drivetrain from the rally car was kept to abide by the Group B rules. All 200 built were left-hand drive, so few reached the United Kingdom.

Peugeot Talbot Sport's factory 205 T16s under Jean Todt were the most successful cars to compete in the last two years of the World Rally Championship's Group B era, winning the 1985 and 1986 Constructors' and Drivers' titles with Timo Salonen and Juha Kankkunen respectively against such notable competition from Audi, Lancia and Ford, with an Evolution 2 model being introduced for the latter of those two seasons.

==Photos==

<gallery>
Image:198420Peugeot0205GTi.jpg
</gallery>

Add ''Photos'' of the [[automobile|vehicle]] here.

'''''Please make sure not to use copyrighted photos.'''''

==See Also==
{{Peugeot}}
==External Links==
Please include any external sites that were used in collaborating this data, including manufacturer sites, in this section.

Jaguar XJS

2008-12-03T20:02:42Z

Williamh347: Added TWR

TWR

2008-12-03T19:38:14Z

Williamh347: Created TWR

TWR stands for Tony Walkinshaw Racing. The company was founded in 1976 by Tony Walkinshaw. The company were involved in the design of the [[Jaguar XJ220]] and the [[Aston Martin DB7]]. The company has been involved with [[Formula 1]], BTCC, [[Le Mans]], Daytona, European Touring Car Championship and the [[Dakar Rally]].

==Models==
Rover 3500 Vitesse

[[Jaguar XJS]] 6.0 Litre

Dakar Range Rover

[[Category:Makes]]

Vector W2

2008-12-03T19:29:46Z

Williamh347: Added Content

Rinspeed

2008-12-03T19:09:52Z

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{{List of {{PAGENAME}} Models}}
'''Rinspeed''' is a Swiss [[List of automobile manufacturers|automobile manufacturer]] and tuning designer. Rinspeed specialise in restoring classic cars, and tuning and modifying modern cars (like [[Porsche]]s and [[Subaru]]s). They also design exotic [[concept car|concept]] vehicles for the [[Geneva Motor Show]] each year.

Rinspeed was founded in 1979 by Frank Rinderknecht.

==Concept Cars==
===Splash===
The '''[[Rinspeed Splash]]''' is a concept [[amphibious vehicle|amphibian vehicle]] with hydrofoil design capable of 45 knots on water or nearly 200 km/h on land. Propelled by a 750 cc two cylinder [[turbocharger|turbo-charged]] [[engine]] burning [[methane|natural gas]] which supplies 140hp at 7000rpm and weighing just 825kg, this strange looking vehicle can accelerate from 0 to 100km/h in just 5.9 seconds. It premiered at the 2004 Geneva Motor Show, but is not planned for production.

===Bedouin===
The [[Rinspeed Bedouin|Bedouin]] is a sporty concept 4x4 shooting brake based on the [[Porsche 911]], and using a plastic body with a natural gas engine.
Its interior is full of Swarovski crystals.

===Porsche 929, 939, 949 and 969===
The Porsche cars were designed in the 80s and were based on the [[Porsche 911]] and the [[Porsche 928]]. Rinspeed claimed that the cars could reach 170MPH and completed the 0-60 in 4.8 seconds.

==Modified / Tuned Cars==
*In 2005, Rinspeed modified a [[Subaru Forester]] to make it appear more feminine - [http://www.subaru-presse.de/frauundauto2005/ForesterLady2006.htm Forester Lady 2006]

==Photos==
<gallery>
Image:997GT3625.jpg
</gallery>
==Other Concept Cars==
* [[Rinspeed Advantige Rone]]
* [[Rinseped Chopster]]
* [[Rinspeed Cyan]]
* [[Rinspeed E-Go Rocket]]
* [[Rinspeed Mono Ego]]
* [[Rinspeed Presto]]
* [[Rinspeed Roadster R / SC-R]]
* [[Rinspeed Senso]]
* [[Rinspeed Speed-Art]]
* [[Rinspeed Tatooo]]
* [[Rinspeed Veleno]]
* [[Rinspeed X-Trem]]
* [[Rinspeed Yello Talbo]]
* [[Rinspeed zaZen]]
* [[Rinspeed eXasis]]
* [[Rinspeed Saab 9-5 BioPower Concept]]
* [[Rinspeed sQuba Concept]]

{{Rinspeed}}

==External links==

*[http://www.rinspeed.ch Rinspeed Official site]
*[http://www.racegarden.com/video-show.html?video_id=52 Rinspeed Splash Promotional Video]
*[http://www.worldcarfans.com/9080214.026/rinspeed-squba-under-water-photos-and-video Rinspeed sQuba Under Water Photos and Video]
*[http://www.autoblog.com/2008/11/14/mansory-gobbles-up-porsche-tuning-arm-of-rinspeed/ Mansory gobbles up Porsche tuning arm of Rinspeed]

[[Category:Makes]]
[[Category:Motor vehicle manufacturers of Switzerland]]

User:Williamh347

2008-12-03T19:04:28Z

Williamh347:

Koenig

2008-12-03T19:00:00Z

Williamh347: Added Manufacturer

Koenig is a car tuning company. It was founded in 1974 by Willy Koenig. The company had tuned many cars like the [[Ferrari GTO]], [[Mercedes-Benz S-Class]] and [[Lamborghini Diablo]].

===External Links===
http://www.koenig-specials.com/ (English and Deutsch)

[[Category:Makes]]

Matra 530

2008-12-03T18:52:50Z

Williamh347: Added Introduction

BMW E28

2008-12-03T18:51:00Z

Williamh347: Added Introduction

AMG

2008-12-03T18:41:04Z

Williamh347: Created AMG

Mercedes-AMG GmbH, commonly known as AMG (initially known as Aufrecht Melcher Großaspach (German)), is the high performance division of the Mercedes-Benz car company. Mercedes-Benz acquired majority interest in AMG in 1999.

AMG or Aufrecht Melcher Großaspach was founded as a racing engine forge in 1967, as AMG Motorenbau und Entwicklungsgesellschaft mbH (AMG Engine Production and Development, Ltd.), by former Mercedes engineers Hans Werner Aufrecht and Erhard Melcher, in a town called Großaspach, near Stuttgart.

"AMG" is an abbreviation which stands for: Hans Werner Aufrecht (A) and Erhard Melcher (M) who were partners, while Aufrecht’s birthplace of Großaspach (G) supplied the third letter in the company name.

==Motor Racing==
In the late 1960s and early 1970s, AMG entered the big Mercedes-Benz 300SEL 6.3 V8 saloon, affectionately named the "Red Sow", in the 1971 Spa 24 Hours, and the European Touring Car Championship. AMG and Mercedes worked together on Mercedes-Benz W201 cars for the 1988 Deutsche Tourenwagen Meisterschaft (DTM, German Touring Car Championship). AMG was made the official partner.

In order to retain a small dedicated racing team, H.W.A GmbH was founded by H.-W. Aufrecht in 1999. Their first car was the ill-fated Mercedes-Benz CLR. Since 2000, HWA builds and runs the cars for Deutsche Tourenwagen Masters (DTM), as well as the M271 engine tuned for use in Formula 3.

Six successive lightly modified Mercedes-Benz AMG models (including, most recently, an SL 63 AMG) have acted as the official Safety Cars of the F1 racing series.

==See Also==
[[Pagani]]

==External Links==

[[Category:Makes]]

Mercedes-Benz R129

2008-12-03T18:36:58Z

Williamh347: Created Mercedes-Benz R129

{{Infobox |
|Image = '''place image here in 300 pixels'''
|Marque = '''place marque here - not manufacturer'''
|aka = '''Type aka here, not up there'''
|Production = 1989-2001'''
|Class = '''denote market class'''
|Body Style = '''how many doors+how many seats+what type of body'''
|Length = '''length - type here'''
|Width = '''Width - type here'''
|Height = '''Height - type here'''
|Wheelbase = '''wheelbase - type here'''
|Weight = '''Weight - you get the point'''
|Transmission = '''transmission + drive'''
|Engine = '''engine'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = '''Designer (lead designer if it was a team effort)'''
}}
The [[Mercedes-Benz]] R129 automobiles were produced from 1989 through 2001. They were sold under the SL-Class model names. The R129 replaced the R107 SL-Class in 1989 and was in its turn replaced by the R230 in 2001.

===History===
The R129 was based on the shortened floorpan of the [[Mercedes-Benz W124]] and featured many innovative details for the time, for instance electronically controlled damping (optional) and a hidden, automatically expanding roll-over bar. The [[R107]]'s rather dated rear diagonal swing axle gave way to a modern multi-link axle. The number of standard features was high, with electric action for the windows, mirrors, seats and hood.
1999 [[Mercedes-Benz]] R129 SL500
1999 [[Mercedes-Benz]] SL600

Initially, there were three different engines available, the 300 SL with 3L 12-valve straight 6 (190 PS (187 hp/140 kW) at 5700 rpm), the 300 SL-24 with a 24-valve version of said engine (231 PS (228 hp/170 kW) at 6300 rpm) and the 500 SL with 5L-V8 engine (326 PS (322 hp/240 kW) at 5500 rpm), joined in July, 1992 by the 12-cylinder 600 SL ((394 PS (389 hp/290 kW) @ 5200 rpm). While for the six-cylinder cars there was a choice of 5-speed manual or 4-speed automatic, the V8 and V12 could only be ordered with the latter gearbox.

In autumn 1993 [[Mercedes]] rearranged names and models. The 300 SL was replaced by the 24-valve SL 280 and SL 320 (with 2.8 L and 3.2 L I6 engines, only the 280 being available with a manual gearbox). SL 500 and 600 continued with their respective powerful engines.

1995 saw a mild facelift concerning head- and taillights and several new features adopted as standard: side air bags, automatic climate control and ESP, among other things. HID headlights were newly optional, as was a full-glass hardtop.

A second facelift, introduced in late 1998, comprised new external mirrors, 17" wheels and new bumpers. Also new were the engines, 18-valve versions of SL 280 (204 PS (201 hp/150 kW) at 5700 rpm), SL 320 ((224 PS (221 hp/165 kW) at 5600 rpm) and SL 500 ((306 PS (302 hp/225 kW) at 5600 rpm). The V12 engine remained unchanged.

Starting in 1994, [[Mercedes]] offered special SL models from time to time, like the Mille Miglia edition cars of 1994 or the SL edition of 2000.

===AMG===
[[AMG]] had already offered an SL version while still independent, the [[AMG]] 500 SL 6.0 of 1991. After being taken over by Daimler-Benz, there were several [[AMG]] SL-models available through D-B dealers.

The SL60 [[AMG]] was extremely rare. Sold from 1993 to 1998, it used a 6.0 litre V8 engine producing 381 PS (376 hp/280 kW) at 5500 rpm[4]. [[AMG]] claimed a 0-62 mph (100 km/h) speed of 5.6 seconds. Its top speed was limited to 250 km/h (155 mph), but with the limiter removed, it was capable of approximately 185 mph (298 km/h). [[AMG]] later unofficially admitted that 0-60 mph was more like 5.0 seconds and the engine produced between 405-410 bhp.[citation needed]

Also very rare was the SL73 [[AMG]], sold through Mercedes-AMG in 1995, and offering the most powerful V12 engine ever put into an SL up to that time. After a brief hiatus, the SL73 was offered again from 1998 to 2001. The same 7.3 L V12 was later used by [[Pagani]] in the Zonda.

Even more rare is the SL70 AMG.

The SL55 AMG was sold in the R129 bodystyle from 1998 to 2001 in limited quantity (5.4L V8, 354 PS (349 hp/260 kW) at 5500 rpm). It was the predecessor of the production R230 SL55 AMG sold later.

Only about 300 cars in the SL-class were customized by AMG prior to the 2003 model year.

==See Also==

==External Links==

'''''News and References'''''

'''''Enthusiast Sites and Discussion Forums'''''

[[Category:Pages with the First Anniversary Infobox Upgrade]]

Mercedes-Benz R107

2008-12-03T18:25:51Z

Williamh347: Added Content

{{Infobox |
|Image = '''place image here in 300 pixels'''
|Marque = '''place marque here - not manufacturer'''
|aka = '''Type aka here, not up there'''
|Production = 1971-1989'''
|Class = '''denote market class'''
|Body Style = Coupe and Roadster'''
|Length = '''length - type here'''
|Width = '''Width - type here'''
|Height = '''Height - type here'''
|Wheelbase = '''wheelbase - type here'''
|Weight = '''Weight - you get the point'''
|Transmission = '''transmission + drive'''
|Engine = '''engine'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = '''Designer (lead designer if it was a team effort)'''
}}
The Mercedes-Benz R107 automobiles were produced from 1971 through 1989, being the longest single series ever produced by the firm, besides the G-class/wagon. They were sold under the SL-Class and SLC-Class model names, respectively. The R107 replaced the W113 SL-Class in 1972 and was replaced by the R129 SL-Class in 1989.

===History===
The R107 took the chassis components of the mid size Mercedes-Benz W114 model and mated them to the larger engines from the S-Class. The W 107 chassis is also referred to as "R 107" for "Reihe" (series). The series comprised SL and SLC models.

The SL variant was a 2-seat convertible/roadster with standard soft top and hardtop. The SLC (technically C107) derivative was a 2 door hardtop coupe, with usable rear seats and in effect an SL stretched 10 inches (254 mm) with a fixed roof. Although some may air this car as an 'SL coupe'- though technically it might be, but in the real world it was an S-class coupe (modern day CL), replacing the former saloon-based 280/300SE coupé in Mercedes` lineup. The SLC was replaced earlier than the SL, in 1981, with a much larger model, the 380SEC. It was aimed at the same market as more exotic machines like the Jaguar E-Type and Citroën SM.

The 107 chassis had the longest run of any Mercedes chassis, 18 years from 1971 to 1989. Some 237,000 107 chassis SL's were built. About two thirds were sold in the US. These 107 cars are larger, heavier and more costly than the previous generation W113 SL cars.

Volume production of the first R107 car, the 350 SL, started in April, 1971 alongside the last of the W 113 cars; the 350 SLC followed in October. Early North American cars wore the name 350 SL, but had a larger 4.5L V8 (and were renamed 450 SL/SLC for model year 1973); the big V8 became available on other markets with the official introduction of the 450 SL/SLC on non-North American markets in March, 1973.

From July, 1974 both SL and SLC could also be ordered with a fuel-injected 2.8L straight-6 as 280 SL and SLC.

In September, 1977 the 450 SLC 5.0 joined the line. This was a special version of the big coupé featuring a bored five-liter version of the 4.5L V8, some light alloy body panels and a black plastic rear spoiler.

The 350, 450 and 450 SLC 5.0 models (like the 350 and 450 SL) were discontinued in 1980 with the introduction of the 380 and 500 SLC in March, 1980. At the same time, the cars received a very mild make-over; the 3-speed automatic was replaced by a four-speed unit, the 280 models came with a standard 5-speed (formerly a 4-speed) manual and all five-liter cars gained a black rear spoiler lip.

The 280, 380 and 500SLC were discontinued in 1981 with the introduction of the 126 series 380 and 500SEC coupes. A total of 62,888 SLCs had been manufactured over a ten year period of which just 1,636 were the 450SLC-5.0 and 1,133 were the 500SLC. Both these models are sought by collectors today. The SLC remains the only fixed roof Mercedes-Benz coupe based on a roadster rather than a sedan. Even today, an SLC in good mechanical condition still gives a mix of good performance, superb handling, comfort and safety, making it is easy to realise why they were a successful rally car.

Following the discontinuation of the SLC in September, 1981, the 107 series continued initially as the 280, 380 and 500SL. At this time, the V8 engines were re-tuned for greater efficiency, lost a few hp and consumed less fuel, helped by substantially numerically shorter axle ratios (that went from 3.27:1 to 2.47:1 for the 380 SL and from 2.72:1 to 2.27:1 for the 500 SL). From September, 1985 the 280SL was replaced by a new 300 SL, and the 380 SL by a 420 SL; the 500 SL continued and a 560SL was introduced for certain extra-European markets, most notably the USA. The final R107 SL was built on August 4, 1989. This eighteen-year run makes the 107 series the longest running series produced by Daimler-Benz.

The last 107 made, a 1989 500SL painted Astral Silver, resides in the Mercedes-Benz museum in Stuttgart, Germany.

===Models===
1972 Mercedes-Benz W107 350SL V8
1972–1980 450SLC V8
1974–1981 280SLC Straight 6
1971–1980 350SLC V8
1973–1980 450SL V8
1975–1985 280SL Straight 6
1980–1981 380SLC V8
1978–1981 500SLC V8 (Created for a Rally Version, initially known as the 450SLC-5.0, up to 1979, then as the 500SLC)
1981–1989 500SL V8
1981–1985 380SL V8
1986–1989 300SL Straight 6 M103 engine
1986–1989 420SL V8
1986–1989 560SL V8 (USA, Japan and Australian market only)

Mercedes-Benz R107

2008-12-03T18:24:46Z

Williamh347:

User:Williamh347

2008-12-03T17:19:58Z

Williamh347:

Triumph Spitfire

2008-12-03T17:14:44Z

Williamh347: Added Content

{{Infobox |
|Image = [[Image:Triumph Spitfire 4 1962 Brochure.jpg|300px]]
|Marque = [[Triumph]]
|aka = '''Type aka here, not up there'''
|Production = 1962-1980'''
|Class = '''denote market class'''
|Body Style = 2 seater sports'''
|Length = 145 inches (3683 mm)'''
|Width = 57 inches (1448 mm)'''
|Height = 48 inches (1219 mm) hood up'''
|Wheelbase = 83 inches (2108 mm)'''
|Weight = '''Weight - you get the point'''
|Transmission = '''transmission + drive'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = Giovanni Michelotti'''
}}
The [[Triumph]] Spitfire was a small British two-seat sports car, introduced in 1962. The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The codename for the vehicle was the "Bomb". The car was largely based on the [[Triumph Herald]] small saloon, and throughout its life was built at the Standard-Triumph works at Canley, Coventry.

==Generations==

===Spitfire 4 or Mk I===
The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanics were basically stock Herald components: The engine was a 4-cylinder of 1147 cc, mildly tuned for the Spitfire with twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mk I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

From 1964 an overdrive option was added to the four speed gearbox to give more relaxed cruising. Wire wheels and a hard top were also made available.

===Spitfire MkII===
In March 1965 the Spitfire Mk II was released and was very similar to the Mk I but featured a more highly tuned engine, through a revised camshaft design, a water cooled intake manifold and tubular exhaust manifold, increasing the power to 67 bhp (50 kW) at 6000 rpm. This improved the top speed to 92 mph (148 km/h). The coil-spring design clutch of the Mk I was replaced with a Borg and Beck diaphragm spring clutch. The exterior trim was modified with a new grille and badges. The interior trim was improved with redesigned seats and by covering most of the exposed surfaces with rubber cloth. The original moulded rubber floor coverings were replaced with moulded carpets.

It was introduced at a base price of £550 while the Sprite was priced at £505 and the Midget at £515. Top speed was claimed to be 96 mph (154 km/h) and its 0-60 mph time of 15.5 seconds was considered "lively." The factory claimed that at highway speeds (70 mph (110 km/h)) this lively car achieved 38.1 miles per imperial gallon (13.5 km/l/31.7 mpg-US).

===Spitfire Mk 3===
The Mk 3, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, and although much of the bonnet pressing was carried over, the front end looked quite different. The rear lost the overriders from the bumper but gained reversing lights as standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate); the interior was improved again with a wood-veneer instrument surround. A folding hood replaced the earlier "build it yourself" arrangement. For most of the Mk 3 range, the instrument cluster was still centre-mounted (as in the Mk 1 and Mk 2) so as to reduce parts bin counts (and thereby production costs) for RH- and LH-drive versions. Starting in 1969, however, US-bound models were produced with a "federal" dashboard design which moved the gauges in front of the driver, a layout that would be adopted for all markets with the Mk IV. The 1147 cc engine was replaced with a bored-out 1296 cc unit, as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. In twin-carburettor form, the engine put out a claimed 75 bhp (56 kW) and made the MK 3 a comparatively quick car by the standards of the day.[citation needed] Popular options continued to include wire wheels, a hard top and a Laycock de Normanville overdrive, and far more relaxed and economical cruising at high speeds. The Mk 3 was the fastest Spitfire yet, achieving 60 mph (97 km/h) in 12.5 seconds.[citation needed] The Mk 3 actually continued production into 1971, well after the Mk IV was introduced.

===Spitfire Mk IV===
The MK IV brought the most comprehensive changes to the Spitfire. It featured a completely re-designed cut-off rear end, giving a strong family resemblance to the [[Triumph Stag]] and [[Triumph 2000]] models, both of which were also Michelotti-designed. The front end was also cleaned up, with a new bonnet pressing losing the weld lines on top of the wings from the older models, and the doors were given recessed handles. The interior was much improved: a proper full-width dashboard was provided, putting the instruments ahead of the driver rather than over the centre console. The engine continued at 1296 cc, but was modified with larger big-end bearings to rationalize production with the [[TR6]] 2.5 litre engines, which somewhat decreased its "revvy" nature; there was some detuning, to meet new emissions laws, which resulted in the new car being a little tamer than the MK 3. The gearbox gained synchromesh on its bottom gear.

By far the most significant change, however, was to the rear suspension, which was de-cambered and redesigned to eliminate the unfortunate tendencies of the original swing-axle design. The Triumph GT6 and Triumph Vitesse had already been modified, and the result on all these cars was safe and progressive handling even at the limit.

The Mk IV went on sale in the UK at the end of 1970 with a base price of £735.

===Spitfire 1500===
In 1973 in the US and 1975 for the rest of the world, the 1500 engine was used to make the Spitfire 1500; though in this final incarnation the engine was rather rougher and more prone to failure than the earlier units, torque was greatly increased which made it much more drivable in traffic. The reason for the engine problems was due to continued use of three main bearings for the crank shaft.

The US market models were considerably less powerful than the British market cars because they had to meet more stringent US emissions requirements. While the rest of the world saw 1500s with the compression ratio reduced to 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel[1] and after adding a catalytic converter and exhaust gas recirculating system, the engine only delivered 53 bhp (40 kW) with a 0-60 time of 14.3 seconds.

The notable exception to this was the 1976 model year, where the compression was raised to 9:1.

American market cars also suffered from poorer handling due to the longer front springs that Triumph fitted to bring the headlights up to the height required by US law. American market Spitfire 1500s are easily identified by their big plastic overiders, and wing mounted reflectors on the front and back wings. The US specification model years of 1978 and previous still have chrome bumpers, however the 1979 and 1980 models were fitted with black rubber bumpers with built-in overriders, and chassis extensions were fitted under the boot to support the bumpers. Detail improvements continued to be made throughout the life of the MK IV, and included reclining seats with head restraints, wood-veneer dash, hazard flashers and electric washers (previously these had been operated by a manual pump on the dashboard). Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, though wire wheels ceased to be available.

The 1980 model was the last and the heaviest of the entire run weighing in at 1,875 lb (850.5 kg).[1] Base prices for the 1980 model year were $5,995 in the US and £3631 in the UK. The last Spitfire, an Inca Yellow UK-market model with hardtop and overdrive, rolled off the assembly line at Canley in August 1980, shortly before the factory closed.

==See also==
{{Triumph}}

==External Links==
*[http://www.classiccarhub.co.uk/information.html Triumph colour codes and examples]
*[http://www.classic-car-magazine.co.uk/spitrest/spitfire-restoration.html MK IV Spitfire restoration]

[[Category:Triumph Vehicles]]
[[Category:Convertibles]]
[[Category:Sports cars]]
[[Category:Classic cars]]
[[Category:Pages with the First Anniversary Infobox Upgrade]]

RUF Turbo R

2008-12-03T17:05:04Z

Williamh347:

The [[RUF]] Turbo R was a sports car built in Germany. It was based on a Porsche 911 (993) and had 500+ BHP. RUF would convert a standard 993 to the Turbo R for roughly £14000.

===References===
http://www.pistonheads.com/doc.asp?c=105&i=6479

Citroen Visa

2008-12-03T16:48:28Z

Williamh347: Created Citroen Visa

{{Infobox |
|Image = '''place image here in 300 pixels'''
|Marque = '''place marque here - not manufacturer'''
|aka = '''Type aka here, not up there'''
|Production = 1978-1988'''
|Class = Supermini'''
|Body Style = '''how many doors+how many seats+what type of body'''
|Length = '''length - type here'''
|Width = '''Width - type here'''
|Height = '''Height - type here'''
|Wheelbase = '''wheelbase - type here'''
|Weight = '''Weight - you get the point'''
|Transmission = '''transmission + drive'''
|Engine = '''engine'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = '''Designer (lead designer if it was a team effort)'''
}}

The Citroën Visa is a supermini that was produced by the French car marque Citroën from 1978 to 1988.

The Visa was the first new model under the platform-sharing policy of PSA Peugeot Citroën after the takeover of Citroën by Peugeot in the wake of the 1974 oil crisis — the earlier Citroën LNA was just a re-engine and facelift of the Peugeot 104 "Shortcut". The Visa used much of the same mechanics as the 104, although the Visa lacked the Peugeot's three-door hatchback option, being available only as a five-door hatchback. A light van sharing much with the Visa was also produced - the Citroën C15.

===Engines===
High-performance versions of the Visa included the "Visa GT" (1.4 L with double-barrel carburettor and 80 hp (59 kW) DIN), the "Visa Chrono" (93 hp (68 kW) from the 1.4 L engine, this time with two double-barrel carbs). The Visa "Mille Pistes" (112 hp (82 kW) and four-wheel drive) was the rare production version of Citroen's successful (if unlikely looking) Visa rally car, the Visa Chrono and Chrono II.

From 1985, there was a 1.6 GTi, the Visa diesel and 1.4L TRS. The GTi used the 1.6 L fuel injected engine/transmission (105 or 115 hp (77 or 85 kW) versions), from the successful Pininfarina styled Peugeot 205 GTI. It received good reviews about its ride, performance and roadholding, but due to its older, five-door unsporting looks, - even with a much lower price than the 205, it was not a big seller.

The Visa 17D and 17RD used the class-leading 1769 cc XUD diesel and transmission from the Peugeot 205. It had too wide a track for the original engine compartment and wings, so the front wings were extended with large black plastic wheel arch panels. The spare wheel that in smaller petrol engine versions, was mounted on top of the flat or near horizontal engine, was bolted to the otherwise flat boot floor — compromising luggage space.

The Visa 14TRS which was produced for two years, shared its engine with the Citroen BX14, wasn't very successful because the BX was extremely competitively priced.

===Body Styles===
Initially the Visa was available in "Spécial" and "Club" models (652 cc, 2-cylinder), and a "Super" model (the 11RE after 1984), with the advanced Peugeot 1124 cc Douvrin engine / PSA X engine, a four-cylinder "Suitcase engine" — all aluminium alloy, chain driven overhead cam, with gearbox in the sump, sharing engine oil, mounted almost on its side. The 1124 cc was as economical as the Citroën 2CV-derived twin, but with much better performance. Later on it had 1219 cc and then 954 cc and 1360 cc versions of the same engine. In 1982 the Visa underwent a major external restyling, designed by Heuliez, to look more mainstream. It kept the original interior and "Satellite" controls until 1985 when, along with the Citroen BX, it was updated with a new bulkier dashboard, instruments and switchgear that made the car feel smaller inside. Stalk switchgear like contemporary Peugeots added self-cancelling indicators. It had very soft, but well damped, long travel, fully independent suspension (Coil-sprung MacPherson struts at the front, with coil sprung trailing arms at the rear) that caused it to have a soft ride like the Citroën 2CV, but without such extreme roll angles. Car magazine made the Visa diesel one of its top ten models on the market for two years running in the mid-1980s (January 1985 and 1986), for its versatility (higher models in the range had split rear seats which could be lifted-out to give an almost van-like luggage capacity); ride comfort ("like a limousine"); its ability to maintain high average speeds due to high levels of grip; and value for money. It was also particularly aerodynamically stable at high speeds for a relatively light, narrow and tall car. It would remain unperturbed by cross-winds and truck bow waves at motorway speeds. It also had (currently unfashionable), but practical, grey plastic side rubbing strips, to protect against car park damage. The front of the revised car, was designed to aerodynamically reduce the deposition of dirt on the headlights, and to reduce the risk of stone chips to the headlights, bonnet and windscreen. Long time Car magazine columnist, the late George Bishop, actually bought one with his own money.
The Visa hatchback ceased production in 1988, and was replaced in the Citroen range by the smaller and less commodious 1987 five-door Citroen AX.

The 1985 Citroën C15 diesel van version of the Visa continued to be produced until 2005, (the petrols were phased out in the early 1990s), due to its practicality (able to load a standard pallet) and low running costs, even though the 1996 Citroen Berlingo was supposed to replace it. The C15 was also the basis of the successful Romahome camper van.

A four-door convertible version of the 11RE was also produced in the Heuliez factory from 1984. This was heavier and slower than the hatchback that it was based on.

===Criticisms===
The Visa's downsides were body corrosion (improved on later versions), a plasticky interior, and its styling. Almost every contemporary road test found the styling controversial. The Douvrin engine as used in the pre-1988 Peugeot 205 and Citroën BX 1.4L, meant that changing a clutch required that the engine / gearbox had to be removed first.

Twenty years after it ceased production, the large glass area, and the narrowness of the Visa with its tucked in door mirrors, with its ability to totally absorb large bumps, make the few remaining examples better adapted to the modern 'traffic calmed' urban environment, than most of the current generation of (more crashworthy) cars that are much wider and have very firm suspensions.
==See Also==

==External Links==
Please include any external sites that were used in collaborating this data, including manufacturer sites, in this section.

'''''News and References'''''

'''''Enthusiast Sites and Discussion Forums'''''

[[Category:Pages with the First Anniversary Infobox Upgrade]]

Vauxhall Chevette

2008-12-03T16:39:00Z

Williamh347: Created Vauxhall Chevette

BMW E30

2008-12-03T16:28:33Z

Williamh347:

{{Infobox |
|Image = [[Image:18-bmw-m3.jpg|300px]]
|Marque = [[BMW]]
|aka = [[BMW 3-Series]]
|Production = 1981–1994'''
|Class = Entry-Level Luxury Sports Sedan
|Body Style = 2-door coupe, 2-door convertible, 4-door sedan, 5-door station wagon, '''
|Length = 1988-89 Sedan, Wagon & Coupe: 175.2 in (4450 mm)
1988-89 Convertible: 175.6 in (4460 mm)
1990-91 Sedan, Wagon & Coupe: 170.3 in (4326 mm)
1990-93 Convertible: 170.2 in (4323 mm)'''
|Width = Sedan & Wagon: 64.8 in (1646 mm)
Coupe: 65.4 in (1661 mm)'''
|Height = Sedan & Wagon: 54.3 in (1379 mm)
Convertible: 53.9 in (1369 mm)
Coupe: 55.1 in (1400 mm)'''
|Wheelbase = 101.2 in (2570 mm)'''
|Weight = 2,360 lb (1,070 kg) to 3,015 lb (1,368 kg)'''
|Transmission = Automatic/Manual'''
|Engine = I4, 1.6 - 1.8 L (66 - 100 kW)
I6, 2.0 - 2.5 L (92 - 126 kW)'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = '''Designer (lead designer if it was a team effort)'''
}}
The '''BMW E30''' platform was the basis for the 1981 through 1991 [[BMW 3-Series]] entry-level luxury car / compact executive car. It was the successor of the [[BMW E21]] in 1982 and was replaced by the [[BMW E36]] in 1992. [[BMW]] continued to produce the [[cabriolet]] (convertible) E30 well into 1993. The Touring remained in production until 1994 when the E36 touring replaced it. The [[BMW M3|M3]] cabriolet was never officially offered for sale in North America; it was offered only for the European market.

The famous BMW M3 was first introduced on the E30 platform. A widened version of the E30 front suspension and the drivetrain from the E30 325i were used in the [[BMW Z1]] roadster.

The E30 3-Series was produced in four body styles, a four door saloon, a two door saloon, a five door estate (marketed as the "touring"), and a two door convertible. A Baur cabrio was also available. The 325ix was produced from 1988 to 1992, and featured all-wheel drive. It was available as a two-door (saloon) or a four-door (sedan) and as touring. The BMW M3 utilised a widened and heavily redesigned and restyled variation of the 2 door body style. The M3 shares few parts with other E30 models.

The primary distinctive feature of the BMW E30 models produced for the North American market in 1984-1987 are the elongated front/rear aluminum bumpers. These bumpers are commonly known as "diving boards." In 1988, the anodized aluminum bumpers were shortened by revising the cover/fillers and shortening the shocks. In 1989 the aluminum bumpers were replaced with shorter body-color plastic bumpers.

The cars were powered by a range of inline 4 cylinder (BMW M10 , BMW M40 , & BMW M42) and inline 6 cylinder (BMW M20 and BMW M21) engines, with both petrol and diesel power. Power output for the engines ranges from 140 N·m (100 lb·ft) torque for the 1.8 L (1766 cc) 4 cylinder engine, to 230 N·m (170 lb·ft) torque from the 2.7 L (2693 cc) 6 cylinder petrol engine. The E30 BMW M3 was fitted with a 4 cylinder engine (BMW S14) producing more power, but less torque. 0-60 mph times was around 6.4 seconds, very quick for a car in its time.

===Mid-Cycle Changes===

==== Bumpers====

Early U.S.-spec E30s all had large metal bumpers, often referred to as "diving board" bumpers. European-spec models had smaller, lighter, and sleeker metal bumpers. Starting in late 86 production in the European market and 88 in the US market, all models except the convertible got plastic bumpers. The convertible retained metal bumpers albeit with shorter shocks for less of a "diving board effect." Convertibles had the larger metal bumpers until model year 1990 when they were facelifted to match the other models.

====Lighting====

Early cars had small taillights. 1988 was a transition year with large taillights but still had diving board bumpers. All cars after 1988 had large bumpers except for convertibles, which made the change in 1991.

Bumper-mounted foglights were standard on most metal-bumper cars. Sport models with the revised metal-bumper valence as well as some early-model 318i's had integrated foglights. Plastic bumper and 1988 model cars had projector foglights.

American cars were universally equipped with sealed-beam headlights except for 1987-1989 models, which had the option of ellipsoid lighting. All cars after and including 1990 had sealed-beam lights

Early euro-spec cars got H1 lighting. Later cars have the very desirable "smiley" ellipsoids with city lights. These lights use H1 bulbs.

====Body styling====

Pre-facelift (metal bumper) cars had no rear valence and a bespoke front valence. "es" and "is" models had a sport bumper cover until 1988, when all cars got a new valence with integrated foglights and lip.

Early cars with metal bumpers also had higher rear wheel arches, which allow the fitment of wider tires, but are often seen as worse-looking.

"es" and "is" cars also got a small trunklid spoiler. Convertibles never got spoilers from the factory.

====Convertibles====

Convertible-model cars do not follow these guielines, and were produced up to 1993, with late models being sold as 1994 MY cars.
Convertibles got plastic bumpers and large taillights in 1991.

===Styles and Major Options===
Certain [[automobile|vehicles]] come in different trim levels or body styles. Features and major options should be mentioned here.

===Pricing===
''Add more fields as necessary.''

{| border=0 cellspacing=0 cellpadding=4 style="float:center; margin:0 0em 1em; width:collapse; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:85%; line-height:2.5; " summary="Infobox Automobile"
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#cccccc; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''MODEL Trims'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | 318i (M10b18)
! style="text-align:left; font-weight:large; background:#f4f4da;" | 325i/325is (M20b25)
! style="text-align:left; font-weight:large; background:#ddb;" | 325e/325es (M20b27)
! style="text-align:left; font-weight:large; background:#f4f4da;" | M3 (S14)
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#fff; background:#811b33; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |''MSRP''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | $Price1
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price2
! style="text-align:left; font-weight:large; background:#ddb;" | $Price3
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price4
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#fff; background:#811b33; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |''Invoice''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | $Price1
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price2
! style="text-align:left; font-weight:large; background:#ddb;" | $Price3
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price4
|}

===Gas Mileage===
''Add more fields as necessary.''

As seen on the [http://www.fueleconomy.gov/feg/findacar.htm FuelEconomy.gov] website, the City/Highway MPG averages are as follows:

{| border=0 cellspacing=0 cellpadding=4 style="float:center; margin:0 0em 1em; width:collapse; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:85%; line-height:2.5; " summary="Infobox Automobile"
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#cccccc; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''Trim'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | Trim1
! style="text-align:left; font-weight:large; background:#f4f4da;" | Trim2
! style="text-align:left; font-weight:large; background:#ddb;" | Trim3
! style="text-align:left; font-weight:large; background:#f4f4da;" | Trim4
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#cccccc; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''MPG'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | c/h
! style="text-align:left; font-weight:large; background:#f4f4da;"| c/h
! style="text-align:left; font-weight:large; background:#ddb;" | c/h
! style="text-align:left; font-weight:large; background:#f4f4da;"| c/h
|}

===Photos===

<gallery>
Image:Bmw-e30-m3-side2.jpg
</gallery>

Add ''Photos'' of the [[automobile|vehicle]] here.

'''''Please make sure not to use copyrighted photos.'''''

==See Also==
{{BMW}}

{{BMW 3 Series}}
==External Links==
Please include any external sites that were used in collaborating this data, including manufacturer sites, in this section.

[[Category:Pages with the First Anniversary Infobox Upgrade]]

Renault 5

2008-12-02T19:07:23Z

Williamh347:

{{Infobox |
|Image = [[Image:Coa19830040101 tcm1120-305638.jpg|300px]]
|Marque = [[Renault]]
|aka = LeCar
|Production = 1972-1995
|Class = CityCar/Subcompact
|Body Style = 5 door Hatchback
|Predecessor [[Renault 4]]
|Successor [[Renault Clio]]
|Length = '''length - type here'''
|Width = '''Width - type here'''
|Height = '''Height - type here'''
|Wheelbase = '''wheelbase - type here'''
|Weight = '''Weight - you get the point'''
|Transmission = '''transmission + drive'''
|Engine = '''engine'''
|Power = N/A hp @ N/A rpm N/A lb-ft of [[torque]] @ N/A rpm
|Similar = '''similar (competition)'''
|Designer = '''Designer (lead designer if it was a team effort)'''
}}

The Renault 5 (also called the R5) was a supermini produced by the French automaker Renault in two generations between 1972 and 1996. It was sold in many markets, usually as the Renault 5 but in North America as Le Car from 1976 to 1986.

See Wikicars' comprehensive '''[[Wikicars:Model Review Template|<MODEL> Review]]'''.

===Recent Changes===
Mention any minor facelifts or major changes made to the [[automobile|vehicle]] here.

===Styles and Major Options===
Certain [[automobile|vehicles]] come in different trim levels or body styles. Features and major options should be mentioned here.

===Pricing===
''Add more fields as necessary.''

{| border=0 cellspacing=0 cellpadding=4 style="float:center; margin:0 0em 1em; width:collapse; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:85%; line-height:2.5; " summary="Infobox Automobile"
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#cccccc; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''MODEL Trims'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | Trim1
! style="text-align:left; font-weight:large; background:#f4f4da;" | Trim2
! style="text-align:left; font-weight:large; background:#ddb;" | Trim3
! style="text-align:left; font-weight:large; background:#f4f4da;" | Trim4
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#fff; background:#811b33; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |''MSRP''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | $Price1
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price2
! style="text-align:left; font-weight:large; background:#ddb;" | $Price3
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price4
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#fff; background:#811b33; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |''Invoice''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | $Price1
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price2
! style="text-align:left; font-weight:large; background:#ddb;" | $Price3
! style="text-align:left; font-weight:large; background:#f4f4da;" | $Price4
|}

===Gas Mileage===
''Add more fields as necessary.''

As seen on the [http://www.fueleconomy.gov/feg/findacar.htm FuelEconomy.gov] website, the City/Highway MPG averages are as follows:

{| border=0 cellspacing=0 cellpadding=4 style="float:center; margin:0 0em 1em; width:collapse; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:85%; line-height:2.5; " summary="Infobox Automobile"
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#cccccc; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''Trim'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | Trim1
! style="text-align:left; font-weight:large; background:#f4f4da;" | Trim2
! style="text-align:left; font-weight:large; background:#ddb;" | Trim3
! style="text-align:left; font-weight:large; background:#f4f4da;" | Trim4
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#cccccc; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''MPG'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | c/h
! style="text-align:left; font-weight:large; background:#f4f4da;"| c/h
! style="text-align:left; font-weight:large; background:#ddb;" | c/h
! style="text-align:left; font-weight:large; background:#f4f4da;"| c/h
|}

===Engine and Transmission===
Specifications, details, graphs, pictures and other information regarding the powertrain is placed in this section.

===Performance===
Please make sure to '''''write information of the vehicle's performance in a third-person point of view'''''. This section should include information about the car's '''acceleration figures''', '''handling''', '''braking''', etc.

If using information gathered from Road Test articles from a reputable automotive source, then '''''please make sure to cite the quote'''''.

===Reliability===
Warranty options and scheduled maintainence information should be mentioned here.

===Safety===
This section should reference points on safety ratings and features of the vehicle.

===Photos===

<gallery>
Image:renault4.jpg
Image:renault5.jpg
Image:Renault-5-dropen-71.jpg
</gallery>

Add ''Photos'' of the [[automobile|vehicle]] here.

'''''Please make sure not to use copyrighted photos.'''''

===Colors===
List the colors that the particular <MODEL> is offered in.

===Main Competitors===
Create links to other <MAKE> <MODEL> pages in this section.

==Sporting Versions==
The Renault 5 in its 1.4 litre Alpine version was raced in Group 2, its most notable result was a second and first in the 1977 Monte-Carlo rally despite a serious handicap in power against other works cars.

For 1978, a rally Group 4 (later Group B) version was introduced. It was named as the Renault 5 Turbo, but being mid-engined and rear wheel drive, this car bore little technical resemblance to the road-going version. Though retaining the shape and general look of the 5, only the door panels were shared with the standard version. Driven by Jean Ragnotti, this car won the Monte Carlo Rally for its first race in World Rally Championship. The 2WD R5 turbo soon had to face the competition of new 4WD cars that proved to be faster on dirt, however it remained among the fastest of its era on tarmac.

Renault 5 Turbo - The Renault 5 was radically modified by mounting a turbocharged engine behind the driver in what is normally the passenger compartment, creating a mid-engined rally car.

The Renault 5 Turbo was made in many guises, eventually culminating with the Renault 5 Maxi Turbo. This car had up to 400 bhp (298 kW/406 PS), all produced from a slightly enlarged and highly modified version of the original 1397 cc Renault 5 engine.

Renault 5 Alpine (Renault 5 Gordini in the UK)
Renault 5 Alpine Turbo (Renault 5 Gordini Turbo in the UK)

Many confuse the different versions of the Renault 5 Turbo, often grouping them all under the common moniker "Renault 5 Turbo". The "Renault 5 Gordini Turbo", referenced above, is the front-engined predecessor to the "Renault 5 GT Turbo". The "Renault 5 Turbo", "Renault 5 Turbo 2" and variants are the mid-engined versions with the wide wheel-arches (which are so often copied with poor-quality bodykits on second-generation Renault 5s).

==Unique Attributes==
If there are any features of this [[automobile|vehicle]] that sets it apart from other [[automobile|vehicles]] in its class, then mention those ''unique attributes'' here.

==Interior==
This section should include information on the interior's ''design'', ''build quality'', ''ergonomics'', ''space (head and legroom, front and rear)'', ''features'', ''stowage compartments'' and ''overall comfortability'' and ''livability''. Add pictures wherever applicable and '''''keep information in a third-person point of view'''''.

==Resale Values==
''Add more fields as necessary.''

{| border=0 cellspacing=0 cellpadding=4 style="float:center; margin:0 0em 1em; width:collapse; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:85%; line-height:2.5; " summary="Infobox Automobile"
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#9e9784; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''<MODEL> Year'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | Year X
! style="text-align:left; font-weight:large; background:#f4f4da;" | Year X-2
! style="text-align:left; font-weight:large; background:#ddb;" | Year X-3
! style="text-align:left; font-weight:large; background:#f4f4da;" | Year X-4
|- style="text-align:left; background:#f0f0f0;"
|- style="text-align:left; background:#f0f0f0;"
|- style="color:#000000; background:#9e9784; font-size:larger; font-style:bold; text-align:left;"
! colspan=4 |'''Resale Value'''
|-
! style="text-align:left; font-weight:large; background:#ddb;" | $
! style="text-align:left; font-weight:large; background:#f4f4da;" | $
! style="text-align:left; font-weight:large; background:#ddb;" | $
! style="text-align:left; font-weight:large; background:#f4f4da;" | $
|}

==Criticisms==
Please make sure to '''''keep critiques in a third-person point of view'''''. If using criticisms from a reputable automotive source, then '''''please make sure to cite the quote'''''.

==Generations==
Fill in as many as appropriate. Add more if necessary and pictures wherever applicable.

'''''Please make sure NOT to use copyrighted pictures'''''.

===Second generation (1985–1996)===
The second generation Renault 5, often referred to as the Supercinq or Superfive, appeared in 1985. Although the bodyshell was completely new (the platform was based on that of the Renault 9/11), the classic 5 styling touches were left unchanged; styling was the work of Marcello Gandini. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts.

The second-generation R5 also spawned a panel van version, known as the Renault Extra (In UK/Ireland), Renault Express (France, Spain, Portugal, Italy) or as the Renault Rapid (Mainly in German speaking countries like Germany and Austria). This car was intended to replace the R4 F6 panel van, production of which had ceased in 1986.

A "hot hatch" version, the GT Turbo, was a car beloved of boy racers through the 1980s and 1990s. Sporting 115 PS (85 kW/113 hp) in the Phase 1, the Phase 2 GT Turbo later brought 5 extra horsepower to the table, a slightly altered torque band and higher reliability. Coming from a simple 1397 cc OHV engine, this was considered quite a feat. Due to strict emission demands in certain European countries, the GT Turbo was not available everywhere. Because of this Renault decided to use the naturally aspirated 1.7 liter from the Renault 19, which utilized multipoint fuel injection. Under the name GTE, it produced 95 PS (70 kW/94 hp). Although not as fast as the turbo model, it featured the same interior and exterior appearance, as well as identical suspension and brakes.

The model was starting to show its age by 1990, when it was effectively replaced by the more modern and better-built Clio, which was an instant sales success across Europe. Production of the R5 was transferred to the Revoz factory in Slovenia when the Clio was launched, and it remained on sale as a budget choice called the Campus until the car's 24-year production run finally came to an end in 1996. The Campus name was revived in 2005 with the Renault Clio II. The Renault Clio II remains in production alongside the Renault Clio III, as the R5 did with the first Renault Clio.

===First Generation/Origins (1972-1984)===
The Renault 5 was introduced in January 1972. It was Renault's first supermini, and its most prominent feature was its styling by Michel Boue (who died before the car's release), which included a steeply sloping rear hatchback and front fascia. Boue had wanted the taillights to go all the way up from the bumper into the C-pillar, in the fashion of the much later Fiat Punto and Volvo 850 Estate / Wagon, but the lights remained at a more conventional level.

Underneath the skin, it borrowed heavily from the Renault 4, using a longitudinally-mounted engine driving the front wheels with torsion bar suspension. OHV engines were borrowed from the Renault 4, Renault 8 and Renault 16, and ranged from 850 to 1400 cc.

Early R5s used a dashboard-mounted gearshift (the gearbox is in front of the engine), but this was later dropped in favour of a floor mounted shifter. Door handles were formed by a cut-out in the door panel and B-pillar.

Other versions of the first generation included the Renault 5 Alpine (Gordini in the United Kingdom), Alpine/Gordini Turbo, and a four-door sedan version called the Renault 7 and built by FASA-Renault of Spain.

==Worldwide==
If the [[automobile|vehicle]] is sold in other markets worldwide, then this is the section to mention that information. Also, mention if the <MODEL> goes by another name in these other markets.

==Design quirks and oddities==
Refer to any pop-culture tidbits about the [[Automobile|vehicle]] in this section.

==Awards==
List out notable ''awards'' that the model has recieved while in production. '''Boldface''' the company or organization that gives out the award, and ''Italicize'' the name of the award.

==See Also==
{{Renault}}
==External Links==
Please include any external sites that were used in collaborating this data, including manufacturer sites, in this section.

[[Category:Renault]]
[[Category:Sedans]]

Jaguar XJS

2008-12-02T19:00:33Z

Williamh347:

Jaguar XJS

2008-12-02T18:59:39Z

Williamh347: