This is certainly a stylish upgrade from the stock Plymouth sedan, and frankly, this is new to me. I've seen pictures of the Chrysler and De Soto coupes, though, and they are stunning. I would bet a retrospective on those show cars or prototypes would be informative to many, many readers. ... View more

I see all the "Enzo rolling in his grave" comments, and I take the posters' points. But I recall when, more than a few years back, Porsche made so much money selling Cayennes that they attempted to buy all of VW. That they failed doesn't change the fact that it hoovered a lot of profit out of the market. Do I support the unfortunately named FUV? Frankly, it doesn't matter, but businesses aren't in business to make me happy, but rather, to make as much money as they can, and satisfy their existing and potential customers. ... View more

As David E. Davis. jr. said, "Freedom and whiskey!" If you like and want leather, buy it. If you don't, don't buy it. And, as this product has been around for longer than automobiles existed, the pro's and con's are well established, STFU. ... View more

This marriage *may* not be long. ... View more

I just love this car. I first saw it a Meadowbrook decades ago, and the interior reminded me of my grandmother's kitchen with its art-deco touches. The use of space, the creativity of the design, were all just incredible. All that to the good, but another term for "scarab" is "dung beetle". ... View more

The Rover-engined "Jaguar" XJ220? Ah yes, the world's fastest racing MG! (Just stirring things up a bit!, now where did I put my hat?) ... View more

Nice catch. Although lots of people have converted B's to Rover V8's, and the stout unit body B's can handle the torque. (I once hit a curb with my MGB GT and bent the rocker panel. I took it to a body shop and they told me "never bring this car to us again". The rockers had a least three stout layers of steel and their machines barely straightened the panel out.) ... View more

Not up to snuff on MG history. The MGC was a development both the MGB and Aston Healey, being an MGB body modified north of the A-post with a torsion bar suspension and a BMC inline six, meant to take over from the earlier BMC six used on the A-H. It did not present itself well and dropped out of the line up after the 68-69 model years with (IIRC) 8999 units produced and sold. MG tried again in 1973 with the MGB GT which was permitted to use the Rover updated version of Buick 315 aluminum V8. It was chrome bumpered in 1973 and carried on after the rubber-bumpered B was introduced for 1974 1/2. BTW, the 1974 MGB had THREE bumper designs, the carryover 1973 chrome bumper, the rubber enhanced "Sabrina" bumpers, and then the full rubber 1974 1/2. I can't say MG made ANY 74 1/2 "sabinas", they may well be US/Canada only. But if you see one for sale in good nick, BUY IT! ... View more

No, while originally designed by Buick, Rover continually updated the engine once it bought the tooling. ... View more

By that time, Rover had not only bought and built the engine, but had made substantial changes, especially the later Triumph. ... View more

Nope. It was a Ford, but built by the Brits. ... View more

In a past life, late-1980's to circa 1994, I had a product planning job with one of the then "Big Three", we could sign out overnight borrowing of contemporary new cars. One night I drew a Tempo Sport 5-speed, albeit the 2.3L four cylinder. It was a lesson of how "happiness comes from low expectations". Regardless of how low the BHP number might be, it served as a point lesson that "torque is king", and the engine performance was more than adequate, with acceleration at all points of throttle travel. The 3.0L Vulcan was always a favorite of mine as a thrifty, and responsive old-school engine. I never did get a drive in manual Tempo with one, nor in the Mk1 Probe with that powertrain combo. But using the direct mechanical connection of a manual transmission completely blew away the "slush box" 3-speed automatic versions, no matter what engine was chosen. ... View more

One of these many documents refer to the "T-5" project. In fact, when first exported to Germany, the Mustang was badged as the T-5. Later, as the "Mustang" was such a huge seller overall (and maybe the association of "Mustang" as the fighter plane faded in German memories) the proper name was used, at least until export stopped, and only restarted with the current iteration. ... View more

The asymmetry is a design triumph for me. Intensely functional, as the turbo is on one side of the engine, and a NACA duct as frosting. ... View more

The cowl induction hoods were great understated statements, if I can say that. I still went with the SVO Mustang for its majestic functionality (my comment, above). ... View more

No doubt, lots of classics here, but I have to agree with Raymond Loewy, the man who invented industrial design and designed the Avanti, "great designs are asymmetric" and go with the Mustang SVO. Intensely functional, the turbo is, after all, on the side of the head, and a NACA duct on top of that. Form follows function. ... View more

To find not one but TWO MG's here makes my day.  I have a  soft spot in my heart for the sacred Octagon brand,  And just to own something so quick, aggressive, and stealthy (as in public perception, not the livery) would be vastly satisfying. ... View more

Hodaka in the early seventies was the off-road standard bearer.  Their reputation rested mainly on their importer (who? I wish I knew!).  But in that time, they were the kings! ... View more

My 1985 Turbo Coupe Thunderbird was one of the best cars I ever owned.  Stir for the right gear, let go of the clutch, and heroic acceleration was only a right foot application away.  And, with relatively light weight four cylinder turbo in the front, lateral acceleration was very happy.  As I said, one of the best cars I ever owned. ... View more

I tell anyone who wants to listen that buying a classic gives you two hobbies, driving the car, and maintaining it.  Accept it and enjoy the ride. ... View more

The 2000 Toyota MR is actually a direct lift of the MG F. ... View more

I've worked with engineers in the auto industry for over 30 years, and I believe the primary reason all the industry is taking on autonomy is that engineers love a challenge, the more  insurmountable the better.  In the sixties, the elites wanted to kill the automobile, cities were supposed to be car-free, and our mobility was to be severely trimmed.  That's why the emissions laws and safety rules were set so high, no known technology could reach their lofty heights.  Well, the auto engineering community rolled up their sleeves and came up with catalytic converters, more and better fuel optimization techniques, crumple zones, ultra high strength steels and a whole panoply of technologies.  No wonder car companies feel they can cheat death again.   But the bureaucrats and social planners have not given up their dreams of a car-less society.  Autonomy is goals they are willing to live with.  Cars that are unable to speed.  Unable to change lanes.  Unable to take a curve at an entertaining pace.  Energy consumption will be optimized for our own good.  Supposedly we will have cars that will not crash, but every sci-fi movie has a "robot boneyard" of broken autonomous toys.  Perfection is not of this world, nor the future world.  But the budding plutocrats in our midst hope that Mr. Baruth is right, that autonomy is unattainable.  Just as vehicle emission levels, no matter how benign, have now gotten impossible to achieve, forcing emissions away from vehicles to power plants, autonomy will be mandated as well.  But if autonomy, really, can never happen, the desired end of any individual mobility will be finally achieved. ... View more

Frankly, I am not impressed.  On the real life street, no "super car" is quicker than my 1973 MG BGT.  Timidity reigns, I'm sorry.  But every "hot" car ends up in my rear view mirror.  Of course, it is not the car, it is the pilot.  I am cheerfully entertaining sharing of car keys! ... View more

I would  go to the MGP near Tampa every time I visited my parents years ago.  And yes, I still have my "license".  OK, they weren't supposed to be fast, but I still recall when I connected two of the closely coupled corners in one drift . . . glorious! ... View more

This might be an example of "compliance steering", but anyone who has taken an MGB at speed through a fast corner will notice a "hand of an angel" making the turn tighter and more stable.  I believe this was due to a subtle angling of the "ancient oxcart leaf springs" but whatever it is, it is marvelous. ... View more

In the late sixties, my uncle and I waited for the arrival of his brother-in-law and sister to meet us for a short vacation at the Torch Tip resort at the northern shore of Torch Lake in Michigan.  We waited in his '58 Pontiac for the tell tale vertical headlights of his brother-in-law's Pontiac.  They finally appeared on the Northern Michigan roads, and we guided the family to the resort, there was a campfire, and I saw the Milky Way in the northern  Michigan sky.  I've never been closer to Heaven. ... View more

My name is John Zajac, and I am Secretary for the Yankee Air Museum Foundation.  I want to thank Hagerty for this feature.  The community of the Yankee Air Museum now own and plan to make the remaining 145,000 sq. ft. of this plant the new home to the Yankee Air Museum.  First, the building that houses our "flyables", the B-17 Yankee Lady, the B-25 Yankee Warrior, the C-47 Hairless Joe, and a Waco biplane must be replaced.  I hope that once our "Aeronautics Center" (new hanger) is complete, we return to the task of finishing the new home for the Museum, the home of Rose Will Monroe, part of the legend of "Rosie the Riveter".  I would like to thank Hagerty for its support for our "Wings and Wheels" events (the original can be seen on the link to the right of this story".  Our "Save the Bomber Plant" inquiries are being redirected to raise funds for the Aeronautics Center.  I hope that can be completed quickly, so that our efforts can be directed to remember the Liberators that were built, the crews than maintained and flew them, and the incredible women and man who built. them. ... View more

Kaiser made Liberty and the later Victory ships using the modular approach, not destroyers.  Perhaps two days is correct in final assembly.  But not from a top to bottom (or is it "bow to stern"?).  The health care system set up for the cargo ships built by Henry J. Kaiser's firm (ring a bell, car buffs?) became Kaiser Permanente, the health care insurer. ... View more