Paphos has a population of less than 100,000; but its collection of Antiquities as well as historical places has caused it to become a bustling region in Cyprus.

Paphos is divided into two main regions, the residential district of Ktima and the Kato region which consist of the seaside and the medieval ports. The Kato Paphos region is where the hotels and most of the other tourist destinations are situated.

The best time to travel to Paphos is the summer time; as this ensures that you take the advantage of the weather and the beaches. The hottest month in Paphos is August when the temperature can be more than 35 degrees, and the humidity is very low along with the water relatively warm all throughout the day.

The winter months are usually rainy. December and January are the coldest winter months in Paphos. The summer time is the busiest season in Paphos, because of the relatively high inflow of tourists from all over the world. The spring and early fall seasons are also some of the best times to visit Paphos.

The Paphos international airport is the main route if you wish to get to the region. Cyprus airways and Air Holland are some of the few airlines that fly the route. Travelers coming from major European countries will have to have a stop over before boarding a flight to Paphos international Airport.

Travelling to Paphos by boat is not allowed, as there are no legal ports in the region to transport international travelers. Travelling by bus can only start after reaching the airport, while renting a car is the most viable option from the Airport. There are several hotels and accommodation options available in Paphos.

Booking a car rental Paphos service is very easy. You can make reservations with a trusted rental company, which would be on a stand-by at the airport for your arrival. Cars should be rented at no extra costs, and the rental company should contain fleet of cars that you can choose from to satisfy your needs.

Most of these are visible right from departure from the Paphos international airport. While driving through the seaside, one can also see a collection of different hotels of low/medium class as well as more classy ones.

One should know that car rental Paphos services are not standardized; hence prices may vary from a company to another. You will need to find out the average costs of the entire car rentals company available and with this you will know the actual amount of money that you will pay. Car rental Paphos services include your direct transportation from the airport to some tourist attraction sites.

The rental company can supply you with information on where exactly you are going to and how you can enjoy the best of your stay within such sites. You can feel free to ask questions about the city of Paphos from owners of the car rental company. They should be willing to give you rules and guidelines that tourists

Related Car Parts Articles

Dodge was founded in 1900 by the Dodge brothers – Horace and John Dodge – as the Dodge Brothers Company to supply parts and assemblies to the burgeoning Detroit automobile industry. The company was successful from the very onset, picking up regular work producing engines and chassis for the Olds Motor Vehicle Company, and the Ford Motor Company.

The demands and stress of the booming automobile industry, however, soon led the brothers to tinker with the idea of manufacturing their own, complete cars. Co-founder John Dodge once famously proclaimed in 1913 that he was “tired of being carried around in Henry Ford’s vest pocket”.

The first car produced by the Dodge Brothers Company was the Dodge Model 30, which introduced several key concepts that were to become standard in the years to come, such as an all steel body, 12 volt electrical system, and a sliding gear transmission. The Dodge car was a hit from the very onset, due as much to the quality and durability of the car as to the exemplary work ethic displayed by the brothers in the years preceding their entry into car manufacturing. By 1916, the Dodge cars were the second largest selling in the US, behind only the Ford Model T.

After the death of the Dodge brothers in 1920, the company was first sold to Dillon, Reed & Co. for a reported 6 million (the largest financial transaction in history), and later to Chrysler for a 0 million stock deal. By this time, Dodge had dropped to no. 7 in the US automobile sales charts.

A major turning point in the fortunes of Dodge motors was the Japanese attack on Pearl Harbor and the United States’ entry into WWII. The Dodge brand was particularly successful of the Chrysler line of products as a military vehicle because of the durability of its light trucks.

The post-war years and that era’s insatiable appetite for cars led to increased sales of automobiles across manufacturers, and Dodge enjoyed a revival in popularity among the civilian population (it was already a popular military transportation vehicle). The year 1953 saw the introduction of the first V8 engine, well in time for America’s discovery of the joys of freeway travel. The bigger, more powerful Dodge cars were received very well by the American public during this time and sales improved every year.

Dodge was one of the foremost players in the late 1960’s and 70’s muscle car market, and is fondly remembered today as the creator of some of the most beloved muscle cars from that era. The lumbering, fuel inefficient Dodges, however, weren’t prepared for the fuel crisis of 1973 when the demand for efficient, smaller cars soared. The financially strained parent company, Chrysler, couldn’t move quickly enough to modify its line up to meet this new challenge, and in 1979, applied to, and received federal loan guarantees to protect it from a near certain bankruptcy.

After the near bankruptcy experience, Dodge parent company, Chrysler branched out into smaller, more efficient models like the Caravan. Dodge, however, maintained its sporty/aggressive lineage with the introduction of models like the Dodge Spirit, and the still popular Dodge Viper.

In the modern day, Dodge is best known for its aggressively styled cars like the Dodge Challenger and Charger, and its powerful, sturdy trucks, the Dodge Ram and the Dodge Dakota. Despite the company’s primary market of pickup trucks and big, sporty cars seeing a significant fall in demand owing to the rising cost of fuel and the economic recession, Dodge has continued to stay strong in the North American market.

Although it was technically a compact (by the standards of the time), the Camaro, like the entire class of Mustang competitiors, was soon known as a pony car.

Though the car’s name was contrived with no meaning, General Motors researchers found the word in a French dictionary as a slang term for “friend” or “companion.” Ford Motor Company researchers discovered other definitions, including “a shrimp-like creature” and an arcane term for “loose bowels”! In some automotive periodicals before official release, it was code-named “Panther”.

Four distinct generations of the car were produced.

Generation 1

1967
Sharing mechanicals with the upcoming 1968 Chevrolet Nova, the Camaro featured unibody structure. Chevrolet offered the car in only two body styles, a coupe and convertible. Almost 80 factory and 40 dealer options including three main packages were avaible.

* RS Package included many cosmetic changes such as RS badging, hidden headlights, blacked out grill, revised taillights and interior trims.

* SS Package included modified 5.7 L (350 in³) V8 engine (first 350 in³ engine ever offered by Chevrolet), also L35 396 in³ “big block” was avaible. SS featured non-functional air inlets on the hood, special striping and blacked out grill. It was possible to order both – RS and SS packages to receive RS/SS Camaro. In 1967 Camaro RS/SS Convertible Camaro with 396 in³ engine paced the Indianapolis 500 race.

* Z28 option code was introduced in 1966. This option package wasn’t mentioned in any sales literature so was unknown by most of the buyers. The only way to order Z28 package was to order base Camaro with Z28 option, front disc brakes, power steering and Muncie 4-speed transmission.

Z28 package featured unique 302 in³ “small block” engine, designed specifically to compete in the Club of America Trans Am racing series (which required engines smaller than 305 in³ and public availablity of the car).

Advertised power of this engine was listed at 290 hp (216 kW) while actual dyno readings rated it at 360 to 400 hp (269 to 298 kW). Z28 also came with upgraded suspension and racing stripes on the hood. It was possible to combine Z28 package with RS package. Only 602 Z28′s were sold.

Generation 2

The larger second-generation Camaro featured an all-new sleek body and improved suspension. The 1970-1/2 Camaro debuted as a 2+2 coupe; no convertible was offered and would not appear again until well into the third generation.

Most of the engine and drivetrain components were carried over from 1969 with the exception of the 230 in³ (3.8 L) six cylinder — the base engine was now the 250 in³ (4.1 L) six rated at 155 hp (116 kW).

The top performing motor was a L-78 396 in³ (6.5 L) V8 rated at 375 hp (280 kW). (Starting in 1970, the 396 in³ big block V8′s actually displaced 402 in³ (6.6 L), yet Chevrolet chose to retain the 396 badging.) Two 454 in³ (7.4 L) engines – the LS-6 and LS-7 – were listed on early specification sheets but never made it into production.

Besides the base model, buyers could select the “Rally Sport” option with a distinctive front nose and bumper, a “Super Sport” package, and the “Z-28 Special Performance Package” featuring a new high-performance 360 hp (268 kW) 350 in³ (5.7 L) cid V8.
1972

The 1972 Camaro suffered two major setbacks. A UAW strike at a GM assembly plant in Ohio disrupted production for 174 days, and 1100 Camaros had to be scrapped because they did not meet 1973 Federal bumper safety standards.

Some at GM seriously considered dropping the Camaro and Firebird altogether, while others were convinced the models remained marketable. The latter group eventually convinced those in favor of dropping the F Cars to reconsider, and Chevrolet would go on to produce 68,656 Camaros in 1972, the lowest production numbers for any model year.

Generation 3
1982

The 1982 model introduced the first Camaros with factory fuel injection, four-speed automatic transmissions (three-speed on the earlier models), five-speed manual transmissions (four-speed manual transmissions in 1982, and some 83-84 models), 15 or 16-inch rims, hatchback body style, and even a four-cylinder engine for a brief period (due to concerns over fuel economy).

The Camaro Z28 was Motor Trend magazine’s Car of the Year for 1982.

1985

In 1985 Chevrolet introduced a new Camaro model – the famous IROC-Z, called after popular racing series. IROC-Z Camaro featured upgraded suspension, special decal package and Tuned Port Injection system taken from the Chevrolet_Corvette Third generation Camaros also had a suspension system that was more capable in corners than the previous generation.

The Camaro IROC-Z was on Car and Driver magazine’s Ten Best list for 1985.

Engines

* 1978-1981 5.7 L (350 in³) Small-Block V8
* 1982-1985 2.5 L (151 in³) Iron Duke L4
* 1982-1984 2.8 L (173 in³) LC1 V6
* 1985-1989 2.8 L (173 in³) LB8 V6
* 1990-1992 3.1 L (191 in³) 60 Gen II V6
* 1982-1992 5.0 L (305 in³) Small-Block V8
* 1985-1992 5.7 L (350 in³) Small-Block V8

Generation 4
1993

1993 began the fourth and last generation of Camaros, lasting through the 2002 model year. Production of the fourth and final generation was moved from GM’s Van Nuys, California assembly plant to one in Ste. Therese, Quebec in 1993.

Though the car would no longer be produced in the US, the new design which incorporated lightweight plastic body panels over a steel space frame, and a better suspension, further improved upon the Camaro line.

From 1993 to 1997 the Camaro was available with the LT-1 engine, the same Generation II small block V8 used in the Corvette, although in slightly de-tuned form.

In 1996, the long-discontinued “SS” option was resurrected and in 1998, the all-new LS-1 engine Generation III small block was offered on the SS and Z28 Camaros, marking the end of the Generation I small block V8 that had its roots in Chevrolet’s 265 in³ engine of 1955. Unfortunately, sales were below expectations, and production of the Camaro ceased in 2002.
1998

1998 saw a new head light design for the Camaro. The new design removed the previous recessed-light design present in the 1982-1997 Camaros. The faux air intakes on the hood were also eliminated. In addition the LT1 engine was removed and instead an LS1 in its place.
Engines

* 1993-1995 3.4 L (208 in³) 60 Gen III V6
* 1995-2002 3.8 L (231 in³) 3800 Series II V6
* 1993-1997 5.7 L (350 in³) LT1 V8
* 1998-2002 5.7 L (350 in³) LS1 V8

2002
2002 marked the last year of the Chevrolet Camaro and was also the 35th anniversary for the Camaro. This milestone was celebrated with a special anniversary car modified from the factory by SLP. The anniversary package was only available on the SS (Super Sport).

Engine modifications were available in addition to the 325 hp (242 kW) engine which all Super Sports produce. Silver racing stripes down the hood and trunk lid made the car more noticeable than ever—especially against the Bright Rally Red paint (the only color available with the anniversary package).

The car also had the slogan attached to it “Leave a Lasting ImpreSSion” and had the logo embroidered in the seats. The car was only available as a convertible or with T-Tops. 3,000 Camaros with the anniversary package were produced for the United States and 152 for Canada.

Though production Camaros were never as fast as the flagship Corvette, the car cost less than half as much and was easily modified. If its frequent inclusion in automotive enthusiast magazines is any indication, the Chevy Camaro is one of the most popular cars for modification in the automotive history.

Throughout its history, the Camaro shared its internal body and major components with a sister car – the Pontiac Firebird.

Rolls Royce Silver Ghost

Rolls and Royce were in fact people before the history of Rolls-Royce as a company every began. Frederick Royce was a British electrical equipment manufacturer who built the first Royce cars in 1904. The three two-cylinder, 10-hp cars he built attracted the attention of Charles Rolls, a longtime car enthusiast from way back in 1894 and son of a baron. He owned a dealership in London, where he first encountered a Royce. He was so taken with the engineering that he partnered with the car’s creator. Royce would built the cars, and Rolls would sell them. Like many manufacturers of the day, Rolls entered the first Rolls-Royces in races in order to promote them. These cars were similar to the first one built by Royce. Real fame came with the 1907 introduction of a 6-cylinder engine inside a silver-painted four-passenger chassis dubbed “The Silver Ghost.” This car was driven 15,000 continuous miles with little wear, cementing the R-R reputation for reliability. Unfortunately, Rolls’ passion for excitement ended in 1910, when his biplane (based on the Wright brothers’ flyer) crashed and killed him almost instantly.

The Silver Ghost chassis, built in Derby, U.K., was toughened with armor so it could serve as a combat car in Flanders, Africa, Egypt, and with Lawrence of Arabia during WWI. In the Jazz Age that came after the war, people had money to spend on these reliable Rollers. There were Silver Ghosts built in Springfield, Mass., from 1920-1924, and a smaller 20-hp “Baby Roller” was introduced. Big cars were still popular, though, with the Phantoms I, II, and II all appearing in the 1920s. During WWII, the company built Rolls-Royce Merlin airplane engines in a facility in Crewe, U.K., rather than cars.

The Austin Mini ( 1959 )

Announced in 1959, and still manufactured 40 years later at the end of the century, Alec Issigonis’s cheeky little Mini-Minor changed the face of motoring. The world’s first car to combine front-wheel-drive and a transversely-mounted engine in a tiny ten-foot long package, was the most efficient and effective use of road space that had ever been seen. In so many ways, this must qualify as the ‘car of the century’.

In scheming up the car Issigonis and his team, which had already designed the Morris Minor, was given a difficult brief by the British Motor Corporation. In the aftermath of the Suez Crisis, and threatened world-wide petrol rationing, Issigonis was asked to provide a minimum-size, minimum-price four-seater package – all built around an existing BMC engine. Choosing front-wheel-drive and the A-series engine, he then minimised the size of the car by turning the engine sideways, and mounted the transmission under the engine. Tiny (10 in /254 mm) diameter road wheels, independent suspension by rubber cone springs, and a careful packaging of the cabin, all helped to provide one of the most amazing little cars of all time. So what if the driving position was cramped, and the steering wheel too vertical? This was a Mini, after all.

Although Issigonis insisted that he was only providing a super-small, super-economy saloon, almost by chance his Mini had superb handling, precise race-car-like steering and unmatched agility.

Even before more powerful versions were available, the Mini had started winning rallies, and showing well in saloon car racing: later, in Mini-Cooper S form, size-for-size it was unbeatable. Originally sold only as two-door saloons in near-identical ‘Austin’ and ‘Morris’ forms, Minis soon spawned derivatives. Not only would there be vans, estate cars and pick-ups, but plusher Riley and Wolseley types followed, as did the stark ‘topless’ Mini-Moke machines.

Engines were eventually enlarged, tiny front-wheel disc brakes were added, the Mini-Cooper and Mini-Cooper S followed, and by the mid-1960s this was a car which had won the Monte Carlo Rally on several occasions. For years there was nothing a Mini could not do, for it appealed to everyone, and every social class, from royalty to the dustman, bought one. At peak, production in two factories (Longbridge and Cowley) exceeded 300,000 every year, BMC’s only problem being that it was priced so keenly that profit margins were wafer thin.

Even the arrival of the larger Mini Metro in 1980 could not kill off the Mini, whose charm was unique. By the 1980s, with larger wheels, re-equipped interiors and wind-up windows, the Mini was a better car than ever, and, looking much the same, it was still selling steadily at the end of the 1990s: more than five million had already been made. Now in the 2000s, we have the New Mini, larger and heavier than before.

The Morgan ( 1946 ) 4 X 4

Although the original four-wheeler Morgan was shown in the mid-1930s, it was overshadowed by the company’s older three-wheeler models until the end of the Second World War. From that point, while altering the original style only slightly as the years passed by, Morgan concentrated on their four-wheeler sports cars.

Morgans were first made by a family-owned business in 1910 (a situation which has never changed), and even the first cars employed a type of sliding-pillar independent front suspension which is still used to this day. Assembly was always by hand, always at a leisurely pace, and even in the post-war years it was a good week which saw more than ten complete cars leave the gates in Malvern Link.

The post-war 4/4 retained the simple ladder-style chassis and the rock-hard suspension for which the marque is noted, and still looked like its 1939 predecessor. It used to be said that the ride was so hard that if one drove over a penny in the road, a skilled driver would know whether ‘heads’ or ‘tails’ was uppermost. Although pre-war cars had been powered by Coventry-Climax, the post-war chassis was exclusively fitted with a specially-manufactured overhead-valve Standard 1,267 cc engine (which never appeared in Standard or Triumph models). Although this engine only produced 40 bhp, the Morgan was such a light car that it could reach 75 mph, while handling in a way that made all MG Midget owners jealous.

The style was what we must now call ‘traditional Morgan’ – it was a low-slung two-seater with sweeping front wings, and free-standing headlamps, along with cutaway doors and the sort of weather protection which made one drive quickly for home in a shower, rather than stop to wrestle with its sticks and removable panels. Up front, there was a near-vertical radiator, flanked by free-standing headlamps, while the coil spring/vertical-pillar front suspension was easily visible from the nose. Most 4/4s were open-top two-seaters, though a more completely trimmed and equipped two-seater drop-head coupé (with wind-up windows in the doors) was also available. Bodies were framed from unprotected wood members, with steel or aluminium skin panels tacked into place, and were all manufactured in the Morgan factory.

Here was an old-style, no-compromise sports car made in modern times – a philosophy which Morgan has never abandoned. Requests for a more modern specification were politely shrugged off, waiting lists grew, and Morgan has been financially healthy ever since. Before the 4/4 was replaced by the altogether larger 2.1-litre Plus 4 of 1950, a grand total of 1,720 4/4s were sold.

Hand assembled, these low-slung two-seater sports cars had cutaway doors and a near vertical radiator which was flanked by free-standing headlamps. Most were open topped and had rock-hard suspension.

Aston Martin DB5 ( 1963 )

Fame comes in strange and unexpected ways. Although the Aston DB4 and DB5 models were already respected by the cognoscenti, the DB5 did not become world-famous until used as James Bond’s personal transport in the film Goldfinger. Although not equipped with Bond’s ejector seat, it appealed to millions, and the DB5′s reputation was secure for ever. Technically, of course, Aston Martin had always been a marque of distinction.

Following the success of the DB2, DB2/4 and DB Mk III models of the 1950s, Aston Martin commissioned a totally new and larger series for the 1960s, beginning with the DB4 in 1958. Built around a simple steel platform chassis, it was clothed in a sleek light-alloy fastback body style by Superleggera Touring of Italy (but built at Newport Pagnell). The skin panels were fixed to a network of light tubing, a method patented by Superleggera. Power (and what power!) came from a magnificent new 3.7-litre twin-cam six-cylinder engine, which soon proved to be strong and reliable in motor racing. The DB4 came close to matching anything so far achieved by Ferrari. All this, allied to a close-coupled four-seater cabin, and high (traditionally British) standards of trim and equipment, made the expensive DB4 very desirable.

The DB5, which was launched in 1963, was a direct development of the DB4; it had a full 4-litre engine, a more rounded nose with recessed-headlamps, and many equipment improvements. Two varieties of engine – the most powerful with a claimed 314 bhp – were on offer, as were non-sporting options such as automatic transmission, which came a full decade before Ferrari stooped to such action.

It was such a complicated, mainly hand-built, machine that it had to sell at high prices. The saloon cost an eye-watering £4,175 in 1963 (there was also a convertible version, at £4,490) and because assembly was a lengthy and careful business, sales were limited to only ten cars a week. It was not for years, incidentally, that it became clear that even these prices did not cover costs, for Aston Martin was merely the industrial plaything of its owner, tractor magnate David Brown.

DB5s could safely reach 140 mph, with roadholding, steering and brakes to match, all the time producing the characteristic booming exhaust notes for which they became famous. Although they looked sinuous and dashing, they were heavy machines and there was no power-assisted steering on this model.

Clearly, this was a bespoke GT machine which would run and run, as the longer and more spacious DB6 which took over in 1965 would prove. In only two years, a total of 1,063 cars (123 convertibles, and 12 of them very special estate car types) were produced. Almost all have survived.

The DB5 became world-famous as James Bond’s car in the film Goldfinger. Lacking the ejector seat, this mainly hand-built car appealed to millions. Although it was a heavy car to drive, as it lacked power-assisted steering, the DB5 had good roadholding.

The Jaguar E Type ( 1961 )

By almost any reckoning, Jaguar’s original E-type was the sexiest motor car ever launched. It looked wonderful, it was extremely fast, and it was always sold at extremely attractive prices. For more than a decade, it was the sports car by which all other supercar manufacturers had to measure themselves.

Originally conceived in 1956 as a successor to the D-type racing sports car, the E-type was not to be used for that purpose. Re-engineered and re-developed, it became an outstanding road-going sports car, taking over from the last of the XK cars – the XK150 – in 1961. Like the D-type, its structure acknowledged all the best contemporary aerospace principles, utilising a multi-tubular front chassis frame which surrounded the engine and supported the front suspension and steering, and was bolted up to the bulkhead of the pressed steel monocoque centre and rear end.

Power came from the very latest version of the famous XK six-cylinder twin-cam engine, with three SU carburettors and no less than 265 bhp (according to American SAE ratings). It was matched by all-independent suspension, four-wheel disc brakes, and a unique, wind-cheating body style. As with the C- and D-type racing cars, the E-type’s shape had been designed by ex-aircraft industry specialist Malcolm Sayer, who combined great artistic flair for a line with the ability to calculate how the wind would flow over a car’s contours. For practical purposes, the E-type’s nose might have been too long, its cabin cramped, and its tail too high to hide all of the chassis components, but all this was forgiven by its remarkable aero-dynamic performance – and its enormous visual appeal.

Open and fastback two-seaters were available from the start, and although a 150 mph top speed was difficult for an ordinary private owner to achieve, this was a supercar in all respects, being faster than any other British road car of the period (and, for that matter, for many years to come). Much-modified types eventually won a series of motor races at just below world level, for they were really too heavy for this purpose. Only three years after launch, a 4.2-litre engine, allied to a new synchromesh gearbox, was adopted, and a longer wheelbase 2+2 coupé followed in 1966.

The E-type sold well all around the world, especially in the USA although new safety laws caused the car to lose its power edge, and its headlamp covers before the end of the 1960s. The Series II’s performance did not match that of the original, and by 1971, the E-type was a somewhat emasculated car. A final Series III type was powered by Jaguar’s new 5.3-litre V12 engine, and a top speed of 150 mph was once again within reach.

Drivers did not seem to mind the small cabin and less than perfect ventilation, but in the end it was more safety regulations and changes in fashion that caused this wonderful motoring icon to fade away. The last of 72,520 E-types was built in 1975, when it was replaced by an entirely different type of sporting Jaguar, the larger, heavier and not so beautiful XJ-S.

Considered to be the sexiest car ever launched, the E-type was a fast and outstanding sports car. Designed by an ex-aircraft specialist, it had a remarkable aerodynamic performance.

Land Rover 1948

Here is a classic case of the stop-gap project which soon outgrew its parent. Before the Land Rover appeared, Rover had been building a relatively small number of fine middle class cars. By the 1950s they were building many more Land Rover 4x4s, and the cars were very much a minor part of the business.

Immediately after the war, Rover found itself running a massive former ‘shadow factory’ complex at Solihull, and needed to fill it. (A ‘shadow factory’ was an aero-engine factory established during the rearmament of the 1930s.) Faced with material shortages, it could not build many private cars, and elected to fill the gaps with a newly-developed 4×4, which it would base unashamedly on the design of the already legendary Jeep from the USA.

Early Land Rovers shared the same 80 in/2,032 mm wheelbase as the Jeep, and the same basic four-wheel-drive layout. The Land Rover, however, was much more versatile than the Jeep, in that it was built in myriad different guises, shapes and derivatives, and it used aluminium body panels, which ensured that it was virtually rust-free. Apart from the fact that it was not very fast or powerful, (though time and further development would solve those problems) the Land Rover could tackle almost any job, climb almost any slope, and ford almost every stream, which made it invaluable for farmers, contractors, surveyors, explorers, armies, public service companies – in fact almost anyone with a need for four-wheel-drive traction, and the rugged construction which went with it.

It wasn’t long before the original pick-up was joined by vans, estate cars, short and long wheelbases to choice, petrol and diesel engines. A long list of extras became available: winches, extra-large wheels and tyres, and liaison with specialist companies ensured that it could be turned it into an impromptu railway shunting vehicle, a portable cinema truck, an equipment hoist, and a whole lot more. Its short-travel leaf spring suspension gave it a shatteringly hard ride and the Land Rover engineers stated that this, at least, limited cross-country speeds to keep the chassis in one piece.

Later models grew larger, longer, and more powerful, but it would not be until the 1960s that the first six-cylinder type appeared, not until 1979 that the first V8 Land Rover was sold, and not until the early 1980s that coil spring suspension finally took over. Sales, however, just went on and on, with the millionth being produced in the mid 1970s. By the late 1990s, when the ‘Freelander’ model appeared, 1.5 million Land Rovers had been manufactured, although by then it had been renamed ‘Defender’ and

Bentley Continental R-Type 1952

After Rolls-Royce took over Bentley in 1931, it was more than 20 years before the new owners produced another truly sporty new model. But the wait was worthwhile. The R-type Continental of 1952–55 was a great car by any standards, which not only looked sensational, but was also extremely fast.

Even before 1939, Rolls-Royce had dabbled with super-streamlined prototypes (one of them being called a ‘Bentley Corniche’), but production cars had to wait until after the war. Using only slightly modified versions of the existing Bentley Mk VI saloon car’s chassis, but with a superbly detailed two-door four-seater coupé designed by the coachbuilder, H.J. Mulliner, the company produced an extremely fast (115 mph), exclusive, and very expensive car, whose title told its own story.

The Continental certainly did not gain its high performance by being light, but by a combination of high (unstated) horsepower, and by the remarkable aerodynamic performance of the bulky, yet sleek shell. There was, of course, no way of taming the drag of the proud Bentley radiator grille, but the lines of the rest of the car were as wind-cheating as possible, the long tapering tail being a delight to the eyes. Like all the best 1930s Bentleys, it had two passenger doors, and a full four-seater package. Leather, carpet and wood abounded – for no concessions were made to ensure a high performance.

Here was an expensive grand tourer for the connoisseur and, by definition, it was likely to sell in small numbers. Put on sale in 1952 at £7,608 (at a time when Morris Minor prices, for instance, started at £582 ), it was ideal for the ‘sportsman’ who liked to drive far and fast, wherever conditions allowed. It was produced in the traditional Bentley/Rolls-Royce style, for the engine was low-revving, the steering and most other controls quite heavy, and the fuel consumption ferocious – but the fit, finish and quality of every component (especially the interior trim) were of the very highest quality.

As ever, Rolls-Royce/Bentley never thought it necessary to reveal the power output of the big six-cylinder engine, whose overhead inlet/side exhaust valve layout was only shared with one other British make of car – the Rover of the period. Needing only to point out the easily provable performance of their cars, they let acceleration figures speak for themselves.

In a career of only three years, the R-type Continental needed little improvement, for the engine was a very powerful 4.5-litre u

Lotus Elite ( 1958 )

Right from the start, when he built his original special- bodied Austin Seven trials car, Colin Chapman showed signs of engineering genius. Setting up Lotus, he sold his first car kits in the early 1950s, and soon progressed to building advanced racing sports cars. The first true Lotus road car, however, was the very advanced Lotus Elite.

First shown in 1957, but not available until a year later, the new two-seater Elite coupé was irresistibly attractive. Even though Lotus was still a small company, Chapman had laid out a car which pushed technology to the limit. In particular, he decided to make the Elite without a separate chassis, using a fully-stressed fibreglass monocoque body which would only include steel sections for a few local reinforcements.

Not only was this amazing machine to be powered by a race-proved overhead-camshaft engine from Coventry-Climax, and had four-wheel independent suspension, but it was achingly beautiful, and was quite amazingly light in weight. No-one, it seems, was ever likely to confuse the Elite with any other car, for its tiny, smooth and always curving lines had no rivals. Looking back into history, its only real drawback was that the door windows could not be wound down, but had to be removed to provide better ventilation.

In engineering terms, though, ‘adding lightness’ often adds cost too, and there was no doubt that the Elite was always going to be a costly car to make and sell. The fibreglass monocoque body shells proved to be difficult to make in numbers, major bought-in items like the Coventry-Climax engine were very expensive, and owners soon found that a great deal of maintenance and loving care was needed to keep the new sports car running.

Refinement was not then a word which Lotus understood and the Elite was a rather crudely equipped and finished machine at first; the interior environment was very noisy, for there was little attempt to insulate the drive line and suspension fixings from the monocoque, which acted like a fully matured sound box.

As the years passed, the Elite’s specification changed, with the power of the engine gradually being pushed up to 100 bhp (which brought the top speed to more than 120 mph, quite amazing for a 1.2-litre car), a ZF gear-box adapted and (for Series II cars) a different type of rear suspension geometry specified.

Special Elites, particularly when prepared at the factory, were outstandingly successful class cars in GT racing, even appearing with honour in major events such as the Le Mans 24 Hour and Nurburgring Six Hour events. Years later Colin Chapman admitted that the Elite had never made profits for Lotus, which may explain why he was happy to phase it out in 1962, ahead of the arrival of the backbone chassised Elan. Nothing can ever detract from the gracious style and inventive engineering which went into the car. A total of 988 Elites were made.

Committed owners usually forgave the Elite for the car’s failings, as here was a car which drove and handled like no other rival. Light by the standards of the day, it was not only fast, but remarkably economical too.

Please visit my Vintage Classic Cars on Art Prints Collection 1900-1913 @ http://www.fabprints.com/CARS.html

My other website is called Directory of British Icons: http://fabprints.webs.com

The Chinese call Britain ‘The Island of Hero’s’ which I think sums up what we British are all about. We British are inquisitive and competitive and are always looking over the horizon to the next adventure and discovery.

Copyright © 2010 Paul Hussey. All Rights Reserved.

Find More Car Modify Articles

The argument of changing the looks and works of a car is a common thing between mechanics and custom car experts. Still, sometimes it is necessary to change the parts of vehicles to increase their performance and also to make them look funky. It certainly won’t be a bad idea to make your old car look like one of the latest in the car market, right?

Flaunting cool custom cars is a pretty popular hobby

The history of custom cars dates back roughly to the time of World War II (1941-1945). At this time steel and rubber were being sent to help the war efforts. So the cost of new vehicles became high. As a result of which people started to modify their old vehicles to make them look new.

Customizing vehicles is very popular in the southern California, especially in the Mexican-American neighborhoods. They usually customize vehicles like the Cadillac and the El Camino. Modifications include placing sand bags in the trunk and modifying the suspension system, allowing the car to travel faster than it was originally intended to, while remaining stable. These vehicles after modification used to have a low ride effect and were known as Lowriders.

The bodies of the vehicles were modified with hood ornaments, fancy door handles and suicide doors which used to open from the front instead of the back. The interiors included modifications of steering wheels, walls and plush velvet seats.

Later the Fords and T-Birds were customized and these versions were known as Hot Rods. This name was given simply because bigger engines, which produced greater torque and power, were used to replace the normal engines. These vehicles were certainly high performance, but guzzled gas like a Coca Cola addict in McDonalds.

Today, more and more people are interested in modifying their four wheelers. In case you are planning to build a cool custom car then visit carz.com. Here you can also take advice from a line of experts who can help you with just about any problem you may face while assembling your super-cool set of hot wheels.

1914 marks the year H-D formally enters itself into the national racing circuit, and is quickly known as “The Wrecking Crew” for it’s dominance in the racing industry. By 1917 one-thrid of all motorcycles produced would be sold to the military, and was also the start of the Service School for Harley-Davidson Mechanics, for both military and civilian bikes.

By 1918 half of all bikes produced were shipped off to military for service in World War 1, and Corporal Roy Holtz would be the first soldier to ride a Harley-Davidson Motorcycle in Germany. 1920 marks the year that the motorcycle company is the largest in the world in the motorcycle industry, and has over 2,000 dealers in 67 countries worldwide.

1931 is the year that almost all of Harleys competitors are gone, with the exception of the Indian Motorcycle Company. Harley-Davidson and Indian are the only two motorcycle companies in America, until 1953. As the world enters into World War 2, so does Harley go back into Military motorcycle production, and the service school is turned back into the military motorcycle service school, also known as the Quartermaster School for military mechanics. During this time the public could hardly get their hands on a Harley-Davidson Motorcycle.

In 1945 The wartime production slows to a halt and a civilian production starts up again, and in 1947 H-D starts to sell what is now the classic black leather motorcycle jacket. Throughout this whole time Harley is consistantly winning races on street and dirt over and over and still dominates the racing circuit.

1952 was the year the Harley Sportster made it’s debut, but as the “K” series. It would not be until 1957 that it wouldn’t be named as such. In 1953 Halrey-Davidson would become the sole motorcycle manufacturer in the United States when Hendee Manufacturing, the the Indian motorcycle company, goes out of business.

Elvis Presley poses for a cover shot of Enthusiast, the motorcycle enthusiast magazone, in 1956. The 1960′s showed Harley winning race ofter race after race, and he merge with the American Machine and Foundry Campany, or AMF.

The 1970s ushered in a customizing craze amongst ehtusiasts, and Harley-Davidson going through a company and factory wide renovation and restructuring. All production machinery goes through a major modernization and a new larger production plant in Milwaukee.

Harley’s have been known to always have oil leaks and vibrate massively, sort of an attraction with Harley afficianado’s. The 80′s came in with a huge turn around with the motorcycle company, in dampening the vibration, quelling the oil leaks and making them oil tight. This coupled with a new belt drive instead of chain drive and the new “Softtail” frame with hidden rear end shocks, Harley’s became a very smooth and comfortable ride. 1981 was also the year Harley-Davidson bought out the merger AMC and took control back of the company.

The Motorcycle Company is traded on the American Stock Exchange, the first time since 1969, the year AMF merged with H-D. 1987 is the year H-D is traded on the New York Stock Exchange, and is publicly traded and the companies confidence in itself as a leader in teh motorcycle industry is evident in this move, as well as starting the “Buy Back Program” in which owners of older Harleys can trade in their old models and get full trade-in price on a new “HOG”.

Harley celebrates it’s 90 birthday and has a family reunion in Milwaukee, also taking a financial interest in Buell Motorcycles started by Erik Buell to manufacture American sport motorcycles using Harley-Davidson Engines and in 1994 enters into the superbike racing industry with it’s first liquid cooled bike called the VR1000. Harley celebrates 95 years in 1998 and 140,000 riders come to Milwaukee to help with the party and celebration. Harley buys another 49% of Buell motorcyles making them the majority owner in the company and making the founder Erik Buell chairman of operations.

In 2003, more than 250,000 riders converge on Milwaukee for the final stop of the “Open Road Tour” and to celebrate Harley-Davidson’s 100th Anniversary and Party. Harley-Davidson and the Muscular Dystrophy Association(MDA) mark 25 years together as partners in the fight against Muscular Dystrophy. In 2006 Harley annouces plans to open a museum for the motorcycle company and plans for the opening to be in 2008.

Through this time H-D has been winning races and helping charities and people to make life better. This brief history on the building of the company is just a part of the Harley-Davidson legacy. Most people associate H-D with outlaw bikers and black leather jackets but many people don’t know the otherside of things with Harley-Davidson. The work with charities and racinf through out the whole growth of the company are things many people don’t realize about this little family owned company, that is now Americas biggest motorcycle manufacturer.

Although it was technically a compact (by the standards of the time), the Camaro, like the entire class of Mustang competitiors, was soon known as a pony car.

Though the car’s name was contrived with no meaning, General Motors researchers found the word in a French dictionary as a slang term for “friend” or “companion.” Ford Motor Company researchers discovered other definitions, including “a shrimp-like creature” and an arcane term for “loose bowels”! In some automotive periodicals before official release, it was code-named “Panther”.

Four distinct generations of the car were produced.

Generation 1

1967
Sharing mechanicals with the upcoming 1968 Chevrolet Nova, the Camaro featured unibody structure. Chevrolet offered the car in only two body styles, a coupe and convertible. Almost 80 factory and 40 dealer options including three main packages were avaible.

* RS Package included many cosmetic changes such as RS badging, hidden headlights, blacked out grill, revised taillights and interior trims.

* SS Package included modified 5.7 L (350 in³) V8 engine (first 350 in³ engine ever offered by Chevrolet), also L35 396 in³ “big block” was avaible. SS featured non-functional air inlets on the hood, special striping and blacked out grill. It was possible to order both – RS and SS packages to receive RS/SS Camaro. In 1967 Camaro RS/SS Convertible Camaro with 396 in³ engine paced the Indianapolis 500 race.

* Z28 option code was introduced in 1966. This option package wasn’t mentioned in any sales literature so was unknown by most of the buyers. The only way to order Z28 package was to order base Camaro with Z28 option, front disc brakes, power steering and Muncie 4-speed transmission.

Z28 package featured unique 302 in³ “small block” engine, designed specifically to compete in the Club of America Trans Am racing series (which required engines smaller than 305 in³ and public availablity of the car).

Advertised power of this engine was listed at 290 hp (216 kW) while actual dyno readings rated it at 360 to 400 hp (269 to 298 kW). Z28 also came with upgraded suspension and racing stripes on the hood. It was possible to combine Z28 package with RS package. Only 602 Z28′s were sold.

Generation 2

The larger second-generation Camaro featured an all-new sleek body and improved suspension. The 1970-1/2 Camaro debuted as a 2+2 coupe; no convertible was offered and would not appear again until well into the third generation.

Most of the engine and drivetrain components were carried over from 1969 with the exception of the 230 in³ (3.8 L) six cylinder — the base engine was now the 250 in³ (4.1 L) six rated at 155 hp (116 kW).

The top performing motor was a L-78 396 in³ (6.5 L) V8 rated at 375 hp (280 kW). (Starting in 1970, the 396 in³ big block V8′s actually displaced 402 in³ (6.6 L), yet Chevrolet chose to retain the 396 badging.) Two 454 in³ (7.4 L) engines – the LS-6 and LS-7 – were listed on early specification sheets but never made it into production.

Besides the base model, buyers could select the “Rally Sport” option with a distinctive front nose and bumper, a “Super Sport” package, and the “Z-28 Special Performance Package” featuring a new high-performance 360 hp (268 kW) 350 in³ (5.7 L) cid V8.
1972

The 1972 Camaro suffered two major setbacks. A UAW strike at a GM assembly plant in Ohio disrupted production for 174 days, and 1100 Camaros had to be scrapped because they did not meet 1973 Federal bumper safety standards.

Some at GM seriously considered dropping the Camaro and Firebird altogether, while others were convinced the models remained marketable. The latter group eventually convinced those in favor of dropping the F Cars to reconsider, and Chevrolet would go on to produce 68,656 Camaros in 1972, the lowest production numbers for any model year.

Generation 3
1982

The 1982 model introduced the first Camaros with factory fuel injection, four-speed automatic transmissions (three-speed on the earlier models), five-speed manual transmissions (four-speed manual transmissions in 1982, and some 83-84 models), 15 or 16-inch rims, hatchback body style, and even a four-cylinder engine for a brief period (due to concerns over fuel economy).

The Camaro Z28 was Motor Trend magazine’s Car of the Year for 1982.

1985

In 1985 Chevrolet introduced a new Camaro model – the famous IROC-Z, called after popular racing series. IROC-Z Camaro featured upgraded suspension, special decal package and Tuned Port Injection system taken from the Chevrolet_Corvette Third generation Camaros also had a suspension system that was more capable in corners than the previous generation.

The Camaro IROC-Z was on Car and Driver magazine’s Ten Best list for 1985.

Engines

* 1978-1981 5.7 L (350 in³) Small-Block V8
* 1982-1985 2.5 L (151 in³) Iron Duke L4
* 1982-1984 2.8 L (173 in³) LC1 V6
* 1985-1989 2.8 L (173 in³) LB8 V6
* 1990-1992 3.1 L (191 in³) 60 Gen II V6
* 1982-1992 5.0 L (305 in³) Small-Block V8
* 1985-1992 5.7 L (350 in³) Small-Block V8

Generation 4
1993

1993 began the fourth and last generation of Camaros, lasting through the 2002 model year. Production of the fourth and final generation was moved from GM’s Van Nuys, California assembly plant to one in Ste. Therese, Quebec in 1993.

Though the car would no longer be produced in the US, the new design which incorporated lightweight plastic body panels over a steel space frame, and a better suspension, further improved upon the Camaro line.

From 1993 to 1997 the Camaro was available with the LT-1 engine, the same Generation II small block V8 used in the Corvette, although in slightly de-tuned form.

In 1996, the long-discontinued “SS” option was resurrected and in 1998, the all-new LS-1 engine Generation III small block was offered on the SS and Z28 Camaros, marking the end of the Generation I small block V8 that had its roots in Chevrolet’s 265 in³ engine of 1955. Unfortunately, sales were below expectations, and production of the Camaro ceased in 2002.
1998

1998 saw a new head light design for the Camaro. The new design removed the previous recessed-light design present in the 1982-1997 Camaros. The faux air intakes on the hood were also eliminated. In addition the LT1 engine was removed and instead an LS1 in its place.
Engines

* 1993-1995 3.4 L (208 in³) 60 Gen III V6
* 1995-2002 3.8 L (231 in³) 3800 Series II V6
* 1993-1997 5.7 L (350 in³) LT1 V8
* 1998-2002 5.7 L (350 in³) LS1 V8

2002
2002 marked the last year of the Chevrolet Camaro and was also the 35th anniversary for the Camaro. This milestone was celebrated with a special anniversary car modified from the factory by SLP. The anniversary package was only available on the SS (Super Sport).

Engine modifications were available in addition to the 325 hp (242 kW) engine which all Super Sports produce. Silver racing stripes down the hood and trunk lid made the car more noticeable than ever—especially against the Bright Rally Red paint (the only color available with the anniversary package).

The car also had the slogan attached to it “Leave a Lasting ImpreSSion” and had the logo embroidered in the seats. The car was only available as a convertible or with T-Tops. 3,000 Camaros with the anniversary package were produced for the United States and 152 for Canada.

Though production Camaros were never as fast as the flagship Corvette, the car cost less than half as much and was easily modified. If its frequent inclusion in automotive enthusiast magazines is any indication, the Chevy Camaro is one of the most popular cars for modification in the automotive history.

Throughout its history, the Camaro shared its internal body and major components with a sister car – the Pontiac Firebird.