1969 Cadillac Eldorado

The Eldorado was radically redesigned in 1967. Intended for the burgeoning personal luxury car market, it was a "personal" Cadillac sharing the E-body with the Oldsmobile Toronado and Buick Riviera, which had been introduced the previous year. Cadillac adopted the Toronado's Unified Powerplant Package and front-wheel drive. (Contrary to popular belief, the similar Buick Riviera did not use the front-wheel drive setup until 1979.) The Eldorado used a standard Cadillac 429 V8 with a modified Turbo-Hydramatic automatic transmission (THM425, based on the Turbo-Hydramatic 400) with the torque converter mounted next to the planetary gearbox, driving it through a metal chain.

- QUICK SPECS -

• MAKE

  Cadillac

• MODEL

  Eldorado

• YEAR

  1969

• ENGINE

  V8

Despite sharing underpinnings with the Toronado, the Eldorado's crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, appearing more angular than the rounded Toronado. Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and its sales, 17,930 units, helped give Cadillac its best year ever. Disc brakes were optional in 1967 and became standard in 1968. The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's Series 62. Sales were excellent despite high list prices.

In 1968, the Eldorado gained slight exterior changes to comply with new federal safety and emissions legislation, and as with the rest of the Cadillac lineup, a new 472 cu in (7.7 l) V8 rated at 375 hp (280 kW) (SAE gross). In 1969 it lost its hidden headlamps and picked up as options a halo vinyl roof and later in the model year a power sunroof option. For the 1970 model year, the Eldorado introduced the new 500 cu in (8.2 l) V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 ft·lbf (746 N·m) in 1970, that would be an Eldorado exclusive until it became standard on all full size Cadillacs in the 1975 model year.

1972 Dodge Charger

The eternally cool interior and exterior look of the 1972 Dodge Charger was little changed from previous years.  The Rallye trim replaced the R/T and came with either the 340, 400 or 440 Magnum and came with front and rear heavy duty sway bars, one year only sculptured doors with 5 sets of strobe stripes on each, and a black out option that consisted of front grills, hood power bulge, and rear taillights carried over from the 71 R/T along with a rear blackout stripe that ran the length of the decklid.  The SE hardtop came standard with the 400 engine, and was clocked doing 0-60 in a somewhat shabby 11 seconds and the quarter-mile in over 17 seconds.    

The Semi-Fast and the Somewhat-Furious is a good description of the detuned Dodge Charger engines for 1972.  Emission requirements and a new system of measuring net versus gross output of engines reduced the engine ratings for this year's Dodge Charger, putting an official end to the muscle car era.

Gone is the 426 Hemi, as well as the 383 (which never met emission regulations).  The Super Bee, 500, and R/T trims are also history this year.  For 1972, Dodge Charger is offered as a base coupe, SE coupe hardtop, and Rallye hardtop, which replaces the R/T trim.  The top engine is the 440 Magnum, 4-barrel carb, with a net rating of 280 bhp (down from 370 gross hp the year before).  In place of the dropped 383 is a 400, 255 bhp.  There are rumors that a 440 Six Pack rated at 330 bhp was still produced, but no one knows how many were ever sold.  The 318 was still the standard base engine.

2013 Porsche Panamera

If you absolutely *need* to take a sedan on a racetrack—and you don’t much care what it looks like—there’s no better option than the Panamera. And now there’s a GTS version as well. Porsche presents it as the "purest expression of a sports sedan," and while I cringe at any offering in that category bereft of a 3-pedal manual and rear-wheel drive, testers are reporting the Panamera GTS is a hell of a good car to drive. 

Of course, that’s expected when you create a car by cherry-picking the best elements from the rest of your lineup. Time for an acronym attack: Porsche Ceramic Composite Brakes (PCCB)? Got it. Porsche Dynamic Chassis Control with Torque Vectoring Plus (PDCC/PTV+)? Yup. Porsche Active Suspension Management (PASM)? Here too. And let’s not forget everyone’s favorite Porsche Doppelkuppleungsgetriebe (PDK) dual-clutch transmission. 

What Porsche has done is take the formidable Panamera 4S and chucked every letter combination in its war chest at it to create a whole new beast. Porsche faithful already know GTS means it may not be the fastest in the stable, but it’s probably the best to drive. What does that mean for the Panamera? 

It means all the techno-goodies above plus a 0.4-inch drop in ride height thanks to an adaptive air suspension, which when put into the Sport Chrono Pack’s Sport+ mode will set the ride height a full 1.4 inches lower than the 4S. Track is 10mm wider front and back as well thanks to new wheel spacers, and a long list of cosmetic changes include a new front fascia, satin black trim and the split rear spoiler from its turbo brethren. 

But no turbo? Natural aspiration is king here, so you don’t get the 500/550 hp of the Turbo/Turbo S, but the 4.8-liter V8 did get some attention. That includes a revised dual-snorkel induction and the cams and stiffer valve springs from the Turbo as well as some tuning to take advantage of the new exhaust. All this means 30 extra horses galloping under the hood and 15 additional lb-ft of torque trying their best to tear the Panamera clean in two. Redline is raised to 7,100 rpm with peak hp coming in 200 later than in the non-massaged 4.8 at 6,700.

With all lights flashing and everything screwed down tightly, this means a reported 4.3-second sprint to 60 and a top speed of 178 mph. At 4,200-plus pounds, that’s one quick pig. 

But these changes bring out some interesting characteristics in the Panamera, some not seen previously. With the suspension slammed and stiffened and fitted with 20-inch wheels, testers have reported cowl shake and shudder through the steering column—common features of vehicles with a hatchback profile, but not a major concern with the Panamera of previous posts. Looks like this could be a limit of the current chassis, and apparently a 2-ton car that can pull 1+ Gs needs a bit of bracing. 

The problems of Panamera past are still here, though, and the steering does its best impression of an uninterested lover, providing you with no feedback. Not the best characteristic for the "purest expression of a sports sedan," but at least it can handle. With its wide track and rear-biased AWD supplemented by the best in German electrical nannying, the GTS can move with agility well beyond its girth. As for the other ubiquitous ulcer with the Panamera, it is still ugly. The new fascia that the rest of the line is sporting looks great, but I still get lost in that midsection, where the car just can’t decide what it wants to be. 

But here Porsche has added another quirk, and it’s sure to be divisive. The exhaust can be “turned up.” There is literally a button on the dash that opens valves in the exhaust to decrease backpressure and subsequently make it scream a bit louder. If you place all the controls of the Sport Chrono Pack in Sport+ mode, it happens automatically, but if you just want to sound a bit faster, you can do that, too. Porsche has even installed sound tubes here and in the 911 that channel engine intake noise into the cabin via the A pillars. They call it the Sound Symposer. I think poser would do just fine. 

Still, the testers are unified in their response; the Panamera is a great car to drive. But those quirks are big negatives in the sports car class, a niche filled with consumers who generally go for attractive, RWD cars with a 3-pedal manual transmission. But then, the Panamera has been partially credited with Porsche’s record 2011 sales. Apparently, I wouldn’t know the "purest expression of a sports sedan" if I saw it.

2013 Mercedes-Benz G-Class

Since its debut in 1979, the Mercedes-Benz G-Class has led the pack in the luxury SUV market. The boxy 4-door’s distinctive silhouette has changed little since inception; its simple design manages to make elegance functional, and it has become the choice of Popes and Ambassadors the world over. For 2013, 2 trims are available: the G550 and the uber-classy G63 AMG.

For the G550, the 5.5-liter V8 from last year carries over, albeit with a slight bump in hp to 382 (up 9) and 391 lb-ft of torque. The G63 AMG, on the other hand, gets a twin-turbo direct-injection 5.5-liter V8 with 544 hp and 560 lb-ft of torque. Both are paired with a 7-speed automatic transmission and AWD. Need speed? The G63 goes from 0-60 in 5.3 seconds. 
While little flourishes like daytime running lights and new exterior mirrors have been added, G-Class staples such as a passenger-side grab handle, chrome-accented switches and center-console shifter are retained. The G63 AMG is fitted with a distinctive black-and-chrome grille, new bumpers with larger air intakes and 20-inch rims. The G63 has a standard Eco Start/Stop feature that quietly kills the engine, much like a hybrid, when the vehicle is idle. According to Mercedes, this helps increase fuel efficiency by 13%, but with a 6-figure price tag and low-2-digit mileage, is that really a selling point?
The biggest changes to the Geländewagen are in the cabin. The center stack has been redesigned with an infotainment touchscreen that reminds one of an iPad in both form and function, and the dash now sports a color display and round dials. New wood paneling options add even more luxury to the stylish-but-small interior. It’s still a little difficult to get inside, but once seated, you will be pampered. 
Also on tap is an update to the COMAND interface, which includes mbrace2, a series of apps that connects the driver to the vehicle via smartphone; it allows drivers to send driving directions to the onboard navigation system as well as connect to info about weather and local restaurants. Other new tech-on-tap includes a standard blind-spot warning, parking and hill assistance, as well as improved stability control.  
The G-Class has retained its position at the top by not messing too much with its looks while quietly retuning its features. It may not be the most nimble vehicle in the stable, but the prestige of owning one makes up for any design flaws.

1969 Ford Mustang

In the third year of the Chevy Camaro, the Ford Mustang was already on its third restyling. The 1969 Ford Mustang had its length increased by almost 4 inches, and the side scoop was replaced with a feature line. The 69 Mustang's windshield was steeper, and the fastback's (now officially known as the "SportsRoof") roof line was lowered by 9 inches. The 1969 Shelby GT-350 now came standard with a 351-ci, 290-horsepower Windsor V8. The GT-500 retained the same 428-ci Cobra Jet V8. Fewer 1969 Shelbys were available than originally anticipated, as government restrictions would limit some of the performance innovations that Shelby had wanted to get into his cars. As a result, many of the 1969 models had an emissions control unit, chin spoiler, and hood stripes added to turn them into 1970 models. race thr 69' dodge charger.

1968 Pontiac GTO

After a complete redesign in 1968, the 1969 Chevelle showed few changes other than enough trim name changes to confuse even the most well-versed Chevelle scholar.

The Super Sport package was now the Z25 option, though a special "SS 396" emblem still adorned the grille of the 86,307 cars ordered with this trim.

COPO (Central Office Production Order) Chevelles were limited-edition monsters meant for drag racing.  Built with an L72 427-ci V8 rated at 425 horsepower, the COPOs had an understated exterior that in no way told of the power under the hood.  Only 358 of these were built, and the majority of them went to Don Yenko for his sports-car dealership.

1968 Dodge Charger Overview

Chrysler did a major exterior redesign of its less-than-successful Charger and turned it into the coolest car ever made in the history of this or any other planet. If it could fit in a time capsule, it would be sent to outer space. 

The V8 engine options remained the same, a 318 in the base model, two 383 engines (2- and 4-barrel) and the 440 Magnum with 375 bhp, which was standard in the newly offered R/T package. For serious dragsters, the 426 Hemi, with 425 bhp, still ruled. Every model was available as a 3- or 4-speed manual or a 3-speed automatic. The platform and suspension were also holdovers from the original Charger. The Six Pack option wasn't available on the Charger until 1970. The Road Runner and Superbee had this option in 1969.

But it was the look of the car that proved the biggest hit. The much curvier, Coke-bottle design included hidden headlights, a recessed backlight, scoops in the hood and sides, a tunneled rear window, and less chrome. Rounded taillights resembled exhaust pipes. The R/T high-performance model came with optional bumblebee stripes over the rear and around the sides. The 1968 Charger was four inches longer than the 1967 model, with a longer and lower-set hood that gave the impression of aggressive forward propulsion.  

Six passengers could fit inside, with a fold-up center front seat option. The gauges were designed to resemble a cockpit, which, along with the curved body and side scoops, added to the aerodynamic feel of the car. A Rallye clock and map pockets added cool convenience. Both hard and vinyl tops were available, but three-quarters of sales were the vinyl-top coupe. Needless to say, it was a huge hit. Sales of the 1968 Dodge Charger were six times as great as the previous year and accounted for 16% of all Dodge sales that year.  Guess I wasn't the only one who watched "Bullitt."