5/25/13

Today's car is the 2001 Acura CL. The Acura CL is a grand tourer manufactured by Honda's Acura brand from 1996 to 1999, and from 2001 to 2003. The CL is often thought to have been a replacement for the Acura Legend coupe, but with the advent of the TL in 1996, which directly replaced the Vigor, the CL is more precisely a TL coupe. All Acura CLs were built at Honda's plant in Marysville, Ohio alongside the TL and the Honda Accord upon which the Acura CLs were based. The CL was the first Acura to be built in the United States.
Following the end of the 1995 model year, the Acura Legend coupe disappeared from Acura's lineup when the sedan version was renamed the Acura RL. The CL was not a direct replacement for the Legend coupe as it no longer shared the same chassis as its sedan counterpart, and was not made in Japan, unlike the RL which still is. The first CL was a model year 1996. Because Acura no longer had a suitable Legend coupe replacement, they created the CL, which is based on the first generation Acura TL, which was released one year before the CL. With the release of the TL and 3.5RL in 1996 Acura transitioned to alphanumeric and/or two letter names, naming of all of its vehicles (with the exception of the Integra, which kept its name until the 2001 model year). Although the CL was considered to be a satisfactory vehicle, it never gained traction or popularity like the other Acura coupes.
For the 1999 model year, the Acura CL's sibling, the TL, was redesigned. The CL, however, was never produced as a 2000 model and instead in March 2000 the completely redesigned Acura CL was released as a 2001 model featuring a 3.2 L SOHC VTEC J-series V6. A navigation system was also available along with the Type-S model, denoting Acura's 'Sport' edition. While the regular CL featured a 205 hp (153 kW) V6, the Type-S boasted a 260 hp (194 kW) V6 with 17-inch wheels, a firmer suspension, slightly larger brakes, and firmer seats.
In 2002, the CL Type-S was offered, as a 2003 model, with a close-ratio 6-speed manual transmission with a helical limited-slip differential. The 6-speed CL deleted some minor interior features from the automatic, such as a center console light. Also, the heated seats only featured one heat setting (vs. high and low in the auto). VSA and TCS were also not found on the 6-speed car, and as such, a 3-channel ABS unit was used. One of the main criticisms of the CL was that a manual transmission had been dropped when the car was redesigned for the 2001 model year. Very few manual transmission models were built; there were 2,691 without navigation and 820 with navigation, for a total of 3,511. Despite such small numbers of manual transmissions, there was still a greater demand than Acura had expected. However, with the CL's sister car, the TL, coming up on a redesign for the 2004 model year, the CL was dropped from Acura's lineup due to declining sales, and to this day Acura has no mid-size luxury coupe replacement. Total Acura CL sales from 2000 until 2003, when the last new model was sold, was less than 31,000 units. The CL's manual transmission survives in the 3rd generation TL and 7th generation Honda Accord.

2003 Acura CL

2003 also saw cosmetic changes to the CL. The 5 watt road/fog lamps found on the 01-02 models were deleted, and non-functional air vents were installed in their place. The grille surround and door handles were now body color, as opposed to being chrome on the 01-02. The side mirrors were also redesigned (for both the 2002 and 2003 models) by having a more square shape, full body matched paint, and tinted glass since customers had complained about excessive wind noise coming from the mirror seam. The 2003 models also saw new headlights which now featured a blacked-out interior, and the taillight lenses had a cleared turn signal and reverse light. Type-S's now included updated 17x7" 12-spoke wheels. Revised thicker exhaust tips were also a new addition. Canadian CLs offer daytime running lights and a windshield washer fluid level sensor as standard equipment (USDM CL's do not have these as an option).

• 2001–2003 Acura 3.2 CL - 225 hp (168 kW), 217 lb·ft (294 N·m)

• 2001–2003 Acura 3.2 CL Type S - 260 hp (194 kW) @ 6900 rpm, 202 lb·ft (274 N·m) @ 3500-5500 rpm

Transmission concerns

The 2nd Generation Acura CL models include a 3.2L 5-speed Automatic, a 3.2L-Type S model 5-speed Automatic, and a 3.2L-Type S 6-speed Manual transmission. The TL only includes the Automatic transmissions with manual controlled shifting. The problem which is most seen with owners is with the Automatic transmission. Reports say that after an average of around 40,000 miles, the transmission experiences gear failures, such as downshifts, slipping, flaring and not shifting, and leaking.
One main cause is excessive wear of the 3rd gear clutch pack, resulting in large amounts of debris blocking the flow of transmission fluid. Many owners reported problems with the replacement transmissions as well. Similar transmission-related issues exist in the Honda Accord, Acura MDX as well as the Honda Odyssey.^[2]
Due to many failures, the manufacturer extended the warranty on the automatic transmission on some CLs and TLs for 7 years, 100,000 miles (160,000 km). Many replacement rebuilt units had problems. A class action lawsuit later extended the warranty to 93 months or 109,000 miles (180,000 km). Despite the conversion to kilometers, the class action settlement applies only for persons and entities residing in the United States.^[3]
In addition, there was an unrelated transmission recall for safety reasons. One gear tended to overheat, break and cause the transmission to lock up. Since this failure would cause the car to come to a sudden stop, this might cause accidents.

Second generation (YA4)

2001–2002 Acura CL
Production	2001–2003
Engine	3.2 L SOHC VTEC J-series V6
Transmission	5-speed automatic 6-speed manual (2003 only)
Wheelbase	106.9 in (2,715 mm)
Length	192.0 in (4,877 mm)
Width	70.6 in (1,793 mm)
Height	55.5 in (1,410 mm)
Curb weight	3,000 lb (1,361 kg)
Related	Acura TL Honda Accord Honda Pilot Honda Odyssey

5/24/13

Today's car is the ''55 Ford Custom. Apart from the engine changes, customers were sure to notice the new Fairlane, which replaced the Crestline as the top trim level, while a new Crown Victoria-style featured a chrome "basket handle" across the familiar (and continued) "Victoria" hardtop roof, which originally appeared on the Mercury XM-800 concept car. This use of a styling feature to visually separate the front of the passenger compartment from the rear reappeared on the 1977-1979 Ford Thunderbird, the Ford Fairmont Futura and Mercury Zephyr Z-7 coupes. The company now boasted three different rooflines, the tall two-pillar Mainline, Customline, and Fairlane, lower chrome-pillar Crown Victoria, and pillarless hardtop Victoria. The "Skyliner" acrylic glass roof was still offered, this time only on the Crown Victoria model. New brakes were used 11-inch (280 mm) drums.^[1] Also, Fords had a new frame with five cross members.^[1]
The Fords introduced for 1955 also featured the panoramic windshields found on Oldsmobiles, Buicks and Cadillacs the previous year. With this panoramic windshield the A-pillars have a vertical angle. this gives the driver more panoramic visibility.
For the first time, Ford offered seat belts as a dealer option (not factory installed, with instructions provided by a Service Bulletin).^[2] Also new for 1955 was Ford's first factory installed air conditioner. This “Select Aire” option featured an integrated heater core and evaporator coil unit within the dash and cold air discharge vents located on top of the dash ^[3] on either side of the radio speaker. The "Select Aire" design was carried over to the 1956 models ^[4] with slightly different cold air vents in the same location as on the 1955 models. The condenser was mounted in front of the radiator as in later cars.
Station wagons were offered as a separate series for the first time in 1955.^{[5]:p 395} The Ranch Wagon and Custom Ranch Wagon were 2 door wagons whilst the Country Sedan and Country Squire models were 4 doors wagons, the latter featuring wooden appliqué side mouldings.^{[5]:pp 394-395}

5/23/13

Today's car is the 1967 Chevy Impala. In 1961, the Impala SS (Super Sport) was introduced to the market. The SS badge was to become Chevrolet's signature of performance on many models, though it often has been an appearance package only. The Impala's SS package in 1961 was truly a performance package, beginning with the 348-cubic-inch (5.7 L) V8 engines available with 305 horsepower (227 kW), 340 horsepower (250 kW), and 350 horsepower (260 kW) or the new 409-cubic-inch (6.7 L) V8, which was available with up to 425 horsepower (317 kW). Unlike all other years, the 1961 Super Sport package was available on any Impala, including sedans and station wagons (the sales brochure shows a 4-door hardtop Sport Sedan with the SS package). The package also included upgraded tires on station wagon wheels, springs, shocks and special sintered metallic brake linings. Only 142 '61 Impala Super Sports came from the factory with the 409, making it a most rare and desirable collectible. Starting for the 1962 model year, the Impala SS was an appearance package limited to hardtop coupe and convertible coupe models, available with all engines in the Impala series starting with the base 235-cubic-inch (3.9 L), 135 horsepower (101 kW) inline-6 through 1967, though the big-block engines and heavy-duty parts could still be ordered. In 1967–69, an additional model, the SS427, was available.
The Super Sport was known as Regular Production Option (RPO) Z03, from 1962–63, and again in 1968. From 1964 through 1967, the Super Sport was a separate model, with its own VIN prefix (168, versus the 164 for the regular Impala). 1962–64 Super Sports came with engine-turned aluminum trim, which was replaced by a "blackout" trim strip in '65 which ran under the taillights. 1965 Super Sport exteriors differed only slightly from regular Impalas. Rocker panel trim was deleted. "Super Sport" scripts replaced the "Impala SS" badges. The new center console housed a rally-type electric clock, and full instrumentation now included a vacuum gauge. A total of 243,114 Impala SS coupes and convertibles were built for 1965.
The 1966 Impala SS was face-lifted with a revised grille and new rectangular taillights that replaced the triple round units. A chrome beltline strip shared with regular Impalas was added in response to complaints about door dings on the clean-lined 1965s. Inside were new Strato bucket seats with thinner and higher seatbacks, and a center console with an optional gauge package available. Sales of the 1966 Impala SS dropped by more than 50% to around 117,000 units; this was mainly due to the sport/performance car market switching from full-sized models to intermediates (including Chevy's own Chevelle SS396 and Pontiac GTO), along with the emerging market for the even smaller pony car market created by the Ford Mustang in 1964 that Chevrolet would respond to with the Camaro for 1967.
The 1967 Impala SS was less decorated than other Impalas; Super Sports had black grille accents and black-accented body-side and rear fender moldings. Lesser models leaned more toward brightwork inside and out. Buyers could choose either vinyl bucket seats with a center console, or a Strato-Bench seat with a fold-down center armrest. Standard wheel covers were the same as the optional full covers on other big Chevys, but the centers featured the "SS" logo surrounded by tri-color ring of red, white and blue. "Chevrolet" and "Impala" callouts on the body were all replaced by attractive "Impala SS" badges. Of the 76,055 Impala SS models built, just 2,124 were ordered with RPO Z24, a special performance package that included RPO F41 heavy-duty suspension and other performance goodies, RPO L36 (385 brake horsepower (287 kW) Turbo-Jet 427-cubic-inch (7.0 L) V8, as well as a special trim package that replaced the "Impala SS" badges with large "SS427" emblems on the front grille and rear trim. The Z24 package also included a special hood with fake chrome-plated intake. Only about 400 Super Sports had a six-cylinder engine. in 1967–1968, 390 brake horsepower (290 kW) in 1969) or L72 (425 brake horsepower (317 kW)) in 1968–1969. Special SS427 badging, inside and out, was the rule, but few were sold since muscle car enthusiasts were looking toward big-block intermediates such as the Chevelle SS396 and Plymouth Road Runner. A car that has won a special place in the hearts of many fans of the TV show Supernatural is the Impala 1967. It is the lead Character Dean Winchester's beloved car that has also become an honorary character on the show due to the fans and cast and crew's love for it.

In 1968 as Caprice sales escalated, those of the Impala Super Sport suffered a decline. Much of this drop in sales was no doubt due to the availability of big-block engines in the mid-sized (and lighter) Chevelle, and even Novas could be special-ordered with the 396-engine with the new-for-'68 body. No longer a separate series, the Super Sport was a mere $179 option package (Regular Production Option Z03) for the two Impala coupes and the convertible. Only 38,210 Impalas were so-equipped, including 1,778 with the Z24 package, which was carried over from 1967. In 1968 only, SS427s could be ordered without the Z03 SS package, which meant SS427 equipment but no bucket seats, SS door panels, or center console. The Z03 Impala SS could be identified by "Impala Super Sport" badges on the front grille, rear fenders and trunk lid. Z24-optioned cars included "SS427" emblems to replace the "Impala Super Sport" badges, a special layered "pancake" hood, and three "gills" mounted on the front fender aft of the wheel well à la Corvette Stingray.
Because of their rarity, Z24 cars command a much higher price on the collector-car market today. Although many owners tried to "clone" regular Impalas into SS427s, the unavailability of the special hoods and other trim items (on the '67 and '68 cars) makes this a difficult (and expensive) process to successfully execute.^{[citation needed]}
In 1969, the Impala SS was available only as the Z24 (SS427), coming exclusively with a 427-cubic-inch (7.0 L) V8 of 335 brake horsepower (250 kW), 390 brake horsepower (290 kW), or 425 brake horsepower (317 kW). This was the final year for the Impala SS until 1994. The 1969 Impala SS was often considered a "sleeper" in that there was no distinctive SS badging inside the car except for an "SS" logo the steering wheel (again, there was no Z03 offered that year), and a true 1969 Z24-optioned car is the rarest and most collectible of any year with this package available. Like the '68s, the Z24 could be ordered on the Impala convertible, Sport Coupe, or Custom Coupe. 1969 was the last year that the Impala SS was offered with the Z24 package, but the only year in which front disc brakes and 15-inch (380 mm) wheels were standard; that made the 1969 SS427 mechanically better than the previous versions in standard form. Therefore, the potential buyer of an advertised 1969 SS427 that has 14-inch wheels and/or drum brakes in front, would be aware that such a car may not be an authentic Z24 original. Although sales of 1969 Z24-optioned Impalas increased to approximately 2,455 units from the 1,778 Z03-optioned units of 1968, and high-powered big-block V8 engines continued to be available, there would be no Impala SS for 1970. The 427 was also replaced on the engine offerings list by a new Turbo-Jet 454 producing 390 hp for 1970.
The 1965–70 GM B platform is the fourth best selling automobile platform in history after the Volkswagen Beetle, Ford Model T and the Lada Riva.

5/22/13

Today's car is the 1994 Honda Integra.
Honda debuted the third generation model in 1993 in Japan at Honda Verno locations. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed "bug eyes" by some enthusiasts. Standard power from the B18B engine increased to 142 hp (105.9 kW).The top model was known in Japan as "Si", and it was powered by a B18C engine with a power of 178 PS (131 kW; 176 hp) vtec . The bug eye headlights proved unpopular so the Integra was revised in 1996 with only minor cosmetic updates including elongated flat headlights and an optional bodykit, the top model was relabeled the Integra SiR.

Dealer installed options for the third generation Integra included: security system, alloy wheels, trunk mat, splash guards, fog lights, and CD changer.
In 1995 Honda introduced their Integra Type R to the Japanese domestic market. The JDM Type R had the minor change long headlights that remained only for the JDM models while the world market version had the pre-facelift double round lights. The DC2 Type R came standard with a 200 PS (figure may vary in different countries, 195 hp USDM, 190 hp in Europe) 1.8 L DOHC VTEC engine, known as the B18C5 (US), B18C6 (Europe) or B18C (Japan), and other versions depending on the country where it was sold. Equipped with a close ratio 5-speed manual transmission and a Helical LSD, the DC2 Integra Type R had significantly improved performance and handling relative to the base model GS-R\Si\SiR Integra. These were the result of extensive changes, including a strengthened chassis with extra spot welds and thicker metal around the rear shock towers and lower subframe, weight reduction (reduced sound insulation, 10% thinner windscreen, lighter wheels), more power, rev limiter set at 8500 RPM USDM ( 8600 RPM JDM, 8700 RPM UKDM), hand built engine featuring hand-polished and ported intake ports, high compression pistons, undercut valves and revised intake and exhaust systems, and suspension upgrades. The result was a capable sports coupe which was acclaimed by motoring journalists worldwide. Interestingly, there is only 33 lbs of net weight difference between the Integra Type R and the Integra GS-R, because the extra metal and cross bracing in the Type R almost negated most of the 98 lbs of weight reductions. Although the JDM version was significantly lighter than the base model SiR (JDM ITR 96 - 97 delete could include: air bags, A/C, rear wiper, radio, center counsel, clock, P/S and ABS). The DC2 Type R was the only Type R ever sold in North America (With the Acura badge). For the European, Australian and New Zealand market the DC2 was sold as a Honda. Edmund's Insideline tested a 12-year-old stock Type-R: 0-60 in 6.8 seconds, 1/4 mile in 14.9 seconds @ 95.2. MotorTrend clocked the Type R at: 0-60 in 6.2 seconds, 1/4 mile in 14.8 @ 96.3. Sports Compact Car clocked theirs at: 0-60 in 6.1 seconds, 1/4 mile in 14.5 @ 96 MPH All American test cars had the optional A/C installed. The JDM DC2 received significant upgrades in 1998 and is known as the '98 Spec R. Some of the main changes were a redesigned rear bumper, 16-inch wheel with 215/45R16 tires, 5-lug nut wheel hubs and bigger brakes. Gear ratios for the final drive were higher, making 1st to 3rd gears closer, while 4th and 5th were longer to maintain the '96 Spec cruising comfort. The engine power remained the same, but use of a new 4-1 long tube header brought torque lower down to 6200 rpm. The 98 spec is quicker off the line and through low-speed turns due to the higher torque provided by the 4 to 1 header and lower final drive ratio of 4.7853. The 96 and 98 spec are about dead even in the 400 meter(1312 feet)drag race. The 96 is lighter, and has approximately the same overall 3rd and 4th gear ratios. Reported times of 14.2 in the 400 meter. An interesting and little-publicized fact about the 1995–2000 DC2 Type R is that Honda lost money on every single vehicle sold, even though extra dealer markups sometimes made for excessive dealer profit. Honda produced the DC2 Type R for homologation purposes to meet FIA certification of the motor and the chassis changes to make the car more competitive in N-series and World Cup racing. The details required, hand tooling in early versions and finishing the product through the use of various small fabrication shops in Japan made for increased costs in manufacture that could not be made up in the list price of the vehicles. Honda (and Acura in the US) deemed the car important for the marque's image and important for the racing programmes of the era, and the parent company therefore accepted a financial net loss on each vehicle sold. It has been acclaimed by motoring journalists world-wide, including Evo magazine, who named the Type R 'the greatest front-wheel-drive performance car ever.'[1]and TheAutoChannel.com who also named it 'the best handling front-wheel drive car ever.'[2]
The Japanese: Integra SJ (standing for "Sedan Joyful") was a rebadged Civic Ferio, (a Honda Primo product) with modified headlamps and grille similar to the Orthia's and slightly larger rear lights. The Integra SJ was sold in Japan at Honda Verno dealerships. It originated from the Honda Domani another derivitave of this vehicle sold at Honda Clio locations. It was made from 1996 to 2001, and used the 1493 cc D15B engine. Honda's press material of the time indicated that the SJ was intended to provide a "formal sedan" for the Integra range; another reason may have been to sell Ferios using a more sporting model name at Honda Verno dealerships in Japan, as was the case with the Nissan Laurel Spirit. In Thailand, the Integra SJ was sold as the Isuzu Vertex, last passenger car ever for that market. (This followed Isuzu's practice of selling Honda models as Isuzus which started with the Gemini; while Honda also selling Isuzu's sport utility vehicles in Japan and North America, and pickup truck in Thailand.)

5/21/13

Today's car is the 1968 Chevy Camaro. The Chevrolet Camaro is an automobile manufactured by General Motors under the Chevrolet brand, classified as a pony car^[1][2] and some versions also as a muscle car.^[3][4] It went on sale on September 29, 1966, for the 1967 model year and was designed as a competing model to the Ford Mustang. The car shared its platform and major components with the Pontiac Firebird, also introduced for 1967.
Four distinct generations of the Camaro were developed before production ended in 2002. The nameplate was revived again on a concept car that evolved into the fifth-generation Camaro; production started on March 16, 2009.^[5]
Before any official announcement, reports began running during April 1965 within the automotive press that Chevrolet was preparing a competitor to the Ford Mustang, code-named Panther.^[6] On June 21, 1966, around 200 automotive journalists received a telegram from General Motors stating, "...Please save noon of June 28 for important SEPAW meeting. Hope you can be on hand to help scratch a cat. Details will follow...(signed) John L. Cutter – Chevrolet Public Relations – SEPAW Secretary." The following day, the same journalists received another General Motors telegram stating, "Society for the Eradication of Panthers from the Automotive World will hold first and last meeting on June 28...(signed) John L. Cutter – Chevrolet Public Relations SEPAW Secretary." These telegrams puzzled the automotive journalists.
On June 28, 1966, General Motors held a live press conference in Detroit’s Statler-Hilton Hotel. It would be the first time in history that 14 cities were hooked up in real time for a press conference via telephone lines. Chevrolet General Manager Pete Estes started the news conference stating that all attendees of the conference were charter members of the Society for the Elimination of Panthers from the Automotive World and that this would be the first and last meeting of SEPAW. Estes then announced a new car line, project designation XP-836, with a name that Chevrolet chose in keeping with other car names beginning with the letter C such as the Corvair, Chevelle, Chevy II, and Corvette. He claimed the name, "suggests the comradeship of good friends as a personal car should be to its owner" and that "to us, the name means just what we think the car will do... Go!" The new Camaro name was then unveiled. Automotive press asked Chevrolet product managers, "What is a Camaro?" and were told it was "a small, vicious animal that eats Mustangs."^[7]
The Camaro was first shown at a press preview in Detroit, Michigan, on September 12, 1966, and then later in Los Angeles, California, on September 19, 1966. The Camaro officially went on sale in dealerships on September 29, 1966, for the 1967 model year. First-generation Camaro debuted in September 1966, for the 1967 model year, up to 1969 on a new rear-wheel drive GM F-body platform and was available as a 2-door coupé or convertible with 2+2 seating, and a choice of 230 cu in (3.8 L), 250 cu in (4.1 L) inline-6 or 302 cu in (4.9 L), 307 cu in (5.0 L), 327 cu in (5.4 L), 350 cu in (5.7 L), 396 cu in (6.5 L) 427 cu in (7.0 L) V8 powerplants. Concerned with the runaway success of the Ford Mustang, Chevrolet executives realized that their compact sporty car, the Corvair, would not be able to generate the sales volume of the Mustang due to its rear-engine design, as well as declining sales, partly due to the negative publicity from Ralph Nader's book, Unsafe at Any Speed. Therefore, the Camaro was touted as having the same conventional rear-drive, front-engine configuration as Mustang and Chevy II Nova. In addition, the Camaro was designed to fit a variety of power plants in the engine bay. The first-generation Camaro would last until the 1969 model year and would eventually inspire the design of the new retro fifth-generation Camaro.

5/20/13

  Today's car is the 1955 Ford Thunderbird. The Thunderbird ("T-Bird"), is an automobile manufactured by the Ford Motor Company in the United States over eleven model generations from 1955 through 2005. When introduced, it created the market niche eventually known as the personal luxury car.
The Ford Thunderbird began life in February 1953 in direct response to Chevrolet's new sports car, the Corvette, which was publicly unveiled in prototype form just a month before. Under rapid development, the Thunderbird went from idea to prototype in about a year, being unveiled to the public at the Detroit Auto Show on February 20, 1954. Like the Corvette, the Thunderbird had a two-seat coupe/convertible layout. Production of the Thunderbird began later on in 1954 on September 9 with the car beginning sales as a 1955 model on October 22, 1954. Though sharing some design characteristics with other Fords of the time, such as single, circular headlamps and tail lamps and modest tailfins, the Thunderbird was sleeker and more athletic in shape, and had features like a faux hood scoop and a 150 mph (240 km/h) speedometer hinting a higher performance nature that other Fords didn't possess. Mechanically though, the Thunderbird could trace its roots to other mainstream Fords. The Thunderbird's 102.0 inches (2,591 mm) wheelbase frame was mostly a shortened version of that used in other Fords while the car's standard 292 cu in (4.8 L) Y-block V8 came from Ford's Mercury division.^[4]
Though inspired by, and positioned directly against, the Corvette, Ford billed the Thunderbird as a personal luxury car, putting a greater emphasis on the car's comfort and convenience features rather than its inherent sportiness.^[4] Designations aside, the Thunderbird sold exceptionally well in its first year. In fact, the Thunderbird outsold the Corvette by more than 23-to-one for 1955 with 16,155 Thunderbirds sold against 700 Corvettes.^[5] With the Thunderbird considered a success, few changes were made to the car for 1956. The most notable change was moving the spare tire to a continental-style rear bumper in order to make more storage room in the trunk, and an optional porthole in the removable roof was offered and often selected by buyers. However, the addition of the weight at the rear caused steering issues. The spare was moved back to the trunk in 1957 when the trunk was restyled and made slightly larger. Among the few other changes were new paint colors, the addition of circular porthole windows as standard in the fiberglass roof to improve rearward visibility, and a 312 cu in (5.1 L) Y-block V8 making 215 horsepower (160 kW) when mated to a 3-speed manual transmission or 225 horsepower (168 kW) when mated to a Ford-O-Matic 2-speed automatic transmission; this transmission featured a "low gear", which was accessible only via the gear selector. When in "Drive", it was a 2-speed automatic transmission (similar to Chevrolet's Powerglide).(Low gear could also be accessed with wide open throttle.)
The Thunderbird was revised for 1957 with a reshaped front bumper, a larger grille and tailfins, and larger tail lamps. The 312 cu in (5.1 L) V8 became the Thunderbird's standard engine, and now produced 245 horsepower (183 kW). Other, even more powerful versions of the 312 cu in (5.1 L) V8 were available including one with two four-barrel Holley carburetors and another with a Paxton supercharger delivering 300 horsepower (220 kW). Though Ford was pleased to see sales of the Thunderbird rise to a record-breaking 21,380 units for 1957, company executives felt the car could do even better, leading to a substantial redesign of the car for 1958.

5/19/13

Today's car is the 1989 Chevy Z24. The Cavalier was restyled in 1988. The two door hatchback was dropped, while the coupe, sedan, wagon and convertible carried over. The sedan and wagon were unchanged from the doors back, while the coupe's exterior was completely redesigned. This resulted in different trunk designs for the coupe and sedan. Three trim levels were available in 1988: VL, RS, and Z24. The convertible was only available as a Z24. The VL and RS came standard with the 2.0 L OHV L4 engine, now upgraded to throttle-body injection, or TBI, producing 90 hp (67 kW), while the 2.8 L V6 producing 125 hp (93 kW) was optional on the RS and standard on the Z24.^[1] With 2 door models, 5-speed manual transmission was standard, and a 3-speed automatic was optional, however the 3-speed automatic was made standard on sedans and wagons. An electronic dashboard was available with the RS and Z24 trims.

1988 Chevrolet Cavalier Z24 Convertible wearing a hood bra

1991–1994 Cavalier wagon

In 1989, the steering column was redesigned to be adjustable, as well as the addition of 3-point seat belts for the rear outboard seats. The optional V6 was retooled to 130 hp.^[2]
In 1990, the base engine was enlarged to a 2.2 L OHV L4, and power increased to 95 horsepower (71 kW). The optional V6 engine was also upgraded to the 3.1 L V6 and 140 horsepower.^[3] The convertible was dropped from availability to prevent internal competition with a planned Beretta convertible. However, the Beretta convertible was shelved at the eleventh hour, before a 1990 Cavalier convertible could be prepared.

1993–1994 Cavalier coupe

The Cavalier got a more extensive restyling in 1991 that involved a new hood, bumpers, headlights, taillights, wheel covers and a redesigned interior, however with the body style remaining unchanged. Most notably, the cooling system was redesigned to draw air from the bumper, giving it a Ford Taurus-style bumper and grille-less nose. The new bumpers were unpainted, with the option to have them colored grey, black or white; the latter only available on white-colored models. The Z24 eschewed this for a color keyed body kit. Z24 models also gained the options for a height adjustable driver's seat and a CD player. The platform and trim lines were carried over, while the convertible was brought back mid-year in the RS trim only with the V6 standard.^[4]
In 1992, the 2.2 L OHV standard engine adopted multi-point fuel injection, or MPFI to improve output to 110 horsepower (82 kW), however unlike the SFI version of the 2.2L in the Chevrolet Corsica.^[5] The convertible was now available in both RS and Z24 trims, with the V6 standard in the Z24 and optional with the RS. Antilock brakes were added as a standard feature, as Delco Moraine had managed to develop a low-cost system. Power locks were also standard, and were designed to automatically lock when the car is shifted out of park, or if the car is traveling at least 8 miles per hour in manual transmission equipped models.
1993 brought minimal changes to the Cavalier line. The convertibles receive a glass rear window, allowing rear window defrost as an option.^[6] Also, General Motors received a new grille for the final time in this generation of the Chevrolet Cavalier.

1994 Cavalier Z24 Convertible

1994 models were also carryovers, as a redesign of the Cavalier was in development. The VL trim was dropped on the wagon, while the 2.2 L OHV L4 was now the SFI version borrowed from the Corsica, which delivered an output of 120 horsepower.^[7] Additional changes included a slightly redesigned climate control interface and the power locking system being again redesigned: the doors would still lock automatically when put into gear, but they would also unlock automatically when the ignition was switched off.

Second generation

Model years	1988–1994
Assembly	Lordstown, Ohio, United States Lansing, Michigan, United States Ramos Arizpe, Coahuila, Mexico
Body style	2-door convertible 2-door coupe 4-door sedan 4-door station wagon
Engine	2.0 L 122 I4 2.2 L 122 I4 2.8 L 60-degree V6 3.1 L 60-degree V6
Transmission	5-speed manual 3-speed automatic
Wheelbase	1988–89: 101.2 in (2,570 mm) 1990–94: 101.3 in (2,573 mm)
Length	1988–89: 178.6 in (4,536 mm) 1988–89 Wagon: 178.8 in (4,542 mm) 1990–94: 182.3 in (4,630 mm) 1990–94 Wagon: 181.1 in (4,600 mm)
Width	66.3 in (1,684 mm) 1988–89 Sedan/Coupe/Wagon: 66.0 in (1,676 mm)
Height	1988–1991 Coupe & 1990–91 Convertible: 52.0 in (1,321 mm) 1988–1991 Sedan: 53.6 in (1,361 mm) 1988–89 & 1992–94 Convertible: 52.2 in (1,326 mm) 1988–89 Wagon: 54.3 in (1,379 mm) 1990–91 Wagon: 54.1 in (1,374 mm) 1992–94 Wagon: 53.8 in (1,367 mm) 1992–94 Coupe: 51.9 in (1,318 mm) 1992–94 Sedan: 53.5 in (1,359 mm)
Curb weight	2,359 lb (1,070 kg) (coupe) 2,363 lb (1,072 kg) (sedan) 2,271 lb (1,030 kg) (RS coupe) 2,414 lb (1,095 kg) (RS sedan) 2,558 lb (1,160 kg) (Z24 coupe) 2,665 lb (1,209 kg) (Z24 convertible)
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