In 1968 Honda also started to work on a prototype of a bigger version of the Monkey minibike so it could transport two people. The engine changed into a 70cc version to meet consumers' demand for more power in rough terrains and speed for longer distances. Called the 'Dax' because its long round fuel tank resembled a Dachshund 'sausage dog', the initial ST70 model featured a pressed T-shaped steel frame and framed and was equipped with a 70cc engine and three-speed semi-automatic gearbox. It came in two versions, Type One and the more sporting Type Two. Type One had a downswept muffler and large 'ducktail' mudguards painted silver, while Type Two Dax models had smaller chrome mudguards and an upswept muffler. This ST70 came in four colours: candy ruby red, candy sapphire blue and candy special yellow.

Originally founded in 1870 as a bicycle manufacturer, Ariel was one of the leading innovators in British motorcycling, however was sold to BSA in 1944 and its name was discontinued in 1970. Ariel produced their first motorcycle in 1902, but in 1905 Ariel was taken over by Charles Sangster. In 1918, Sangster's son Jack took over and developed a motorcycle with a 4hp engine that proved successful and he increased the range of motorcycles to include 586cc and 992cc machines. Ariel was later merged with a company called 'Components Ltd.' but this venture failed and in 1930, Jack Sangster was able to regain control and set up a new factory in Birmingham, UK.

The origins of the Norton Commando can be traced back to the late 1940s when the 497 cc Norton Model 7 Twin, designed by Bert Hopwood and initially an export only model. The twin cylinder design evolved into the 650 cc Norton Dominator and 750 cc Norton Atlas before being launched as the 750 cc Commando in 1967. The first 850 cc machines were introduced in April 1973. The 'Roadster', 'Hi Rider' and the 'Interstate' all began to use a new 828cc engine, which had similar power to the 750 cc models but were less stressed. March 1975 saw the launch of the 850cc MK3 Commando and for the first time was fitted with an "electric starter". The range of models was reduced to just two machines, the 'Mk.3 Interstate' and the 'Roadster', both with a left side gear change, right foot brake and rear disc brake to comply with United States vehicle regulations. The specification remained unchanged until October 1977 when the last machines were made.

The EK model was a face lift of the FB, Holden's third generation car, which was launched in 1960. The styling was in keeping with then-current American trends, incorporating a wraparound windscreen and even rear fins (albeit far more restrained than those found on GM's US models). The new Holden had put on weight over the previous FC model, so the trusty grey motor was bored out by 1/16th of an inch to raise the total cubic capacity to 138-cid, while the compression ratio was lifted to 7.25:1, giving an output of 75 bhp. The brakes and clutch were also improved. In May 1961, the FB gave way to the EK, whose major significance was the introduction of Australia's first automatic transmission - the imported three-speed Hydramatic with column shift. Minor changes from the FB included a wider grille with the turn indicators at either end, and electric wipers instead of the previous vacuum-operated type. The model range included Standard or Special sedans and wagons plus the utility and panel van. A total of 150,214 EK Holdens were built before the model was superseded by the EJ series in July 1962.

The LC Torana was introduced in October 1969 as a substantial revision of the HB, turning what had essentially been a re-badged Vauxhall Viva into a truly Australian car. Available with both four and six-cylinder engines (the bigger-engined models had a longer 100-inch wheelbase) and in two or four-door body styles, the new Torana was a particularly handsome design. The LC Torana was awarded Wheels magazine's coveted Car of the Year prize for 1969 and quickly became the bestselling car in its class. Trim levels included the S and SL, while for the more sporting driver there was the new GTR model. Available as a two-door only, the GTR utilised Holden's more powerful 161-cid six with a two-barrel Stromberg carburettor, new cylinder head, twin exhaust manifolds, a revised air cleaner and other modifications resulted in maximum power of 125 bhp at 4800 rpm. As a package, the GTR was the Torana equivalent to the 186S GTS seen on the Monaro and similarly added a four-speed Opel-sourced manual gearbox, front disc brakes plus heavy-duty suspension, including a front anti-roll bar. Priced at $2,778, the GTR pack also consisted of full instrumentation, unique wheel covers, a wood-rimmed steering wheel and a range of bold colours. Just 1,176 LC GTRs were made and few survive today, making this one of the rarest and most collectible Torana variants.

Holden's LH Torana, introduced in March 1974, represented a major step forward for the local arm of General Motors - for the first time the Torana was designed and built with Australian tastes and conditions in mind. Boasting all-new bodywork with clean, uncluttered lines, the mid-sized LH was offered with a wide choice of engines, ranging from a 1.9-litre four-cylinder, 2.8 and 3.3-litre sixes through to V8s in either 4.2 or 5.0 capacity. In 1976, Holden revamped the Torana to become the LX, introducing a hatchback version for the first time. Sold in either SL or SS guise, the LX hatchback was equipped with either a 3.3-litre six or V8s in either 4.2 or 5.0 capacity. At a time when hatchbacks were all the rage, Holden were keen to jump on the bandwagon and even released a unique accessory known as the 'Hatch Hutch' that transformed the Torana into a mini camper when fitted. Inside, the LX Torana received various revisions, including a new instrument panel and more supportive seats. The LX was also the first Holden to receive the Radial Turned Suspension in March 1977 and relatively few hatchbacks were made, with production totals reaching 8,527 units before the UC Torana was announced in 1978. The LX Torana is becoming increasingly sought after today, partly due to the rarity - few good ones have survived - and for being indelibly linked to one of the greatest Holden muscle cars of all, the A9X that was so much a part of the Golden Era of Group C racing during the Seventies.

The original Ariel company was established in 1870 to make bicycles, with the name coming from the first penny-farthing bicycle, which was so light they called it the Ariel 'spirit of the air'. In 1902, Ariel produced its first motorcycle, which had a Kerry engine with an innovative magneto ignition and a float carburettor. During World War II, the Ariel factory was turned over to military production and in 1944 the company was sold to BSA and the 500cc KH and VH models were produced. Telescopic forks were introduced in 1946, a design used throughout the BSA range until the late 1960s.

In 1933 Velocette introduced a new line of overhead valve (OHV) machines in order to cut production costs and make a more affordable motorcycle. The previous K series had proved expensive to produce, requiring selective hand assembly of the shaft-and-bevel camshaft drive, so it was determined that a simpler OHV design would be quicker to build and require less skilled labour to assemble. The first of these new machines was the MOV, using a 250cc engine of 'square' dimensions (68mm bore x 68mm stroke). It was an immediate sales success, having lively performance for the time (130km/h), and proved a reliable machine with excellent road manners. By lengthening the stroke of the crankshaft, the Velocette MAC 350cc introduced in 1934 proved even more popular than the MOV and became a real money spinner for the company, bringing much needed capital into the firm.

Launched at the 1951 Earls Court Show, the Model 88 'Dommie' was the first of nine Norton road machines to be equipped with the 'Featherbed' frame made by the Reynolds tubing company and very rapidly became a best seller, eclipsing the older framed Model 7 with which it shared the same engine. During its 15 year span, the Model 88 was produced at various times in Standard, Sports Special and De Luxe versions, but all featured the same basic 497cc overhead valve air cooled parallel twin cylinder engine.

The Riviera nameplate was used for many decades by Buick. It first appeared on a model in 1949 when it was used to designate the new two-door pillarless hardtop known as the Roadmaster Riviera. It finally became a regular model line in 1963 and kept this identity through until 1999, during which time total production reached nearly 1.3 million vehicles. Designed to compete with Ford's Thunderbird and Oldsmobile's Toronado for the personal coupe market, Buick's Riviera entered its fourth year in 1966 with a major restyling. Nominated by GM Styling Chief Dave Holls as his personal favourite, the new Riviera came with a radically-sloped windscreen, a semi-fastback roofline and innovative ventless side glass. Inside the instrument panel featured a unique rolling drum speedometer. In this final year for the Buick 'nailhead' V8, a 425-cid version was standard in the Riviera, while the Gran Sport (GS) option also included quicker steering, upgraded suspension, a lower final drive ratio and an engine dress-up kit for the optional Wildcat 465 V8 engine.

Ford's Thunderbird series was the ultimate in personal luxury cars, with the first generation cars of 1955-1957 designed to compete with Chevrolet's Corvette before expanding into chrome-laden behemoths - known as 'Square Birds' - in 1958. Ford totally redesigned the Thunderbird for 1961, releasing a car with fresh styling that was longer, lower, wider and much better looking. Known as the 'Cigar Bird' after the pointed-nose and long side fins, the 1961 Thunderbird was Ford's most expensive model and sold in limited numbers in both convertible and coupe form. For 1964 the Thunderbird was restyled in favor of a more squared-off appearance. Hinting at its roots, the new model retained a similar grille design to its predecessor, with dual headlights and a 113.2 ,inches (2,875mm) wheelbase. As before, the new Thunderbird continued to be offered in hardtop, convertible, and Landau versions. The 300 horsepower (220kW) 390cu in ,FE V8 continued as the standard engine, but featured a higher compression, 330 horsepower (250kW) version of paired with a 3-speed automatic transmission.

Although the EB Falcon saw a major strides in build quality over the previous EA model, bigger news for car enthusiasts was the return of the V8, the US-sourced and fuel injected Windsor unit lifted from the Mustang being available across the Falcon range. The suspension on the EB was also revised to give sharper handling while equipment levels across the range were improved. The EB saw a renewed interest in performance at Ford and a number of special editions were released, including the supercharged Allan Moffat HO special that appeared on the cover of Motor magazine's November 1993 edition. With the headline "Wilder than GT, Faster then the Sprint", the Moffat HO attracted rave reviews and consisted of a body kit, including front spoiler, side skirts, rear valance and rear wing - all colour-coded - along with bonnet louvres, chrome inserts on the sides and bumpers and unique 17-inch alloy wheels. Inside there was a Momo steering wheel and stiffer HO suspension completed the package. A Low number or these high performance specials were ultimately constructed and they are now true collector's items.

As a result of the amalgamation of Chrysler and Imperial assembly operations, Imperial now benefited from the full, seven-stage, dip-spray corrosion-protection treatment. A separate metal shop was established to apply extra metal finishing to joints and seams in the body, while another special line in the paint shop allowed extra-quality sanding and the application of exclusive epoxy sealer coats to obtain a smooth, high-luster finish. After assembly, each Imperial was removed to its own inspection building for an intensive quality audit, high-pressure water testing, and a final road test to ensure that, according to Chrysler, "it rides, drives, and performs as an Imperial should." After an originally planned all-new "S-series" 1962 Imperial was canceled, stylists set about improvising changes to the 1961 car. The egregious fins were lowered and chopped back, becoming horizontal in side view and forward-leaning rather than undercut. They were capped by a new variant of the signature taillight, an elongated tubular shape ring. Because of the extended red lens, the stylists irreverently nicknamed the lamp the "flashlight." Up front, the angle of the headlamp brows was continued inboard via new moldings that extended nearly to the center before sweeping sharply downward, creating a V-shaped body-color panel that divided the horizontally ribbed grille. Though rather forced, the look was reminiscent of the 1955-1956 Imperials. A ringed Imperial eagle perched atop the grille divide, its previous position in the grille being replaced by block letters to spell out the marque name.

When Chrysler introduced its dramatic 1955 line called the Forward Look, there was special emphasis on the company's luxury-automobile business. Imperial models were segregated from other Chryslers, creating a more distinct luxury brand. These new cars had great presence, their styling details having been foreshadowed by the breathtaking series of Italian-bodied Chrysler show cars created in the early 1950s under Virgil Exner. The Imperial Newport hardtop coupe body style incorporated the most direct takeoffs of Exner's show cars-such as the full-wheel opening of the rear fender wells and the split front grille. Eye-catching gun-sight taillights stick up from the rear fenders, and the gas cap is hidden behind the passenger-side taillight, opened by lifting the chromed fender top. The Imperial is a big car, with a 130-inch wheelbase and 223-inch overall length, riding on 8.2-by-15-inch tires. The 250-hp, 331-cid FirePower V8 engine has a four-barrel carburetor.

The final facelift of the first Aussie Ford Falcons, the XP range was introduced in February 1965 with revised sheet metal, interiors and - on the Fairmont at least - the option of power-assisted Girling disc brakes, a first for an Australian-built car. From a styling point of view, XP appeared both more modern and aggressive thanks to a different front end treatment to the outgoing XM, with a flatter bonnet and squared off lines. The XP Falcons were available with three engines, the basic 144 Economy Six, the 170 Pursuit Six (as found in the car on offer, with 111bhp and 8.7:1 compression ratio) and the 200 Super Pursuit Six. Ford offered a choice of transmissions, including the Borg-Warner Type 35 automatic designed and built locally. The model line-up was extended to include the base Falcon, intermediate Futura, upmarket Fairmont (in sedan and wagon versions) and the Hardtop Coupe. The XP drew rapturous praise at the time of its launch, winning Wheels 'Car of the Year' award in 1965 and is still regarded as the best of the first generation Falcons today. By the time production drew to a close in September 1966 some 70,954 examples of the XP series had been manufactured and today the model is still held in high regard, a firm favourite with collectors, enthusiasts and Ford lovers of all ages.

Competing with Ford's Thunderbird and Oldsmobile's Toronado for the personal coupe market, Buick's Riviera, had been in production since the mid-1960s and was starting to look a little dated by 1970, so an entirely new shape was unveiled for 1971. Known as the 'boat-tail' Rivieras, the sensational new look was based on a concept by GM's styling chief, Bill Mitchell for a style that was completely different to other full-size American cars of the day. Rewarded by the public with good sales the Design was a success and today is a must have for the serious Buick Collector and is also favoured by the Customizers with its factory lines making it a perfect canvas. Power steering was standard, along with power front disc brakes while the extensive list of optional extras included air conditioning, sunroof, vinyl roof, power windows, tined glass, cruise control, an AM/FM radio, 8-track sound system, climate control, Rally wheels and more.

Replacing the mid-sized Series 70, the 62 Series Cadillac first went into production in 1941 and remained in the Cadillac model Series until 1964, after being renamed Series 6200 in 1959. Designed by Harley Earle, the 1960 Cadillac was less Flamboyant than its Predecessor however still retained the same format, powered by Cadillac's 390 cu in (6396cc) V8 engine fitted with a four-speed automatic transmission .The 1960 62 Series weighed 2178 kgs, and was fitted with drum brakes front and rear. The sedan version was the base model of the Series 62 models and was fitted with manual window winders, cloth seats and no air conditioning.

The Cadillac Eldorado Biarritz was the Ultimate Statement in America that you had made it , Flamboyant in the 1950's the Eldorado had toned down to a Luxurious Vehicle that was a more of a Fashion Statement by the early 1960's. Still taking styling ques from the Space Program the '62 Cadillac featured a twin fin and the Eldorado featured a sweeping Chrome side trim that started below the Windsheild post with a Eldorado Crest making it instantly distinctive. The 390 cu in (6396cc) V8 engine fitted produced 325 Horsepower and was coupled to a four-speed Hydramatic automatic transmission. Despite its 2270kg weight, the Cadillac would top 210km/h, with 0-100km/h acceleration taking a then-respectable 11 seconds. Befitting the top Caddy, the Biarritz featured such advanced refinements as a power operated convertible top, air suspension, power vent windows, power operated seat adjustment, light-sensing headlamps, automatic headlamp dipping, power door locks and white wall tyres. There was ample room for six people in its luxury interior.

Ford put a lot of effort into the 1969 model. The Mustang was significantly restyled, but it was still pure Mustang. It was longer, lower, meaner and sleeker. Every dimension increased with the exception of the wheel base, which remained at 108 inches. The biggest visual change was the front grille opening. Larger and decidedly more aggressive with its four headlights. The all new 1969 Mustang was just the ticket for muscle car buyers of the late 60's. The restyle looked particularly effective on the Mustang fastback model which was now called the SportsRoof. The roof line on the SportsRoof was lowered by 0.9 inch and the side sculpturing was eliminated for a cleaner, smoother look. The interior was totally restyled and now called the Deluxe Interior; This Deluxe Interior was standard equipment on the Grande, Mach 1 and Boss 429 models and also featured a console that got plenty of simulated wood grain. The general range of options was extended, with a wider choice of engines (from the base six-cylinder unit through the 302 & 351-cid V8s and the availability of the 428 Cobra Jet big block V8. Along with several transmission options. The Mustang is a great choice for the classic car buyer; fast, good looking and inexpensive to run, they also continue to have a strong market in Australia and are a solid investment.

Chevrolet's entry into the pony car market created by the Mustang arrived as a 1967 model, with the new Camaro proving a more than worthy rival for the more established Ford, rapidly capturing a sizeable portion of the youth market. The Camaro was marketed with a wide variety of engine choices, from the mild - the base engine was a six-cylinder developing a scant 140 bhp - to the wild, with the 420 bhp SS 396 and race-bred Z/28 models capturing most of the limelight. The Camaro looked fantastic, with clean styling under the direction of Bill Mitchell, who envisioned a four-seater Corvette, and the coke-bottle lines foreshadowed the Stingray of 1968. Offered in both coupe and convertible form, the first-generation Camaro came with a huge options list allowing the customer to create anything from a luxury cruiser to a drag strip bruiser. A popular dress-up package was the Rally Sport option, consisting of hidden headlamps, revised tail lights, exterior brightwork - including the rocker trim - and RS badging. For 1968, the Camaro was little changed apart from the deletion of the side vent windows plus the addition of the Astro Ventilation system. The first generation Camaro makes a great alternative to the more common Mustangs - with the RS covered headlamps and Rally wheels, these cars look particularly tough and are sure to turn plenty of heads on a cruise or club run.

One of the keys to the success of the Mustang, was the extensive list of options and powertrain combinations that allowed the buyer to personalise his or her car to unprecedented levels. The Mustang was the first in a new wave of personal sports compact cars and even coined the name "ponycar" used to distinguish them. From a relatively tame six-cylinder, automatic cruiser suitable for shopping or taking the kids to school through to a fire breathing V8 more suited to the racetrack, the Mustang was all things to all people from the time it was launched in 1964. Few changes were made to the first generation Mustang, such was the speed they were being snapped up by eager buyers. For 1965 the range of body styles was extended to include the original notchback coupe, convertible and new fastback 2+2, while minor detail changes were made for the following year. The ultimate powertrain package for 1965-1966 was identified by Ford as the K-code version of the classic 289-cid small-block, otherwise known as the HiPo motor with a four-barrel Autolite carburettor, solid valve lifters and 10.5:1 compression ratio to lift power to a respectable 271 hp at 6000 rpm. This turned the Mustang into a seriously quick motor car, capable of 0-100 km/h in around 7.5 seconds and turning in sub-16 second quarter-mile times. The K-code was the first really serious high performance Mustang, equally at home on the track or drag strip - the same package was found in the earliest Shelby Mustangs, which earned their stripes in serious competition. In 1964/5 just 7,273 Mustangs were equipped with the HiPo option.

Books 1 & 4, Motorcycling in Australia, Project Book, VACC Wheels in Victoria, & 2 x Plates

Most Australians associate the name 'Malvern Star' with bicycles, but from 1938 to 1952, the company also produced a powered Autocycle. Malvern Star Bicycles was founded in the early years of this century by Tom Finnegan who ran a small bicycle shop in Malvern, a suburb of Melbourne, and grew rapidly in size from producing five bicycles a week in the 1920s to having 100 branches and 1,000 agencies throughout Australia by 1945.  Through a series of mergers and take-overs it became part of General Accessories, Australia's largest cycle maker in 1980.  Although different sources dispute the date when Malvern Star began production of autocycles in Australia, the Malvern Star followed the pattern of British autocycle and it is most likely that their first model was a Junior Deluxe powered machine, built just before the War in 1938.  The evidence of surviving machines indicates that a number of autocycles was built during the war years and, as in Britain, these were intended for essential workers such as Civil Defence wardens.  There were two models, an unsprung Economy model and a de Luxe version with a pressed steel girder fork.  The Malvern Star carried the small type of fuel tank, like many of its pre-war British counterparts.  After the war, the Junior powered model was replaced by one using the Villiers 2F engine.  This 2F-engined model was identical to the British-built Norman (or Rambler) autocycle. However its manufacture was short-lived and it ceased production in 1952.

One of the great marques, BSA actually began as a gun trades union in 1854, when 14 Birmingham gunsmiths grouped to sell arms for the Crimean War effort. In 1861 they decided to form a public company, signed the papers in 1862, and found a site on Small Heath for their factory, opening in 1863.BSA started building bicycles in the 1880s and bicycle components, and followed with motorized bicycles in 1903. In 1907, BSA acquired parts maker Eadie Manufacturing (created by Albert Eadie, general manager of Royal Enfield). They made their first own real motorcycle in 1910, a 499cc side-valve. Model H and Model K were their pre-war singles.Production ceased during WW1 while they pursued their traditional manufacturing, making guns, but returned quickly after the war, making their first V-twins in 1919. In the early 1920s, they acquired an engineer and designer from Daimler called Harold Briggs who designed new sporting machines for them, including their popular 493cc ohv Sloper of 1928. In the 1930s, the company boasted that one in four motorcycles on the roads in the UK was a BSA.

A top-selling model for BSA in the 1920s, the versatile Model B, or 'Round Tank', was used by just about every tradesman whose job required cheap personal transport. Popular with learners - the fact that the gearbox had only two speeds and that both brakes operated on the rear wheel were attributes guaranteed to re-assure novices - the reliable 250cc side valve provided many with their first motorcycling experience. Advanced features, for a lightweight, included all-chain drive and pumped lubrication, though the traditional sight feed and auxiliary hand pump were retained.

The Pontiac name was first introduced by General Motors in 1927 and quickly established a strong following amongst the motoring public. The Silver Arrow was added to the Australian line up in 1946 and proved to be very popular. Much of the running gear was brought forward from the previous model with just a few up grades. The most important being a new vacuum metering carburettor that gave the same effects as running with High octane fuel, the new design of the front end panels improved air flow to the radiator and this improved cooling. The engine did not miss out with shot preened pistons which gave better lubrication and longer engine life. Other mechanical improvements included a self lubricating ball bearing clutch release, re designed intake manifold and aluminium coated exhaust pipe to name just a few. With a new 1946 price of 736 pounds plus tax, it was not a cheap car, The February 1947 edition of The Australian Motor Monthly Motor Manual summed up the new Pontiac Silver Arrow saying it was in keeping with standards set by previous models, and should be a capable of or even better service and performance.

Following the First World War, the 'Societa Gio.Ansaldo &C' was looking for new ways to utilise its excess manufacturing plants, built up to support the military need. They decided to use the Turin plant (then part of the aircraft manufacturing section of the company), to produce automobiles (1918), the first production car leaving the plant the following year. The first models were known as the 4A and 4B, followed in 1922 by the 4C. All used an 1846cc in-line four-cylinder engine (the 4C developing 35bhp). The 4C was built on a chassis available in two lengths, for torpedo, spider (only short chassis) and six-seat coupe (only long chassis) bodies. A sport version, the 4CS, powered by a 2-litre four cylinder with overhead valves, included a young Nuvolari amongst its drivers. Over the next few years Ansaldo produced various other models, but like many other companies at that time, the economic recession spelt the end for the company. From 1930 the company merged, changed hands and concluded various other deals to keep production going until the last cars were produced in 1936.

The Hudson Motor Car Company of Detroit, Michigan introduced the Terraplane model in 1932 and the name continued until 1939. In 1933 the car became simply the Terraplane until 1936 when it was brought fully into the Hudson line-up. The Terraplane was a low price however powerful vehicle that was sold as both commercial and Passenger models and came with choice of either six or eight cylinder engines. The Terraplane chassis and engine was also used in the British Railton car made between 1933 and 1939. Several hill climbing, economy runs, and speed records were established by the Marque in the production years.

Packard cars were produced by the Packard Motor Company of Detroit Michigan from 1899 until 1958 and were always noted for their quality and luxury. Entering the 1930s, Packard initially attempted to beat the stockmarket crash by manufacturing ever more opulent and expensive cars than it had prior to October 1929. However, as the Great Depression bit hard, Packard also started producing more affordable cars in the medium-price range. In 1935, it introduced its first sub-$1,000 car, the Packard 120, with car production more than tripling that year and doubling again in 1936. In order to produce the 120, Packard built and equipped an entirely separate factory. Although not in the same quality league as the 'Senior' model Packards, the so-called 'Junior Packards headed by the 120 were more modern in their basic design, with the 1935 Packard 120 featuring independent front suspension and hydraulic brakes - advanced features that would not appear on the Senior Packards until 1937.

Lancia's ground-breaking Lambda caused a sensation when it was introduced in 1923. It was the first car to feature a load-bearing monocoque-type body, (but without a stressed roof) and also pioneered the use of an independent front suspension, via a sliding pillar with coil springs. Lancia even invented its own hydraulic shock absorber for the car. Powerful four-wheel drum brakes and an advanced OHC V-4 engine completed the Lambda's innovative specification. Some 12,988 Lambdas were produced in nine series's in Lancia's Turin factory before the model was discontinued in 1931, during which time it re-shaped European automotive design. Road tests at the time were enthusiastic and complimentary, describing a high level of road-holding and stability. The first six series of the Lambda employed an engine of 2120 cc capacity. This was increased to 2370 cc for the seventh series and again to 2570 cc for eighth and ninth series. A four-speed gearbox replaced the earlier three-speed unit from fifth series on. However the general engine design, body construction and unique front suspension system were all retained for the entire Lambda production.

In 1935 Alvis went further up-market with the introduction of the 3 1/2 Litre (SA 25.63Hp) at the London Motor Show. A new six-cylinder engine of 3571 cc was used, retaining the separate iron block and aluminium crankcase, but using a more robust crankshaft with seven main bearings. Wheelbase was extended to 10'7"; otherwise design and layout followed the SC Speed 20, including use of the all-synchromesh gearbox and the independent front suspension. Brake horsepower increased to 102 whilst also achieving quietness and better refinement. Unlike other production models the 31/2 Litre was not offered with standard bodywork and every body was individually ordered by the customer and all cars differed to some degree whether Saloons, Dropheads or Tourers. Ten coachbuilders are known to have provided bodies, notably Van den Plas, Charlesworth and Mayfair. Top speed was over 90 mph and only about 62 examples were produced.

The first generation Plymouth Fury had been introduced back in 1956 as a luxurious hardtop coupe and found fame as 'Christine' in the Stephen King book and movie of the same name. The second generation Fury boasted unibody construction and moved to a smaller, mid-sized platform, losing the excess chrome and fins of earlier models in the process. The range was expanded to include the coupe and sedan plus a convertible and station wagon and it soon became Plymouth's volume seller. In 1965 Plymouth introduced an entirely redesigned third generation Fury based on the full-size C-body, with twin stacked headlamps either side of the grille, a longer wheelbase and wider range of options to choose from. Under the bonnet there was a choice of engines ranging from a 225-cid slant six through to 318, 383 and 440-cid V8s and even the option of Chrysler's brutal 426-cid Hemi, bringing drag strip performance to Plymouth's bread and butter car. On the 1966 models, the mesh grille of the '65 gave way to horizontal bars while the tail lights were redesigned, while the interior came in for some minor revisions and new options like a telescoping tilt-away steering wheel, bucket seats and seat belts for four passengers were available. In 1967, another restyling made the Fury appear quite large, although the chassis was mostly unchanged. Plymouth used the size as a selling point in their ads. They retained the stacked headlights and quartered grille styling from 1965 and 1966, but the 1967 models shared no body panels with the previous two years. Available engines were the 225 slant six, non-poly 318 (first year for this engine), two-barrel 383 Commando, four-barrel Super Commando 383, or the four-barrel Super Commando 440. A 1967 Plymouth Sport Fury is now an inexpensive full-size convertible for the Mopar enthusiast.

LeBarons were derived from the front wheel drive Dodge Spirit/Plymouth Acclaim but were more luxurious. Back in 1987, Chrysler's LeBaron coupe and convertibles went through some radical changes and the new shape was destined to stick around until 1995. By the '90s, LeBaron was America's top-selling convertible. Only 4-cylinder engines were available in early seasons, but in 1990 Chrysler added a Mitsubishi-built V6 option. A 4-speed automatic was also added to the range of options. Coupes and convertibles came in Highline or Premium trim, along with sportier GT and GTC variants.

One of the most sought after Japanese cars ever made, the original Datsun 240Z was so good it even went back into production a second time, with the release of re-manufactured examples to commemorate the 25th anniversary of the original. The combination of attractive styling, great handling and a smooth, powerful overhead cam six-cylinder engine proved irresistible to buyers around the world, not to mention the incredibly low price. Launched in 1969, the 240Z's engine was derived from the 1600 four-cylinder and had twin side-draft single-barrel carburettors, developed 150 bhp and drove the rear wheels through a five-speed gearbox (American market cars came with a four-speed only). Independent suspension all round was via MacPherson struts at the front and Chapman struts at the rear, while disc brakes were employed for the front wheels only. The Z-car was also well made and proved remarkably durable, though the temptation to 'improve' the original design proved too strong for many and finding a good, unmolested example is becoming increasingly difficult. With race proven credentials (the Z enjoyed a successful career on the international rally circuit as well), the Datsun 240Z is now a popular, not to mention affordable, choice for those getting started in historic motor sport.

Ford marked the 30th anniversary of the original Falcon GT in style in 1997 with the introduction of a 'GT' version of the EL Series II Falcon. Already developed into the best-handling Falcon to date, it made a good starting point for Ford Australia's high-performance partner, Tickford Vehicle Engineering. Under the bonnet was a fully-imported Windsor 5.0 litre V8 with 'GT40' cylinder heads pumping out 200kW; the suspension was lowered and stiffened, a full leather interior was fitted and the assorted wings and scoops ensured that the new GT could not be mistaken for anything else. Falcon GT circa 1997 carries all the creature comforts that could be desired, from climate control air and power-operated everything to a sophisticated 'Premium' 250-watt Stereo . Like the 25th anniversary Falcon GT model, a limited number (officially 250) were built at a recommended retail price of $69,500, although with demand outstripping supply, some were reported as selling for as high as $85,000.

The year 1999 is significant in Mustang terms as the 35th anniversary of this legendary model and Ford gave the Fox platform a birthday makeover, extensively restyling the bodywork with a harder-edged look resulting in tauter, more sculpted lines. Underneath, the Mustang was reworked with the option of ABS and Traction Control available for the first time while the fuel-injected 4.6-litre V8 now developed substantially more power (260 bhp at 5250 rpm) thanks to a higher-lift camshaft, coil-on-plug ignition, larger valves and a revised intake manifold. Little change was made for 2000 aside from the removal of the 35th Anniversary badges. The Mustang had, by this time, evolved into a modern, high sports car capable of delivering all the scintillating performance and driver excitement of the original Mustang combined with luxuries and refinement never imagined by the Sixties driver.

In May 1969, Ford introduced the latest model to wear the GT badge, based on the new Falcon XW range, and in doing so gave birth to a new generation of Aussie muscle cars. The XR and XT models may have been quick, but the XW GT was something else again courtesy of the gutsy new 351-cid Windsor V8. The new motor boosted power output to 290bhp, had a thumping 385 lb/ft of torque on tap and was sold with either the Toploader four-speed or C4 automatic transmissions. Other upgrades unique to the XW GT were stronger brakes (with ventilated Kelsey-Hayes front discs up front), a taller (3.25:1) final drive ratio, larger 164-litre fuel tank and suspension upgrades to handle the extra power. Externally, the XW GT also raised the bar thanks to some wild graphics - the famous 'Superoo' logo made its first appearance, along with bonnet black-outs and scoop, side stripes, quartz-iodine driving lights and locking pins on the bonnet. The GT certainly looked the business outside and the interior also benefited from some changes, including a unique three-spoke steering wheel and full instrumentation. The XW GT was easily the quickest car Ford Australia had ever made, turning in sub-sixteen second quarter mile times and could reach a maximum speed of around 210 km/h.

Widely acknowledged as one of the greatest Ferraris of the modern era, the F355 was launched in 1994 and was a quantum leap over the previous V8 models in every area. The F355 looked fabulous, losing the controversial side strakes of the 348 and was a far more harmonious, balanced overall design. The 3.5-litre V8 had five valves per cylinder and developed 380bhp at an ear-splitting 8250rpm to deliver performance that put the car firmly in the big league - 0-100km/h was dispatched in 4.7 seconds and the top speed was approaching 300km/h. The handling was improved by locating the new six-speed gearbox longitudinally behind the engine and fitting a flat undertray (with venturis at the rear) while the interior was also one of Ferrari's best, beautifully detailed and finished. A popular option was the F1 paddle-shift gearbox and the F355 came in three different body styles - coupe (berlinetta), targa (GTS) and spider. There were just 2,663 spiders built, with electronically controlled folding top that stowed neatly away under a canvas hood and giving little away in terms of outright performance and handling to its fixed-head stablemate. As the English Car magazine wrote , the F355 is "...the work of a marque that knows it makes the best sports cars in the world, but still shocks the rest with the depth of its brilliance."

The Stradale was built as a result of the Challenge series, designed as a stripped out road racer. With up to 110kg lighter than the standard Modena, by stripping the interior carpets, lighter weight bumpers, carbon mirrors and the optional Modena carbon seats. The engine and transmission weight was slimmed down through the use of a smaller, lighter weight sports exhaust system.

The Veloce Motor Company Ltd. (VMC) built 4-stroke motorcycles and light cars from 1905 to 1913, when the company manufactured its first 2-stroke model called the Velocette' designed by Percy Goodman. While the firm made its name with its exotic overhead camshaft bikes, winning a string of TTs in the 1920s, and first place at the 1930 Manx Grand Prix, Velocette models also catered for more modest pockets with their pretty 350 singles. Surprisingly torquey and lacking in vibration, the frame designed by Australian Phil Irving gave a safe and pleasant ride and their appearance hardly changed from the early 1930s to their demise in the early 1970s. Following the MOV 250 launched in 1933, the overhead valve MAC 350 offered 120km/h from its 349cc high-camshaft pushrod engine, which was equipped with short rocker arms to reduce vibration and soon became a firm favourite as a smooth, straightforward, slimline, single-cylinder tourer.

Ariel Motorcycles were built in Britain from 1902 until 1970.
Pre-World war II Ariels were dependable British machines, with the 1937 VB 600 one of the last Jack Sangster designs before the company was sold up to BSA in 1944.

During its 68 years of production beginning in 1902, Ariel was one of the leading innovators in British motorcycling. One of their milestone bikes was the Ariel Square Four, designed in 1928 by Edward Turner. Turner at this time was looking for work and showed drawings of his engine design to various motorcycle manufacturers. The engine was essentially a pair of 'across frame' OHC parallel twins joined by their geared central flywheels with one four cylinder Monobloc and one cylinder head. The idea was rejected by BSA, who later purchased Ariel in 1944, but was adopted by Ariel and the model became the Ariel Square Four. Turner's innovative four-cylinder engine continued in various updated versions until 1959, when the production of all Ariel four-stroke models ceased.In 1949 the Ariel Square Four Mark I saw the cast-iron cylinder head and barrel replaced by alloy head and barrel. This saved about 13.5kg in weight. The 1949 machine weighed around 197kg dry, produced 26kW at 5500rpm and was capable of 145km/h-plus.

Benelli is one of the oldest motorcycle manufacturers in the world. Founded in Pesaro Italy by a wealthy widow looking for a trade for her six sons, the Benelli company initially specialised in the repair of the growing number of cars and motorcycles on Italian roads before Tonino Benelli started making a name for himself in motorcycle racing. Benelli racing motorcycles were renowned in the 1920s and 1930s winning a number of Italian and World Championship titles. The factory, destroyed in WWII, was completely rebuilt, the company restructured, and again in the 50s and 60s returned to its championship position in world racing. By the 60s it was producing 300 motorcycles per day and was a leading innovator in motorcycle design.

The Series B Rapide designed during the war and released to the press before end of hostilities looked radically different from the A model. The oil pipes were internal and the gearbox was part of the engine casting. As the angle between the cylinders was now 50 degrees instead of the 47.5 degrees, this allowed the engine to be used as a stressed member of the frame, which consisted of an oil-tank spine with the engine hanging below and the front and rear suspension attached at the ends. This was considered sensational at the time and the arrangement was not seen again till the late 1970s. Vincent also used quickly detachable wheels, making wheel and tyre changes easier. The rear wheel was reversible, and different size rear sprockets could be fitted for quick final-drive ratio changes. The brake and gearshift were also adjustable for reach to suit individual feet and the rear mudguard was hinged to facilitate the removal of the rear wheel. These are things taken for granted on modern motorcycles whereas Vincent was a pioneer in their use.

It's hard to believe the 911 was launched more than four decades ago, but at the time of its arrival in 1963 the latest Porsche was hailed as a masterpiece and has become an enduring motoring legend. Retaining the rear-engined layout of its predecessor, the 356, the air-cooled, horizontally opposed engine now had six cylinders but the rest of the 911 was entirely new, with monocoque construction and timeless styling that has become one the most widely recognised sports car shapes ever created. The 911 underwent constant development over the years, with the motor expanding from the original 2-litre capacity through 2.4 and 2.7 versions before the 3-litre model was introduced in 1975. Bosch fuel injection had been adopted from 1974, giving smoother operation and much better fuel economy. The wheelbase was increased by 560mm in 1968, improving both weight distribution and handling, while the body shells were fully galvanised with the introduction of the 1976 range. Between August 1975 and July 1977, the 3-litre Carrera was the top of the 911 range and only marginally slower than its big brother, the 930 Turbo. Powered by the 2997cc engine developing some 200 horsepower at 6000 rpm, the new 930/02 motor employed the latest K-Jetronic engine management system and all Carreras were equipped with a five-speed manual gearbox as standard (the controversial Sportomatic remained an option but few outside America chose it). Built in tiny numbers, with just 3,691 made in total, the 911 Carrera 3-litre represents excellent value for money in today's market, offering plenty of useable performance, practicality and reliability and their value can only appreciate into the future.

Jaguar's masterpiece, the E-Type, had been in production for ten years when the final incarnation of the model was introduced to the public in 1971. Motivating the Series 3 was the first new Jaguar engine since 1948 in the form of an all-aluminium 60-degree V12 developed by Harry Mundy and Walter Hassan. Displacing 5.3-litres, with single overhead camshafts per bank and developing a hefty 272 bhp - along with a massive 303 lb/ft of torque - the new engine restored much of the performance lost to emissions controls in earlier models. The E-Type frame was redesigned to accommodate the larger engine with an extended wheelbase, wheel arches expanded to take bigger 15-inch wheels and a larger air intake at the front to feed air into the four Zenith-Stromberg carburettors. Inside, the Jaguar cabin was typically well appointed with full instrumentation, rocker switches and comfortable bucket seats. With a top speed approaching 250 km/h and 0-100 km/h times of less then 6.5 seconds, the brakes - ventilated discs at the front and solid inboard discs at the rear - were fortunately more than capable of keeping all that potential speed in check. One of the sexiest sports cars ever built and certainly amongst the most desirable Jaguars of all, the E-Type Roadster still turns heads like few other cars can while the sound of the silky smooth V12 engine from the quad tail pipes is hard to beat and as an investment it remains rock solid.

Jaguar's first post-war car, the XK120, was the sensation of the 1948 Earls Court Motor Show and has firmly established itself as one of the greatest sports cars of all time. From the stunning lines by Sir William Lyons to the legendary XK straight-six engine, the XK120 looked and performed like nothing else on the road and, in a Britain still struggling to recover from the dark days of the war, soon captured the imagination of the public. A strong showing in competition certainly did the XK120s reputation little harm - in its most highly developed form, as the XK120C (or C-Type) the model won the most gruelling Le Mans 24-Hour race on no less than two occasions while standard cars were successfully campaigned all over the world. The XK120 was powered by a brand new 3.4-litre twin-cam six-cylinder engine developing 160 bhp, enough to propel the Jaguar to a top speed of almost 120 mph - making it the fastest production car of the day. Initially available as a roadster only, Jaguar then expanded to include a stylish fixed-head coupe and drophead coupe. Very few XK120s were built in right-hand drive guise, with most earmarked for export. As values of the XK sports models have soared in recent years, XK120 roadsters have become increasingly sought after.

The droop-snout RS2000 has become something of a legend in Ford circles and, with rallying heritage, was the Seventies equivalent of Subaru's WRX and Mitsubishi's Evo. Announced in 1979, the Australian RS2000 differed from its English counterpart in a number of ways and was available in both two and four-door guises, with a two-litre engine and short-shift four-speed gearbox (although automatic transmission was available to order). Developing 70 kW and 148 Nm of torque, the RS2000 was certainly a potent little car this, combined with the sports handling pack, the Escort's famously sharp steering and excellent handling characteristics, made for a great driving experience. With a kerb weight of just on 1,000 kilograms, the RS2000 was capable of reaching a top speed of nearly 170 km/h, with acceleration to match. The sloping quad quartz halogen headlamps, black-outs and rear spoiler combined to give the RS2000 a purposeful look, along with cloth trimmed Scheel sports seats, sports steering wheel and full instrumentation. The RS2000 was well received by the press, with Modern Motor commenting "The Escort RS2000 is a way of putting fun back into driving. It's the kind of car we should all be driving - responsive, accurate, economical, and fast". Although Australian production figures for the RS2000 aren't well documented, there were approximately 2,400 turned out and relatively few of these survive. With interest in the RS Escorts coming up all the time, it won't be long before values on the Aussie RS2000s begin to climb rapidly and now is definitely the time to start looking hard for good, low mileage examples.

Launched at the 1951 Earls Court Show, the Model 88 'Dommie' was the first of nine Norton road machines to be equipped with the 'Featherbed' frame made by the Reynolds tubing company and very rapidly became a best seller, eclipsing the older framed Model 7 with which it shared the same engine. During its 15 year span, the Model 88 was produced at various times in Standard, Sports Special and De Luxe versions, but all featured the same basic 497cc overhead valve air cooled parallel twin cylinder engine.

One of the great marques, BSA actually began as a gun trades union in 1854, when 14 Birmingham gunsmiths grouped to sell arms for the Crimean War effort. In 1861 they decided to form a public company, signed the papers in 1862, and found a site on Small Heath for their factory, opening in 1863.BSA started building bicycles in the 1880s and bicycle components, and followed with motorized bicycles in 1903. In 1907, BSA acquired parts maker Eadie Manufacturing (created by Albert Eadie, general manager of Royal Enfield). They made their first own real motorcycle in 1910, a 499cc side-valve. Model H and Model K were their pre-war singles.Production ceased during WW1 while they pursued their traditional manufacturing, making guns, but returned quickly after the war, making their first V-twins in 1919. In the early 1920s, they acquired an engineer and designer from Daimler called Harold Briggs who designed new sporting machines for them, including their popular 493cc ohv Sloper of 1928. In the 1930s, the company boasted that one in four motorcycles on the roads in the UK was a BSA.

Designed by Harley Earle, the 1960 Cadillac was less Flamboyant than its Predecessor however still retained the same format, powered by Cadillac's 390 cu in (6396cc) V8 engine fitted with a four-speed automatic transmission. The Coupe Deville Model was introduced to the lineup in 1949 as the mid range Luxury model and featured many of Cadillac's Options Standard including Air Conditioning.

The Lotus Elan was introduced in 1962 in roadster form , the two seat Elan replaced the elegant Lotus Elite. Weighing just 680kg, the Elan embodied the Colin Chapman minimum weight design philosophy and now featured the now famous backbone chassis with a fibreglass body. Technologically advanced for its time the Elan featured a twin cam 1558cc engine, 4-wheel disc brakes, and 4-wheel independent suspension. The Lotus-Ford Twin Cam engine was based on Ford's Kent, with a Lotus-inspired Cosworth alloy twin-cam head. This Lotus-Ford 4-cylinder engine would go on to be used in a number of Lotus production and racing models. By the time Production ceased in 1973 an estimated total of 17,000 original Elans and +2 Elans were built. Because of its successful design and technological sophistication, the Elan went on to become Lotus' first commercial success, and enabling funding of the Lotus success in racing over the next ten years.

The Dodge brothers had made their fortune supplying Ford with engines and transmissions and such was their reputation that their first automobile, announced in 1914 for the 1915 model year, immediately leapt to third place in the sales race. After building some military vehicles in World War I, the Dodge brothers moved into civilian commercial vehicles in 1916 and teamed up with the Graham Brothers in the 1920s to build a range of body styles. Dodge began exporting cars to Australia in 1916, the first official dealership being S.A.Cheney of Adelaide and before long agencies had sprung up in all states. 1930 saw the introduction of the Six and Eight model Lines which continued until 1933. Production slowed with all makes during the Great Depression and 1932 model vehicles are generally a rarity and hard to find today.

As a piece of automotive chic, the Pagoda-roof Mercedes-Benz SL of the 1960s has few peers. The clean, uncluttered shape by Paul Bracq remains as cool and stylish today as it did when new and the dished hardtop at once gives the SL an individual air and an impressive versatility - it can either be enjoyed as a roadster with soft-top for sunny days, or with the hard-top in place to become a snug coupe for the winter months. Launched in 1963 and simultaneously replacing both the 300SL and 190SL models, the W113 SL range was initially available with a 2.3-litre six-cylinder engine featuring a light alloy cylinder engine, single-overhead camshaft and mechanical fuel injection with six-plunger injection pump. Rated at 150bhp with maximum torque of 144.5lb/ft, the power was delivered via a four-speed manual gearbox with the option of four-speed automatic transmission and stopping power was via an ATE dual circuit hydraulic system with Girling discs at the front. The combination of wide track, relatively short wheelbase and properly sorted suspension made for well-balanced handling and the SL was an accomplished performer, enjoying a successful career as a rally car. While values of other classics rise and fall according to the latest trends, demand amongst enthusiasts for the W113 SL range has remained strong for many years and - as an investment that can be enjoyed on a daily basis - they make excellent sense.