The Ford Focus electric is Ford’s first ever all electric passenger car. The 2012 Ford Focus was designed with specific competitive features in mind including a mile-per-gallon equivalent better than Chevrolet Volt and competitive with other battery electric vehicles. Using a 240 charging station the Focus can be charged in 3-4 hours, half the charge time of the Nissan Leaf. The design will be familiar, as it’s based on Fords global C-car platform which is used for both the gasoline and diesel powered Ford Focus vehicles which where debuted at the 2010 North American International Auto Show in Detroit (Detroit Auto Show) and were launched at the Paris Motor Show in September.

2012 Ford Focus Electric

MyFord Mobile Application

One of the unique features for the Ford Focus electric is the MyFord Mobile app. Like other remote EV applications you are able to monitor the charging status of the EV and receive instant notices when the charging process is complete. You can also receive a notice when the vehicle needs to be changed.

Advanced Battery System

The 2012 Focus includes an advanced battery system that heats or cools the battery as needed to keep it at the optimum temperature to maximize battery life and the driving range. This optimum temperature helps the battery remain at the most efficient temperature for both charging and discharging.

The batteries can be charged with 240 or 120 volt EV chargers. The charging port has light rings that tell you when the charging connector is properly connected and also tells you when the batteries are being charged. If there is a fault the rings flash, when fully charged the entire ring is solidly lit.

Ford Focus Value Charging

The 2012 Ford Focus employs software from Microsoft to create a new feature called “Value Charging” (let’s hope it doesn’t include the “blue screen of death”). This new feature helps the owner to charge their vehicle at the lowest possible utility rates.

“Value charging allows our customers to reduce their electricity costs by taking advantage of off-peak or other reduced rates from their utility without a complicated set-up process,” said Ed Pleet, manager, Ford Connected Services Organization. “This is a ‘set it and forget it’ approach for the customer to reduce energy cost.”
Check out the full specifications at 2012 Ford Focus

California continues to lead the world in the use and development of electric vehicles (EV). One of the newer automotive manufacturers is Coda (based in Benicia California) with its all electric sedan. The company focus for Coda is “Green Technology” with its first effort being the 4 door, five-passenger all electric Coda Sedan.

2012 Coda EV

To start off the 2012 Coda has a pretty impressive warranty, a 3-year / 36,000-mile warranty, 5-year / 60,000-mile power train warranty and 10-year / 100,000-mile limited battery warranty. It also has one of the best driving ranges for an electric vehicle with a range of up to 125 miles per full charge (which takes 5 hours on a 220 volt, 30 amp charger. Top Speed for the Coda is 85 Mph and is electronically limited.

Federal Tax Credit

Federal Tax Credits and other incentive can help lower the cost of owning this EV. A federal Tax credit of up to $7,500 is available as well as a growing number of other state and business incentive. Coda is also hoping to qualify for the California Clean Air Sticker to allow single occupant carpool access and even free parking in some cities. This is a real bonus in the bay area where most of the freeways have some sort of carpool lane in affect for most of the high traffic hours.

Coda Luxury Features

One of the more interesting features is the all-in-one audio system from Alpine. This combines audio, video and navigation in one convenient system. You also get Bluetooth hands free calling and a convenient touch screen for controls. You can also plug your iPhone, iPod and MP# player into the Alpine sound system.
Perfect car for Bay Area Commutes.

The single person carpool access will really help out if you are commuting in the San Francisco Bay area. You can also find a large number of businesses, government parking, and university parking garages with EV charging where you can make use of the Level 2 charging capability of the Coda. Two hours of charge will get you p to 50 miles where a full charge of 6 hours will take you up to 150 miles.

Coda Safety Features

The 2012 Coda has an impressive list of safety features including ABS and Electronic Stability Control (ESC), 6 standard airbags (2 dual stage front driver and passenger, 2 foor-mounted curtain, and 2 seat mounted side impact air bags), 3-point force limited and pre-tensioned front seat belts, a collapsible steering column and latch child restraint systems.

Bay Area EV Charging Stations

If you are looking for some ideas on where to get your new Coda (or any EV) Charged in the bay area here are some of the NorCalCar pages listing EV Charging stations.

• San Francisco EV Charging Stations
• San Jose EV Charging Stations
• San Mateo EV Charging Stations
• University EV Charging Stations

You can check out all the Specifications on the NorCalCars 2012 Coda Specifications page.

Maybach is not one of the manufacturers you hear a lot about in the U.S. Unlike some of the other chauffeured vehicles like Mercedes-Benz, Rolls-Royce and Bentley, Maybach a devision of Daimler hasn’t reached the level of popularity needed to make it a household word. That being said, Maybach and the Maybach Landulet easily competes with the other ultra luxury vehicles in style and class.

Maybach Landaulet

Maybach the early years

Maybach first became great in the twenties and thirties. During this time cars like the Maybach Type Zepplin DS 8 Cabriolet could be found in all of the major markets so it wasn’t unusual to see them in major cities like New York, Monte Carlo and Berlin. Wilhelm Maybach was an exceptional design engineer and was the designer of the first Mercedes.

Wilhelms Son Karl took over the family business and continues to make outstanding designs between the late 20s to the 40s. Among the best-known Maybach models are the Maybach Type SW 38, Maybach Type Zeppelin DS 7 and Maybach Type Zeppelin DS 8.

Maybach Today

Currently Maybachs are manufactured in Sindelfingen, Germany and still has strong ties with Mercedes-Benz. The current lineup includes the Maybach 57, Maybach 57 S, Maybach 62, Maybach 62 S and the Maybach Landaulet the main subject of today’s spotlight.

Maybach Landulet

One of the more outstanding features in the Landulet is the retractable roof for the passenger compartment. The roof slides back into a compartment leaving the sides in place. The sides are reinforced by an integral tubular steel structure for safety.

The Landulet is powered by a v12 engine capable of 620ph designed by the Mercedes-AMG factory nearby. Of course the vehicle is designed with the goal of reaching near silence in the passenger compartment with is achieved by enhancements to the chassis.

Maybach incorporated an integrated active light function which will turn the inner side lamp in the direction of the curve allowing for a greater field of vision while cornering. Even the angle of the lamp will change to compensate for any pitching movements.

Even the climate control is unique on Landulet. A specially designed ventilation system around the side windows provides added comfort when outside temperatures are particularly high or low. A solar sensor automatically makes the necessary temperature adjustments. The system is also equipped with a dust filter and an activated charcoal filter with smog sensor and automatic recirculation control.

The Landulet intertainment center

No expense was spared with the design. Starting out with a 600 watt, 21 speaker Dolby Surround System. A state of the art fiberoptic network controls the multimedia components like the radio, aufio video and front telephone. A 6 disc changer, DVD player and dual 9.5’ video monitors round out this impressive system. Of course no entertainment room is complete without refreshments so you will also find a refrigerator in the rear center console.

Maybach Laundalet Interior

What more is there to say? Awesome car, I hope someday I might have need for one!

Want to check out the specifications on the other Maybach models? Stop by our review section on Maybach Reviews.

1970 Cadillac DeVille

Here are a few more specs:

• Air Conditioner
• AM/FM Stereo
• Automatic Transmission
• Leather Interior
• Power Windows
• Power Steering
• Power Locks

You can find this car (if still available) in our Classic Car Classifieds section of the NorCalCar private party classifieds.

1923 Ford T Bucket

Here are a few more of the specifications you might be interested in.

• Engine: 1968 302 Ford
• Crane Hydraulic cam 280 duration
• Crower lifters, TRW Pistons .030 over
• Weiend 2×4 intake manifold, (2)450 Holley Carbs
• Wheels Front: Early Hallcraft w/Hurst Airheart calipers with
  Hard pucks
• 1948 Ford Spindles 3:00 x 18 Alloy rims
• Rear: Crager 10 inch w/ Mickey Thompson Sportsman 1150-15
• Rear Spring was made by Mr. roadster in early 1970’s
• Corvair Steering Box and column
• Radiator Shell stock 23.3″ core built for Andy Brizio T’s
• Body : Fiber Fab One of the last ones made
• Paint Dupont Centari Red
• Engine: 1968 302 Ford
  Crane Hydraulic cam 280 duration
  Crower lifters, TRW Pistons .030 over
  Weiend 2×4 intake manifold, (2)450 Holley Carbs
• Wheels Front: Early Hallcraft w/Hurst Airheart calipers with
  Hard pucks

An Introduction with Flare

By designing to attract and meet the needs of a wide variety of personalities and styles Ford is appealing to individualism with the new 2011 Fiesta. The vibrant design, (nine shades make up its dynamic color palette), reflect the “Inspired by Color” campaign that has hallmarked the release of the Fiesta.

Fun and Functionality

More than just a fun car with a funky color scheme, the Fiesta is also practical. With 15 different technologies, that work together to produce a projected fuel economy rate of 40 mpg, it gets a best-in-its-class fuel rating.

But good gas mileage is not all it has to offer.

Under the hood is a .6-liter DOHC I-4 engine with an estimated 119 horsepower and 109 ft.-lbs. of torque. That means this little bombshell has some serious get-up-and-go and maneuverability.

This global engine also offers a new advanced front end accessory drive (FEAD) belt with a stretchy dynamic that ultimately contributes to the Fiesta’s overall fuel economy.

In order to meet the different sizes and needs of the individuals that will be driving it, the Fiesta offers key entry, push button start, a tilt and telescoping steering wheel, and adjustable cup holders.

Automatic or Standard

Traditionally, those who have been concerned about getting the best gas mileage out of their vehicle have gone with standard transmission. But, times have changed and the Fiesta’s PowerShift six-speed automatic transmission delivers maximum fuel economy without the need to shift.

For those that prefer the feel of a stick shift, Fiesta features a standard five-speed manual transaxle that is calibrated to offer spirited off-the-line speed, exceptional fuel economy, and an unforgettable driving experience.

The keys that keep the PowerShift fine-tuned are the Twin internal clutches that are constantly optimizing themselves. They depend on the signals from presser on the accelerator pedal to get the maximum responsiveness or fuel efficiency.

Power steering

Electric Power Assist Steering (EPAS), is a speed-sensitive system that adjusts according to speed, cornering forces and acceleration or deceleration. Included in the EPAS is Pull-Drift Compensation, a mechanism that helps the Fiesta to stay true to the road despite any inclement driving conditions that may arise. Another part of the EPAS is the active nibble control, a feature that helps detect and compensate for tire imbalance anomalies.

Safety

This car has dual-stage first-row air bags, a class-exclusive driver’s knee air bag, side air bags and side curtain air bags. Could you want air bags anywhere else?

The AdvanceTrac® traction control system with Electronic Stability Control (ESC), improves the safety of the vehicle by detecting and minimizing skids and is standard on Fiesta along with rear door child safety locks and seat belt pre-tensioners.

On top of all that, more than 50 percent of the frame is made of high strength steel, and even ultra-strong boron steel is used in several critical collision areas.

Quiet Quality

Noise, vibration and harshness (NVH) control, special padding behind the instrument panel, foam baffles mounted inside the pillars, and other components, keep the Fiesta quiet. Many of the materials that make up those components are fabricated using recycled content, a lovely help in conserving our natural resources.

The Last Word

The Fiesta will be going on sale soon, with all of these features that benefit the ecosystem, pocket, and economy. And all that is wrapped in enough colors to match any wardrobe or personality…

For ever known as the Daytona, the 365GTB4 was Ferrari’s final fling for the front engined two seater; four seaters would continue with front mounted engines, but two seater sports Ferraris would be mid engined after this. But what a finale. It was a bold statement of sheer power and shameless aggression, from sharp front end to the wide fastback that had lost any semblance of its predecessor’s narrow cabin, inset from a curvaceous waist line.

It was a big car too, heavy and bulky, but a muscle car designed to appeal to the American market; its performance and maximum speed would leave all of those and the Europeans standing, it was king of the road in its day. Its predecessor had been the 275 GTB4.

The 250 GT series, running from 1954-64, had marked the transition from race cars adapted for the road to purpose built road cars; the 275s were the first Ferraris to be designed and developed from the outset as road cars. As ever, the type number referred to the capacity of a single cylinder; last of the original small-block engines, the 275 was a V12 3.3 liter mounted in the front. Unlike previous road cars, it had the gearbox, now with five speeds, mounted in the rear – a transaxle – to keep the weight distribution more even. The chassis followed the familiar tubular frame and had independent rear suspension.

Announced at the 1964 Paris Show it was available in two body forms, the open 275 GTS and the coupe 275 GTB with 250-275 bhp. It was at the 1966 Paris Show that the final version was launched, the 275 GTB4 for four overhead cam shafts, two per bank six cylinder; with 300 bhp at 8000 rpm it would run to 160 mph. it was a fast and agile car with an almost comfortable ride.

But while the 4-cam was launched in October 1966, extending the life of the 275, the new 330 range had been presented in March of the year. With the traditional V-12 single cam stretched with a new longer block, the 330 bhp 4 liter was used to power the 330 GTC and GTS. The chassis remained similar to that of the 275, but the drive-line incorporated a torque tube. The new body style featured a lower waistline with deeper windows, a notchback tail treatment and an oval grille more reminiscent of the superamerica series.

The same engine had been used in the mid-engined sports racing 330P in 1964; the factory continued to develop the 4 liter engine but produced a 4.4 liter 365P for the non works teams for 1965. The ultimate factory development came with the 1967 330P4 which had twin cams per bank with each cylinder having three valves and twin plugs fuel injection to generate 450 bhp at 8200 rpm; privateers made do with 380 bhp at 7300 rpm with carburetters and single cam 365s. Ferrari won the world championship three times in those four years, including victory at Daytona for the 330P and 330P4.

First production car to use the 4.4 liter single-cam V-12 was the 365 GT 2+2, an extremely elegant Pininfarina stretch of the 330 GTC with an extra 25 cm in the wheelbase but 58 cm more in overall length to provide more luggage space as well as the extra seats; it also had self-leveling rear suspension. The 330 GTC and GTS had to wait until late 1968 to be uprated to 365-series.
]]> http://blog.norcalcars.com/ferrari-365-gtb-4-daytona/feed/ 1 http://blog.norcalcars.com/ferrari-410-super-america/ http://blog.norcalcars.com/ferrari-410-super-america/#comments Wed, 03 Mar 2010 20:26:45 +0000 Fahad Majidi http://blog.norcalcars.com/?p=651 Tweet

Most of the Ferrari’s model names have been based on the capacity in cubic centimeters of a single cylinder, 12 of the 250 GT cylinders gave 3 liters; for cars specifically designed for the American market where cubic centimeters are unrecognized, the name became more important than the numbers. The 410 Super American was a very fast late fifties Gran Turismo powered by a 4.9 liter V12 engine with 360 bhp available for the third series, one of which produced these figures for Road and Track; 410 wasn’t far out, as its 4962 cc engine had 413.5 cc per cylinder. Like most of the road going Ferraris, the body was styled by Pininfarina.

Ferrari’s first recognition of the American market potential came very shortly after the company was set up in 1946; where the European market expected small efficient engines, the American wanted big horsepower figures from big capacity engines.

Ferrari’s first engine had been the Colombo designed V-12 which had been used in supercharged 1500 cc form for the post war GP formula; as the formula also accepted 4.5 liter unsupercharged cars, 1950 saw a change of tack with the bigger V-12 designed by Lampredi. These two basic engines would power Ferraris for a considerable time to come.

The 340 American used a 4.1 liter version of the Lampredi unit; with road going simplification it produced 220 bhp and was fitted in some 25 cars of mixed road and track intention during 1951. Four 240 Mexicos were produced for the 1952 Carrera Panamericana with 280 bhp, three coupes and a spider. Despite 340, these were actually 12 x 342 cc; the 342 American had emerged in 1951 as Ferrari’s first real road car, a 2+2, which unfortunately marked one of Pininfarina’s less appealing designs, only six were built.

This was quickly superseded by the 375 American with 4523 cc, 300 bhp and amore appropriately styled body similar to that of the 250 Europa, a dozen were built this time. Shorter wheelbase open and closed competition derivatives were produced as 340 MM and 375 MM with the 375 Plus using a 4.9 liter version through 1954, just in time for a Le Mans victory.

Then came the replacement for the 375 American as the 410 Super American, also a 4.9 liter but with different bore and stroke from that of the 375 Plus. Against its predecessor it was lower and wider, the front suspension adopted coil springs instead of the transverse leaf, and 37 were to be produced in purposeful rather than graceful style over the period 1955-59.

Two of these were used by Pininfarina for show cars; the striking 1956 Superfast 1 (the one was added when 2 came out) was a somewhat uncomfortable marriage of Ferrari front to American tail fins, while Superfast 2 was the 1960 forerunner of the new 400 Super America coupe, long, slender, elegant and one of Pininfarnia’s best.

Under this was a 340 bhp 4 liter Colombo engine stretched to its ultimate, it should have been 330, but that seemed like a backward step from the 410 whereas the two were very closely matched; some 30 coupes and a dozen other were built from 1960 to 64, including three more Pininfarina show cars, Superfast 2 (a second version), 3 and 4. Just to confuse everyone, Ferrari bought out a final coupe in the series, the 500 Superfast which was even better than the 400 Super America.

This too failed to match the single cylinder dictum by having a 4.9 liter of the same dimensions as the 410; its design was actually a unique cross using the bottom half of the fixed head Lamperdi engine with Colombo style detachable heads, it was the final fling of the big block. With 400 bhp and a more modern shape, the 500 Superfast should be quicker than the 410 Super America, but none of the 36 cars produced from 1964-66 seems to have been tested. By this time Ferrari was into comparative volume production; Americas, Super Americas and Superfast were the last of the hand-built GTs when each was different from its nominal brother.
]]> http://blog.norcalcars.com/ferrari-410-super-america/feed/ 3 http://blog.norcalcars.com/de-tomaso-pantera-gt5-s/ http://blog.norcalcars.com/de-tomaso-pantera-gt5-s/#comments Mon, 22 Feb 2010 20:06:23 +0000 Fahad Majidi http://blog.norcalcars.com/?p=633 Tweet

After early forays into building single-seater for Formula Junior and Formula 2, Alejandro de Tomaso joined the ranks of Italian sports car builders back in 1963. The first offering was the mid-engined Vallelunga which used a backbone chassis to which was bolted a 1600 cc Ford Cortina engine; this took all the rear suspension loads via arms on the transaxle bell housing. The theme was extended at the 1965 Turin Show with a sports racing car using a bigger backbone which carried a 271 bhp Ford Mustang engine; never raced, this formed the basis of the Mangusta using body styling by Giugiaro while he was working at Ghia.

Production started in 1967, the year that de Tomaso acquired Ghia – Ghia built the bodies in Turin and de Tomaso fitted the power train in Modena. The same year saw Ghia in production with the Giugiaro designed Maserati Ghibli. Meanwhile, Ford of America, having tried to buy Ferrari in the early ‘sixties, were still on the look-out for an Italian supercar to add to the Lincoln range.

They liked the Ghibli and came to look at Mangusta in 1969, at which time Tom Tjaada had just completed a scale model of a new Ford-powered sports car. Ford didn’t like the Mangusta, largely because it wouldn’t pass the forthcoming stricter American safety first standards, but they saw a better future for the Tjaada car and signed an agreement in September 1969 for technical corporation between Ford of America, Ghia and de Tomaso who would build concept cars and niche vehicles for Ford. The first of these would be the Pantera, to be built at the rate of 100,000 a year with de Tomaso retaining the right to non-American sales.

Dallara came from Lamborghini to redesign the chassis which followed contemporary racing practice with a sheet steel monocoque centre section with strong sills; Ford’s latest 351 cu.in (5752 cc) V8 was attatched to the rear and mated to a ZF transaxle. Ghia didn’t have enough space to assemble the cars in the required quantity so de Tomaso acquired the Vignale factory in late 1969. Less than a year later, Ford had acquired 84% of de Tomaso’s Ghia/ Vignale/ Pantera operation.

Nearly 300 Panteras were sold in Europe in 1970, but American approval didn’t come until 1971 after a certain amount of Ford ‘productionisation’. US sales were slower than anticipated, with 1550 in 1972 and 2030 in 1973; and then came the energy crisis. This coupled with even stricter emission laws coming for 1975, forced Ford to stop importing the Pantera and close the Vignale plant in the late 1974, by which time they had taken over de Tomaso’s minority shareholding and had become owners of Ghia and Vignale. De Tomaso continued to build the Pantera in Modena and has continued to update it ever since with more power, wider wheels and aerodynamics appendages.

Where the original 300 bhp Pantera would reach nearly 150 mph on the right gearing, the 1985 GT5-S clocked 160 mph. In 1990, the bodywork was restyled by Gandini and the engine had changed to the Ford 302 cu.in V8 using fuel injection to give 305 bhp. You can still buy one on this form, or as the Pantera 200 with twin turbos and 530 bhp; the 200 denotes 200 mph, but no one has yet put to the test.

Meanwhile de Tomaso launched the Guara in 1993, now available in open, coupe or Targa forms. Once again, it has backbone chassis but this time in aluminium honeycomb and composites; 304 bhp comes from a 4.0 liter BMW V8, which should give it a maximum speed around 160 mph. Throughout its long career, the Pantera displayed the virtues of Italian flair with old-fashioned, but economical, American muscle. It was fast, stylish, easy to maintain and established the de Tomaso name in the sports-car world. With the company now being run by the founder’s son, Santiago, the Guara should keep the flag flying.
]]> http://blog.norcalcars.com/de-tomaso-pantera-gt5-s/feed/ 13 http://blog.norcalcars.com/chrysler-viper/ http://blog.norcalcars.com/chrysler-viper/#comments Sat, 13 Feb 2010 21:13:12 +0000 Fahad Majidi http://blog.norcalcars.com/?p=612 Tweet

The Viper sets out to be an anachronism. It is modern technology applied to an old fashioned concept of enjoyable open motoring; raw fun on four wheels. There are other cars with some of the same retro appeal, like the TVR Griffith, but the Dodge Viper has more in common with a 1965 Shelby Cobra than with Blackpool’s best. What sets it apart from this decade is the big, lazy engine, an 8 liter V-10 and the studied lack of creature comforts; you didn’t expect a quiet ride in a Cobra, or a snug fitting roof, but you did expect raucous high performance in any gear, just like the Viper. Against the Cobra it is 7 inches wider and 5 inches lower, a Cobra with a modern stance.

The common denominator is indeed Carroll Shelby, Shelby who put Ford V-8s into AC’s very British sports car and won a World Championship, the same Shelby who then worked over Chrysler saloons to transform their performance. And Shelby has been in the background of the Viper development. But the concept was Chrysler’s spurred on by President Bob Lutz, and arch enthusiast for the sheer fun of driving anything that challenges the driver.

The Viper was first shown as an eye catcher on the Dodge stand at the 1990 Detroit Motor Show a fully engineered eye catcher that was there to gauge public reaction to retro styling in general and the Viper in particular. Both way it was well received and, two years later, it reappeared ready for production which can reach up to 5000 units a year should demand be there.

Its chassis is built up in sheet steel, stiffened by large box section in the sills and central tunnel, and substantial bulk heads each side of the cockpit. All independent suspension uses double wishbones at each corner, and the steering is power assisted; it need to be with that big engine weight coupled with massive tyres, the front wheels are ten inches wide and the rears thirteen. The grip that the tyres generate is prodigious.

The front mounted engine started life as a cast iron truck unit, but has been re-engineered with aluminium block and heads by Lamborghini, who were owned by Chrysler at the time. The 7990 cc V-10 now develops 406 bhp, the level of specific output that was normal in a ‘fifties’ saloon, so it should last. Mated to it is a six speed Borg Warner gearbox with an axle ratio giving such high gearing that it only needs 1400 rpm to cruise at 70 mph in sixth. The most sophisticated part of the car is the engine/ transmission management system which controls the fuel injection and also inserts a detent to prevent selection of second and third gears when accelerating gently, thereby saving fuel emission testing.

The body is ‘sixties curvaceous but made from a modern acrylic plastic. The overall style follows the rounded sports car themes of Mazda MX-5 and Suzuki Cappuccino, but the squat proportions and the sheer size make it a very impressive beast. And its potential performance is a match for its ancestor; the 7 liter Cobra, too, would achieve over 160 mph given the right gearing and reach 100 mph in around 10 seconds.

But the Viper’s charm is the ability to accelerate so quickly in any gear; accompanied by an explosive roar you can blast past anything in whatever gear you happen to be. It is an exhilarating but tiring drive, a big toy built for driving pleasure rather than practical commuting.
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