Does Your Favorite Football Team Have A Matching Vehicle?

Mercedes-Benz Stadium in Atlanta will host Super Bowl LIII this weekend. An ambitious Los Angeles Rams team will face the mighty New England Patriots, a contest even super computers are analyzing. With football fever in the air, the staff at All-Fit Automotive sought to find vehicles for each NFL team. Some were rather easy, like the Denver Broncos and Jacksonville Jaguars, but others required a little more digging.

“Some of the cars I’d never heard of before,” admits A.J. Dudon, CEO of All-Fit Automotive.

Here is a look at what All-Fit Automotive found.

AFC West

The Ford Bronco immediately springs to mind here. Although they took a pounding at the hands of Joe Montana and the 49ers in Super Bowl XXIV, John Elway and his troops would emerge for back-to-back championships in 1997 and 1998. The Denver Broncos returned to the Super Bowl more recently with Peyton Manning.

Elsewhere in the AFC West, the Dodge Charger and the San Diego . . . er . . . Los Angeles Chargers share a common history. The Dodge Charger actually made its debut in Southern California, being introduced at the 1966 Rose Bowl.

1968 Dodge Charger 426 Hemi. Photo: From The Art of Mopar by Tom Glatch, published by Motorbooks.

AFC South

Remember the Titans! But never forget the Oilers! The Tennessee Titans, who share their name with Nissan’s flagship truck, battled the St. Louis Rams during Super Bowl XXXIV in January of 2000. It remains the Titans only Super Bowl appearance but marked the first championship for a Rams team lead by quarterback Kurt Warner. Despite the Rams having “The Greatest Show On Turf” with regard to their offense, Super Bowl XXXIV was largely a defensive affair.

The AFC South also houses the Jacksonville Jaguars, who appeared in 1995 as one of two expansion teams that year. The connection here is easy – Jaguars football, Jaguar automobiles – but it goes beyond the obvious. Jaguars owner Shahid Khan has long-standing roots in the automotive business. The now billionaire put himself through school at the University of Illinois while working at Flex-N-Gate.

Today, Khan owns the automotive manufacturing company he worked at in college.

Nissan Titan with a factory lift kit. Photo: Nissan North America.

AFC East

Holding down the AFC East is the Muntz Jet, a sleek and sporty offering for its day. Hagerty details the story of one Frank Kurtis, an IndyCar builder who later sold his auto company to Earl William “Madman” Muntz. The pitchman’s vision for the car differed greatly from that of Kurtis who wanted the vehicles to become the American equivalent of Jaguar. Under Muntz, the Jet came with a host of interior arrangements that included alligator, emu, leopard, or snake skin, and even a cocktail bar.

Although a money loser, Muntz claimed the company built nearly 400 Jets, although that number is disputed by historians. Regardless, there are even less Joe Namaths. That is to say there is only one. Imagine Broadway Joe rolling through New York City in one of these collectibles?

“Once we found a vehicle, we tried to place a star quarterback or popular coach behind the wheel,” Dudon said.

1953 Muntz Jet Convertible.

AFC North

Over in the AFC North, the Sunbeam Tiger is similar to the Cincinnati Bengals. As for the Cleveland Browns? For better or worse, not a single automaker (that we are aware of) ever debuted a concept car called “The Brown.”

NFC West

Ram Trucks and the Los Angeles Rams naturally, both of which have done their fair share of moving and shaking. The NFL team started as the Cleveland Rams in 1936, then moved to Los Angeles in 1946; St. Louis in 1995, then back to L.A. in 2016.

As for Ram Trucks, they were originally just Dodge trucks with a Ram hood ornament as far back as the 1930s. By the 1980s, they evolved into Dodge Ram trucks, finally becoming their own division in 2010.

2019 Ram 1500 North Edition. Photo: FCA US LLC.

NFC North

Minnesota Vikings fans have felt that “so close, yet so far” pain for seasons on end now. The franchise has been to four Super Bowls but has yet to secure a championship. To add insult to injury, Vikings fans have endured six NFC Championship Game losses since 1978. While there is still hope for the Minnesota Vikings, the General Motors Viking not so much.

The original Viking was actually an Oldsmobile built on the automaker’s GM B platform. The Viking car survived only a few years, being adopted by Chevrolet who slapped the namesake on the side of a medium duty truck in 1958. But the Viking truck soon faded into the annals of automotive history. Neither of these “Vikings” could match the longevity of Bud Grant, the iconic Minnesota Vikings head coach (1967-83 then ’85).

Given his reputation for frugality, if he owned either of these vehicles, he probably still has it.

Skol!

Oldsmobile Viking advertisement, May 1929, Saturday Evening Post.

NFC South & East

The Ford Falcon enjoyed a solid production run between 1960 and 1970, and configurations were endless. The Falcon was offered as a two-door or four-door sedan; two-door or four-door station wagon; and as a hardtop or convertible. Even a Ranchero pickup option existed. Whiz Kid Robert McNamara, later the U.S. Secretary of Defense, oversaw the Falcon’s development at a time when Ford was struggling. The “Whiz Kids” were ten USAAF World War II veterans who became Ford executives in 1946 at the behest of Henry Ford II.

The NFC South Atlanta Falcons have their own nicknames: “Grits Blitz” describing their late 70s defense and the more affectionate “Dirty Birds.”

Over in the NFC South the AMC Eagle pairs nicely with the Philadelphia Eagles. Surprisingly, there isn’t a rugged work truck named for America’s Team, the Dallas Cowboys.

The final AMC cars were the 1988 Eagles. Production was completed by the end of 1987. Photo: From American Motors Corporation: The Rise and Fall of America’s Last Independent Automaker by Patrick Foster, published by Motorbooks.

Putting It On The Gridiron

All-Fit Automotive complied everything into the graph below, with one you can share on social media here.

“There are a lot of vehicles in the world, so it’s possible we missed one,” Dudon said. “Maybe this chart will inspire car names for another generation of automobiles. Who knows?”

Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before returning to school, he simultaneously held product development and experiential marketing roles in the automotive industry.

from Automoblog.net http://bit.ly/2BbXDDO

Café Express: Freeride’s Montesa Cota 247 cafe racer

If you’ve ridden a two-stroke, you’ll know how addictive the power rush (and sound) can be. So we have a soft spot for anything that smells pungent and goes braaap—especially if it’s got a bit of history and a side order of style.

Montesa bikes tick all the boxes: the Spanish manufacturer was hugely successful in motocross and road racing from the sixties to the mid-eighties. Its Cota 247 model was also popular with trials riders—but who’d have thought a trials bike would make a great little café racer?

Proof comes from the small village of Graulhet in southwest France, which is home to Pierre Dhers and his company Freeride Motos Racing.

Pierre specializes in the repair and maintenance of classic bikes, and prepping machines for vintage racing series. But he’s also very good at creating sharp-looking, quirky customs—like the Honda CX650 scrambler we featured a few months ago.

“Although this Montesa was a trials bike originally,” Pierre tells, “our client wanted it transformed into a sport model. He was inspired by racing history, when Montesas skimmed around the circuits of Spain and the world in the 70s.”


It’s one hell of a transformation. At just 192 pounds (87 kilos) dry, the original Cota 247 is a nimble handler so weight reduction was not a priority.

At the core of this build is the engine, a punchy little 247 cc number that puts out 20 frisky horses in stock form.

Pierre has given it a full reconditioning, with new bearings and seals, and even a new crankshaft. He’s also tweaked the stock exhaust system and intake, and fitted a big bore piston kit from Italkit.

The original Amal carb has been upgraded to a Mikuni VM26 with a free-flowing BMC filter, and there’s now a Powerdynamo electronic ignition to keep the timing nice and regular.

After many ours of fettling and polishing, the motor looks as good the day it left the Barcelona factory in 1972.

Right above is the fuel tank from a Malaguti Olympic, a 50cc moped from the 1970s. It’s an inspired choice: in this context, the chiseled lines look amazingly contemporary and completely change the vibe of the Cota.

Pierre has added a custom fiberglass rear cowl to match, plus discreet aluminum fenders. Midwest Aero Design shot the intense red paint, and a fresh coat of satin black epoxy helps the frame fade into the background.

Pierre has modified the frame to suit the new lines, and also given it a thorough overhaul. “I cleaned up the welds with new TIG welds—for strength, because the originals are poor quality.”

The new rear cowl is covered in a racy black suede that extends over the seat pan, applied by Kabuki 
Sellerie. We haven’t heard of that French shop before, but they obviously know what they’re doing.

Since this Cota tips the scales at less than 200 pounds, full Öhlins superbike suspension would be overkill.

So Pierre has overhauled and cut down the original Betor forks. Now fitted with shorter springs, they’re hooked up to 18-inch period-correct Akront wheels using a hub from a 1960s Montesa Impala street bike. There’s a matching Akront out back, cushioned by new YSS shocks.

Converting a trials bike to a café racer involves a multitude of smaller details too. Pierre has created dozens of small parts—including new mounts for the tank, seat and repositioned footpegs—and adapted Tarozzi aluminum linkages for the foot controls.


He’s built new clip-ons too, adapting them to the stock Cota 247 top yoke, and installed a Domino throttle and Amal brake and clutch levers.

The little Montesa is now ready to hit the streets. And we don’t know whether to applaud the new owner for his unusual choice of steed, or feel slightly jealous.

This pocket-sized café racer is unlikely to break any lap records at Paul Ricard, but it’ll rule the roost at the traffic light Grand Prix. More of this braaaple sauce, please!

Freeride Motos Racing | Facebook | Instagram

from Bike EXIF http://bit.ly/2G1MOIe

2019 Chevy Camaro ZL1 1LE & The Power of Ten

Just when you thought the Detroit Auto Show was over, Chevy drops a rather nice surprise on us. Say hello to the 2019 Chevy Camaro ZL1 1LE, “the fastest, most track-capable Camaro ever.” You pretty much had me at “fastest,” but then you had to add “most track-capable Camaro ever.”

Track capable you say?

And wait, what’s this about a new transmission? Now you tell us!?

Money Pits & Stop Watches

Look, I’m not much of a track guy. I like going to tracks – love going to tracks, actually – but getting out there in my own car and running around is not my bag, man. There’s a bunch of reasons for this. It’s expensive, for one thing. You burn up tons of cash on stuff you wouldn’t normally think of as “consumables.” Stuff like tires and brake pads and discs. At some tracks, you can go through a full set of all three in a weekend!

I’m a writer man, I don’t make that much money. But really, it’s because I’m slow. Sure, it’s fun to think I’m the next best thing to Mario Andretti, but that stop watch don’t lie.

But lots of you do like to spend time at tracks. I get the appeal: Go fast, no tickets. Hard to argue with that. So say you’re a track geek with a bent for American iron. Corvette? Sure, plenty of those at a track. But want something different? Might I suggest a 2019 Chevy Camaro ZL1 1LE?

2019 Chevy Camaro ZL1 1LE. Photo: Chevrolet.

Black Magic Woman

The party piece of the 2019 Chevy Camaro ZL1 1LE is, of all things, its new automatic transmission. Specifically an available 10-speed automatic. Now, before you go all ape-like here, let me just say that I am (partially) with you. Automatic transmissions are frightening compromises that, near as I can tell, run on black magic and sorcery. Plus, they are not nearly as fun as a manual.

That said, however, there’s a whole new breed of auto-boxes out there that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.

These new-gen automatics first started appearing in trucks. All your purist thoughts about “manual trannies until I die!” fly out the window when dealing with trucks. You ever try to up-shift a truck hauling tons up a grade? I have, and it is an embarrassing grinding of gears and near (if not outright) stalling. The tech that made trucks more usable made its way into more plebian transportation and, from there, into the hands of grease-stained gearheads in performance departments.

Which leads us to the 2019 Chevy Camaro ZL1 1LE and its 10-speed transmission.

Photo: Chevrolet.

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There's a whole new breed of auto-boxes that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.
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The Power of Ten

Can you dig that? Ten speeds! Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin’ that downshift paddle five, six, seven times before hitting the apex. Oh, automatics are slower, you say? Ha! says Camaro Chief Engineer Mark Dickens.

“This transmission is optimized for speed. With unique Track Mode calibrations and 10 gears, you are always in the perfect gear when rolling on or off the throttle,” he explained. “You may not be a professional race car driver, but now you can shift like one.”

Remember what I said about stop watches not lying? The new Camaro ZL1 1LE, with the 10-speed auto, clocks in at more than half a second faster than the standard manual on the 2.9-mile Milford Road Course at GM’s proving grounds. Half a second. I know racers that would give up a finger to get that much. GM goes on, saying on longer tracks their new ten speed will get you even more. On tracks like the Nürburgring, you can expect to trim off several seconds versus the older six-speed manual ZL1 1LE.

That’s oddly specific, no? Why it’s almost like Chevy ran both versions back-to-back at The ‘Ring and are subtly letting us know or something.

Related: From CTS to ZL1: The story of GM’s fastest track car.

The Chevy Camaro ZL1 1LE on the Nürburgring Nordschleife last year. Photo: Chevrolet.

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Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin' that downshift paddle five, six, seven times before hitting the apex.
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Power & Performance Upgrades

To better suit the ZL1 1LE’s performance package upgrade, special calibrations were made to the transmission, electronic limited-slip differential, and traction system. The “Multimatic Dynamic Suspension Spool Valve” shocks have been tuned to better handle the weight transfers that result from the faster shifts.

Chevy even added a new transmission oil pan and an additional cooling duct for the steering gear.

The forged aluminum wheels are an inch wider but an inch smaller in diameter. The new summer-only Goodyear Eagle F1 Supercar 3R tires deliver lateral grip of 1.10g. Overall, the whole car is lighter. The wheels and dampers, thinner rear glass, and a fixed-back rear seat all help drop more than 50 lbs. from the curb weight versus the standard ZL1 Coupe.

All of these performance goodies are motivated by a 650 horsepower, supercharged LT4 engine and controlled (thankfully) by big Brembo brakes.

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The party piece of the 2019 Chevy #Camaro ZL1 1LE is, of all things, its new automatic transmission.
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Not Too Spartan After All

If you want just the 10-speed tranny, that’ll set you back $1,595 while the ZL1 1LE Track Performance Package will run you $7,500. Both of which seem completely reasonable to me. Overall, the 2019 Chevy Camaro ZL1 1LE starts at $70,495.

There are other modern niceties for your money, like dual-zone automatic climate control, heated and ventilated front seats, and a Bose premium audio system. Just to let you know that this is not some track-only stripper.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 

Photos & Source: Chevrolet.

from Automoblog.net http://bit.ly/2RXB0Nz

This CB750 cafe racer roams the capital of Pakistan

There are around 2.5 million motorcycles on the road in Pakistan. Which sounds impressive until you learn that the population is over 210 million—and most of those bikes are tiny Chinese- and Japanese-made commuters.

The custom scene is virtually non-existent, because the import duty on motorcycles is a whopping 50%, and there are sales taxes on top. Which also explains why there are only about a dozen Honda CB750s in the whole country.

This is one of those CB750s: a 1977 Super Sport owned by reader Haris Aziz of Islamabad. And it’s the first bike we’ve featured from the world’s sixth most populous country.

“I had no plans to make a cafe racer: I just loved the model as it is,” Haris tells us. “This Super Sport was a runner, but in poor condition. Most of the fittings were either broken or covered in surface rust.”

Haris rode the CB750 for a year and resisted the temptation to mess with it. “I absolutely adore the cafe racer look, but with imports banned, the remaining CB750s are the last of the breed.”

But when he couldn’t delay the repairs any longer, Haris found out that a stock restoration would cost too much—due to the poor rupee-dollar exchange rate. He decided to have it custom built.

“I chose Zeeshan Motorsports in Karachi to do the job,” he says. “They have exquisite attention to detail and experience with big Japanese bikes.” Karachi, by the way, is a 20-hour, 900-mile drive from Haris’ home city.

Haris designed the bodywork (“using my horrible Photoshop skills”) and ZMS beat it out to the exact same proportions. Interestingly, the guys used the Golden Ratio to achieve the perfect balance of tank, seat and cowl.

“A Bike EXIF how-to-article also inspired me: I made sure the angles were all perfect, such as the angle of the headers to the frame, the muffler to the seat, and so on.”

The subframe is actually unmodified, and retains the original seat hoop— although it’s been detabbed to give it that smooth and sleek look.

While the new bodywork was being hammered out, ZMS also carried out a complete engine overhaul and fitted a Barnett racing clutch.

The ‘sidewinder’ exhaust was custom-made in Pakistan with a stainless steel muffler. “Tuning the carburetors was a challenge,” Haris reveals. “So we built a custom airbox, mounted a single pod filter, and switched to a Suzuki GS1000 CDI ignition to make starting and riding more reliable.”

There’s a new headlight—which at 4400 lumens is a huge improvement on the original—and an aftermarket taillight and blinker set.

There’s also new wiring throughout, and an interesting starting mechanism: an aircraft-style toggle for the kill switch, and a starter button right on top of the triple tree. (“It makes starting her a joy every time!”)

“The Honda was built on a budget, so unfortunately we couldn’t fit high-end gear such as the Motogadget m.unit,” says Haris. “But that doesn’t rule out future upgrades!”

There were no corners cut on the paint scheme, though. It accentuates the flat, free-flowing bodywork, with coach lines hand painted by an expert local craftsman. The frame and (original) wheels were painted black, and the deep blue tank and cowl make the raw metal of the engine pop.

“We’re all extremely proud of the way she turned out,” says Haris. “Especially given the limited knowledge and budget we had.”

“The cafe racer culture is just starting here in Pakistan, but most bikes are single cylinders and no one is venturing into the complicated world of big four-cylinders.”

We reckon it’s an amazing result. And proof that sometimes, constraints can force you to be more creative.

Images by Saad Zia Photography.

from Bike EXIF http://bit.ly/2miVnmF