Cars have been examined by the Australasian New Car Assessment Program since 1993 to find out the extent of security provided in a crash. The solely mannequin to have ever acquired a zero-star score was the Mitsubishi Express van again in 2021. Add a few new autos to that record as a result of the MG 5 and Mahindra Scorpio additionally failed ANCAP’s test.
They failed for just a few causes. The sedan’s entry-level trim would not even have seatbelt pretensioners whereas the dearer model solely has them for the entrance seats. The MG 5 additionally lacks blind spot monitoring and lane help whereas the intervention of autonomous emergency braking was restricted.
These drawbacks had been mirrored within the automobile’s security score for the reason that sedan scored solely 37 % within the Adult Occupant Protection class and 58 % for Child Occupant Protection. The MG 5 received a 42 % rating for Vulnerable Road User Protection and solely 13 % for Safety Assist.
As for the Mahindra Scorpio, the body-on-frame SUV did not fare any higher both. ANCAP rated it at 44 % for grownup safety and 80 % for baby safety. It solely received 23 % within the Vulnerable Road User Protection class and 0 % for Safety Assist. It’s offered in Australia with six seats whereas in New Zealand it additionally is available in a seven-seat structure with the center row’s heart seat that includes a lap-only seatbelt.
The Mahindra Scorpio did obtain a five-star score from Global NCAP a few yr in the past. How can there be such a discrepancy between the 2 crash tests? Global NCAP prioritizes crash security whereas ANCAP is extra about lively security to forestall an accident.
ANCAP Chief Executive Officer, Carla Hoorweg, mentioned each MG and Mahindra have “misjudged the safety expectations of today’s consumers. This is a stark reminder that not all cars offer the same level of safety – even when they’re brand new models.”
The Fox-body Ford Mustang was available from 1979 through 1993 and has achieved robust aftermarket support that has let owners build vehicles into drag racers, track cars, or whatever else a person could want. This one from Late Model Restoration hits the dyno, and it’s ready to eat up the quarter mile. The company calls the machine Dragula because of the black paint and coffin-like cabin.
Under the hood, there’s a modified 351-based V8 engine that now displaces 393 cubic inches (6.44 liters). It also has new cylinder heads and camshafts. There’s a 90-millimeter throttle body. A Pro-M engine management system keeps things running. The gearbox is a five-speed manual that goes through an aluminum driveshaft with 3.55 gearing at the back. The exhaust gases exit through pipes that make a muscular note.
The dyno shows this Mustang making 386.1 horsepower and 410.6 pound-feet at the wheels. In comparison, even the 1993 Ford Mustang SVT Cobra, which was among the top versions of the factory-available fox-body models, made 235 hp.
This car previously had a turbo and an engine with different internals. It made 443 hp and 414.2 lb-ft in that guise. However, all of the power was at the top end of the rev range. This means that as a street car, the current setup would be superior because more power and torque are available at lower rpms. At reduced revs, this tune has around 100 hp and 75 lb-ft more than the forced induction setup.
Today, the Ford Mustang and Dodge Challenger are in a sales battle. As of Q3 2023, Ford has moved 35,315 of its pony cars. Meanwhile, Dodge had delivered 35,350 units of the brand’s competitive product.
The most valuable iteration of the Toyota Supra is the fourth generation, which was in production from 1993 to 2002. When it was first released in 1998, it carried a price tag of under $31,000. However, over the years, its value has appreciated significantly. Today, depending on its condition, a 1998 Supra can fetch anywhere between $35,000 and $65,000, with some exceptional examples selling for over $100,000 each.
The fourth generation Supra boasted a twin-turbo 3.0-liter straight-six engine that churned out 312 horsepower and 315 pounds-feet of torque. With this power, the 3,265-pound coupe could race from 0 to 60 mph in just 4.7 seconds and reach a top speed of 177 mph. Additionally, buyers had the option to choose a model with a removable targa top. The 18.5-gallon fuel tank and the highway fuel mileage of 22 mpg offered a cruising range of over 400 miles.
Despite these impressive features, the declining popularity of two-door coupes in the U.S. market as the 21st century began led to the discontinuation of the Supra after the 2002 model year. The nameplate remained dormant until 2019, when the Supra returned in its current iteration.
Roof helmets have been around since 1993, and has become quite popular among motorcyclists thanks to its unique, rounded look that’s a fusion of modern and retro styling. The French brand is celebrating its 30th anniversary by unveiling the newest version of one of its most popular helmets, the Boxxer 2 modular helmet.
The very first Roof Boxxer helmet was launched all the way back in 1995, and it gained popularity thanks to its style and practicality. The helmet featured a modular design with a chin bar that flipped open 180 degrees. This meant that it got completely out of the way of the rider, while at the same time providing the helmet with an unmistakable aesthetic. Fast-forward to 2017, and Roof introduced the Boxxer Carbon, a much lighter, more performance-oriented lid of the same design and look.
As for the Boxxer 2, one glance is all it takes, as it’s clear to see that it’s an evolution of the Boxxer marque. Roof has tried its best to keep the helmet’s styling intact, and indeed, it has done this all while updating the helmet’s technology to meet the exacting parameters of the new ECE R22.06 standard. Like before, the helmet retains its dual P/J homologation, which means it’s approved for road use with the chin bar both open and closed.
The Roof Boxxer 2 features a fiberglass shell which now gets a new FleXLocker system for locking it in the open position. The result is a lightweight helmet, considering the fact that its modular, tipping the scales at 3.5 pounds (1,600 grams). It’s interesting to note that while other helmets tend to gain weight after conforming to the 22.06 standard, the Boxxer 2 has managed to keep its weight identical to its predecessor.
On the inside of the helmet, the Boxxer 2 gets a removable and washable Silent Lining interior complete with antibacterial treatment. As the name suggests, the inner liner has been designed specifically to offer comfort and an extra quiet ride. The lid also comes with extra cushions so you can adjust the thickness, and cheek pads of varying thicknesses are also available as options from the brand. The lid gets a clear anti-scratch visor with an anti-fog screen, and is intercom-ready.
In terms of pricing and availability, the Roof Boxxer 2 modular helmet is offered in three solid colors consisting of black, gray, and red, as well as a selection of graphic options. The helmet comes in sizes ranging from XS to XXL, and carries a suggested retail price of 499 Euros, or about $536 USD.
Mike LaRocco earned the 1993 500 National Championship, but never got to defend it. The AMA no longer recognized the class from 1994 forward. How could the 500s go from being the most prestigious class in motocross to being dropped? In the December, 1993 issue of Dirt Bike, Roger DeCoster told us how it went down.
Congratulations and condolences to Mike LaRocco. Last month he wrapped up his first 500 National Championship. Unfortunately, it will also be his last. In fact, it will be America’s last. Mike will never even get to ride with his #1 plate, because next year there will be no 500 class in America.
Even in Europe, the 500 class is taking a back seat, with the FIM directing TV coverage to the 250s and the manufacturers directing their teams likewise. What happened? How is it possible that the 500 National Championship, once the most prestigious class in motocross, has come to an end? It’s a complicated issue, but in truth, the 500 class hasn’t suddenly dropped dead just now. This is only the burial. The class actually died, or at least began to die, back in the early ’80s. That was when various forces first started to combine to eventually result in this situation. The first factor was the rise of Supercross as a 250/125-only sport. Open-class bikes simply weren’t suited for tight stadium tracks, so they were excluded and relegated to outdoor-only tracks. It didn’t take long for manufacturers to realize that Supercross was where the bulk of MX spectators were. Soon, most of each company’s development effort was concentrated on the 250 class. Marketing executives wanted their teams to win in front of the big Supercross crowds, so the factories went all-out and made major changes to the 250s more often than the other models.
Mike LaRocco rides with his number one plate on his KX500 for a Dirt Dike Photo shoot. He never got to race with it, at least not in the U.S.
The next blow to the 500 class came in the form of a worldwide sales slump in the mid-’80s. Motocross bikes were less affected by the slump than street models, but nonetheless the factories suddenly had fewer resources to draw upon for racing. Suzuki and Yamaha made the first big cutbacks, deciding to stop competing in the 500 class in both Europe and the U.S. Their Open bikes had sold poorly–Suzuki stopped manufacturing its RM500 altogether. In the U.S., that left Honda and Kawasaki as the only two manufacturers to support the 500 class.
Another factor was the changing nature of track design. Outdoor tracks became more and more like supercross. It was only natural–spectators got used to seeing riders get big air in stadiums and began to expect it outdoors, too. Also, young riders wanted more jumps. They had grown up learning to double jump before they even knew how to ride down a rough straight. Those kinds of tracks are more suited to 250s.
Jeff Ward’s 1990 KX500 was almost the same bike as LaRocco’s in 1993.
So, now we get to the point where there are not enough teams in the 500 class, not enough riders and not enough bikes. It was time for the burial. At this point, it seems silly to point out what could have been done to save the class. Some action would have been better than no action, though. While I don’t have all the answers, I think the class could have been saved if early action had been taken, both in Europe and in the U.S. In Europe, the FIM is notorious for ignoring problems or denying that they exist. It would have been possible to design tracks with Open bikes in mind, for example. It’s kind of boring to watch a 500 on a really tight track, but the sounds and the power that a big 500 makes when it has a little open space are exciting in a very different way. I think spectators would respond to that and be eager to see 500s in the right environment. That, in turn, might have brought more sales to the 500 class.
Roger DeCoster performed his own 500 shootout in the pages of Dirt Bike in 1995. Click on the image above to see which was his favorite.
Another possibility might have been to enforce the production rule in just two classes while the 500 class was left open to works bikes. In Europe and in the U.S., each class could have its attraction: The 500 class would be for works bikes, and maybe even four-strokes in the future, the 250 class for production-based 250s, and the 125 class for younger riders. Now the 125 class has the most rigorous travel schedule in both Europe and the U.S. In America, the 125 outdoor schedule is as long as the 250 and 500 circuits put together, and in Europe the 125s are required to travel to South America twice in the series. With less travel and perhaps an age limit (or a champion-moves-up rule like the U.S. had), the 125 class would be cheaper for manufacturers as well as privateers, allowing budgets to be stretched to cover all three classes.
At any rate, the time for thinking about what could have been done is past. It’s more beneficial to think about the future and what will fill the place of the 500 National series here in the U.S. I think the AMA’s plan is a good one. The 500 class will be replaced by a new six- to eight-race series called the “Fall Classic” (interesting how it could become a classic before the first race is run). By the time you read this, the new series will already be underway. The attraction of the new series will be the fact that it will be open to any bike over 250cc. No weight limit, no production rule, two-stroke or four-stroke, as big as you like. In a way, it’s an attempt to revive the old Trans AMA series.
The rules, or the lack of rules, might stir up some interest in big bikes. Someone like Eyvind Boyesen might send a rider to test some new ideas in an actual race. I don’t think there will be many works bikes from Europe showing up, though–basically, there aren’t any, aside from Jacky Martens’ Husqvarna four-stroke. Still, the possibility is there.
Whether or not he rides, I think that Martens will have an effect on this new series in the U.S. He just won the 500 GP title in Europe on his thumper, becoming the first rider to do so since Jeff Smith did it in ’65 with his works BSA. On top of that, Joel Smets finished third on a Husaberg four-stroke this year. This seems to be generating a resurgence of interest in four-stroke motocross. This new class is a natural for four-strokes. In the future, it might even be conceivable to change it to an all-four-stroke series, although if that were to happen right now, they might have a hard time filling the gate. It will be interesting to watch and see if interest keeps going in that direction. The sounds alone might be enough to draw spectators to big four-stroke races. I have even heard that Honda has talked with Martens about testing a new four-stroke in Europe next year, with the intention of racing it in ’95. Wouldn’t that be an interesting twist?
So while I would be dishonest if I said the death of the 500 class didn’t disappoint me, I think it’s pointless to mourn for it now. The future actually looks more exciting than it has in years. Motocross, as always, is in the process of big change–and change isn’t such a bad thing.
The fourth-generation Toyota Supra, known as the Supra Mk4, was produced from 1993 to 2002. It is highly sought after today, especially rare well-preserved examples. However, finding one in its original condition has become increasingly difficult. One particular black Supra has been left uncared for and hasn’t been washed in years, resulting in a heavily damaged exterior. But with the right tools and knowledge, it is possible to restore its factory look.
Before anything else, the car undergoes a contactless prewash to remove any loose dirt and grime. The Supra is then lifted on a car jack for easier access to the underbody. A thorough wash is done using a microfiber sponge and brushes for intricate areas. The wheels are also taken off and cleaned extensively, especially the front wheels which have accumulated a lot of brake dust. Once the car is clean and dry, the real challenge begins.
All exterior surfaces need to be clayed, which involves using a synthetic poly clay bar to remove bonded surface contaminants. This step is vital before proceeding to the polishing process, particularly for a car that has been exposed to the elements for years. There is still much work to be done, and that’s just for the exterior. The interior makeover is yet to come. Despite the daunting state of the Supra’s paintwork, the results are truly impressive.
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