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1979 energy crisis
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Further information: 1979 world oil market chronology
1979 oil crisis
Graph of top oil-producing countries, showing drop in Iran's production[1]
Date
1979 (1979)–1980 (1980)
Also known as
Second oil crisis
The 1979 (or second) oil crisis or oil shock occurred in the world due to decreased oil output in the wake of the Iranian Revolution. Despite the fact that global oil supply decreased by only ~4%, widespread panic resulted, driving the price far higher. The price of crude oil more than doubled to $39.50 per barrel over the next 12 months, and long lines once again appeared at gas stations, as they had in the 1973 oil crisis.[2]
In 1980, following the outbreak of the Iran–Iraq War, oil production in Iran nearly stopped, and Iraq's oil production was severely cut as well. Economic recessions were triggered in the United States and other countries. Oil prices did not subside to pre-crisis levels until the mid-1980s.
After 1980, oil prices began a 20-year decline, except for a brief rebound during the Gulf War, eventually reaching a 60 percent fall-off during the 1990s. As with the 1973 crisis, global politics and power balance were impacted. Oil exporters such as Mexico, Nigeria, and Venezuela expanded production; the Soviet Union became the top world producer; North Sea and Alaskan oil flooded the market. It seemed that the United States of America and Norway had much more oil reserves than forecasted in the 1970s. OPEC lost influence.
Contents
[hide]
1 Iran
2 Effects
2.1 Other OPEC members
2.2 United States
2.3 Other oil-consuming nations
2.4 Automobile fuel economy
3 See also
4 Further reading
5 References
Iran[edit]
See also: Iranian Revolution and Iran–Iraq War
This section needs expansion with: supply disruptions from Iran–Iraq War. You can help by adding to it. (December 2015)
Amid massive protests, the Shah of Iran, Mohammad Reza Pahlavi, fled his country in early 1979 and the Ayatollah Khomeini soon became the new leader of Iran. Protests severely disrupted the Iranian oil sector, with production being greatly curtailed and exports suspended. In November 1978, a strike by 37,000 workers at Iran's nationalized oil refineries initially reduced production from 6 million barrels (950,000 m3) per day to about 1.5 million barrels (240,000 m3).[3] Foreign workers (including skilled oil workers) fled the country. On January 16, 1979, the Shah and his wife left Iran at the behest of Prime Minister Shapour Bakhtiar (a longtime opposition leader himself), who sought to calm the situation.[4]
Effects[edit]
Other OPEC members[edit]
Fluctuations of OPEC net oil export revenues since 1972[5][6]
The rise in oil price benefited other OPEC members, which made record profits. When oil exports were later resumed under the new Iranian government, they were inconsistent and at a lower volume, pushing prices up. Saudi Arabia and other OPEC nations, under the presidency of Mana Al Otaiba, increased production to offset most of the decline, and in early 1979 the overall loss in worldwide production was about 4 percent.[7]
OPEC failed to hold on to its preeminent position, especially after Iran and Iraq went to war in 1980 and caused a further 10% drop in worldwide production – and by 1981, OPEC production was surpassed by other exporters. Additionally, its own member nations were divided among themselves. Saudi Arabia, a "swing producer" trying to gain back market share after 1985, increased production and caused downward pressure on prices, making high-cost oil production facilities less profitable or even unprofitable.
United States[edit]
Line at a gas station in Maryland, United States, June 15, 1979.
The oil crisis had mixed effects in the United States, due to some parts of the country being oil-producing regions and other parts being oil-consuming regions. Richard Nixon had imposed price controls on domestic oil. Gasoline controls were repealed, but controls on domestic US oil remained.
The Jimmy Carter administration began a phased deregulation of oil prices on April 5, 1979, when the average price of crude oil was US$15.85 per barrel (42 US gallons (160 L)). Starting with the Iranian revolution, the price of crude oil rose to $39.50 per barrel over the next 12 months (its all-time highest real price until March 3, 2008.)[8] Deregulating domestic oil price controls allowed U.S. oil output to rise sharply from the large Prudhoe Bay fields, while oil imports fell sharply.
And although not directly related, the near-disaster at Three Mile Island on March 28, 1979, also increased anxiety about energy policy and availability.[9]
Due to memories of oil shortage in 1973, motorists soon began panic buying, and long lines appeared at gas stations, as they had six years earlier during the 1973 oil crisis.[10]
As the average vehicle of the time consumed between two and three liters (about 0.5–0.8 gallons) of gasoline (petrol) an hour while idling, it was estimated that Americans wasted up to 150,000 barrels (24,000 m3) of oil per day idling their engines in the lines at gas stations.[11]
Gas coupon printed but not issued during the 1979 energy crisis
During the period, many people believed the oil companies artificially created oil shortages to drive up prices, rather than factors beyond human control or the US' own price controls. The amount of oil sold in the United States in 1979 was only 3.5 percent less than the record set for oil sold the year previously.[12] A telephone poll of 1,600 American adults conducted by the Associated Press and NBC News and released in early May 1979 found that only 37% of Americans thought the energy shortages were real, 9% were not sure, and 54% thought the energy shortages were a hoax.[13]
Many politicians proposed gas rationing; one such proponent was Harry Hughes, Governor of Maryland, who proposed odd-even rationing (only people with an odd-numbered license plate could purchase gas on an odd-numbered day), as was used during the 1973 Oil Crisis. Several states actually implemented odd-even gas rationing, including California, Pennsylvania, New York, New Jersey, Oregon, and Texas. Coupons for gasoline rationing were printed but were never actually used during the 1979 crisis.[14]
On July 15, 1979, President Carter outlined his plans to reduce oil imports and improve energy efficiency in his "Crisis of Confidence" speech (sometimes known as the "malaise" speech).[15] It is often said that during the speech, Carter wore a cardigan (he actually wore a blue suit) [16] and encouraged citizens to do what they could to reduce their use of energy. He had already installed solar hot water panels on the roof of the White House and a wood-burning stove in the living quarters. However, the panels were removed in 1986, reportedly for roof maintenance, during the administration of his successor, Ronald Reagan.[17]
Carter's speech argued the oil crisis was "the moral equivalent of war". Critics, then and now, argued that his varied proposals would make the situation worse, not better.[18] In November 1979, Iranian revolutionaries seized the American Embassy, and Carter imposed an embargo against Iranian oil.[19] In January 1980, he issued the Carter Doctrine, declaring: "An attempt by any outside force to gain control of the Persian Gulf region will be regarded as an assault on the vital interests of the United States."[20] Additionally, as part of his administration's efforts at deregulation, Carter proposed removing price controls that had been imposed by the administration of Richard Nixon before the 1973 crisis. Carter agreed to remove price controls in phases; they were finally dismantled in 1981 under Reagan.[21] Carter also said he would impose a windfall profit tax on oil companies.[22] While the regulated price of domestic oil was kept to $6 a barrel, the world market price was $30.[22]
In 1980, the U.S. Government established the Synthetic Fuels Corporation to produce an alternative to imported fossil fuels.
When the price of West Texas Intermediate crude oil increased 250 percent between 1978 and 1980, the oil-producing areas of Texas, Oklahoma, Louisiana, Colorado, Wyoming, and Alaska began experiencing an economic boom and population inflows.[23]
Other oil-consuming nations[edit]
This section needs expansion. You can help by adding to it. (December 2015)
In response to the high oil prices of the 1970s, industrial nations took steps to reduce their dependence on OPEC oil.[8] Electric utilities worldwide switched from oil to coal, natural gas, or nuclear power;[24] national governments initiated multibillion-dollar research programs to develop alternatives to oil;[25][26] and commercial exploration developed major non-OPEC oilfields in Siberia, Alaska, North Sea, and Gulf of Mexico.[27] By 1986, daily worldwide demand for oil dropped by 5 million barrels, non-OPEC production rose by an even-larger amount,[28] and OPEC's market share sank from 50% in 1979 to just 29% in 1985.[29]
Automobile fuel economy[edit]
Main article: Fuel economy in automobiles
See also: Malaise era
This section may stray from the topic of the article. Please help improve this section or discuss this issue on the talk page. (December 2015)
At the time, Detroit's "Big Three" automakers (Ford, Chrysler, GM) were marketing downsized full-sized automobiles like the Chevrolet Caprice, the Ford LTD Crown Victoria and the Dodge St. Regis which met the CAFE fuel economy mandates passed in 1978. Detroit's response to the growing popularity of imported compacts like the Toyota Corolla and the Volkswagen Rabbit were the Chevrolet Citation, and the Ford Fairmont; Ford replaced the Ford Pinto with the Ford Escort and Chrysler, on the verge of bankruptcy, introduced the Dodge Aries K. GM was having unfavorable market reactions to the Citation, and introduced the Chevrolet Corsica and Chevrolet Beretta in 1987 which did sell better. GM also replaced the Chevrolet Monza, introducing the 1982 Chevrolet Cavalier which was better received. Ford experienced a similar market rejection of the Fairmont, and introduced the front wheel drive Ford Tempo in 1984.
Checker Motors, known for its iconic Marathon sedans used for the taxicab livery, ceased its automotive production in 1982 transitioning to stamping sheetmetal for GM. American Motors, the final independent manufacturer outside of Detroit's Big Three, entered into a joint venture with Renault where its mass market automobiles were sold alongside the remaining AMC product lineup which have declined in sales while AMC's Jeep division was profiting, especially with the introduction of its downsized XJ sport utilities which led to the company's demise (its homegrown compacts dating back to 1970 – they were phased out in 1983 (with the exception of the Eagle 4WD wagon making it the final AMC designed product) and financial woes with the Renault partnership ended the reign of the final independent. Renault ended up owning 100% of AMC in 1982 (resulting in the divestment of AM General) until late 1986 where they sold AMC's shares to Chrysler Corporation. They later absorbed AMC in late 1987 where the Jeep division is now part of Chrysler (now FCA automobiles).
Detroit was not well prepared for the sudden rise in fuel prices, and imported brands (primarily the Asian marques which were mass marketed and had a lower manufacturing cost as opposed to British and West German brands - the rising value of the Deutsche Mark and English Pound resulted in the transition to the rise of Japanese manufacturers where exporting their product from Japan at a lower cost would yield profitable gains despite accusations of price dumping) were now more widely available in North America and had developed a loyal customer base - the Japanese Big Three launched their respective advertisement campaigns (Honda with its 'We Make It Simple' tagline, Datsun (Nissan after 1984) with the tagline 'We Are Driven', and Toyota with 'Oh What A Feeling' (they ran a previous ad campaign prior to 1979 where the company mocked the Plymouth Volare with the tagline 'You Asked For It – You Got It') – luring away traditional Big Three consumers (Subaru in the late 1970s ran an ad campaign where former owners of a Big Three automobile drove their products – one TV ad started with the tagline 'Ford drives Subaru').
A year after the 1979 Iranian Revolution, Japanese manufacturers surpassed Detroit's production totals becoming first in the world. Japanese exports would later displace the automotive market once dominated by lowered tier European manufacturers (Alfa Romeo, Fiat, Opel, Peugeot, MG, Triumph, Citroen). Some would declare bankruptcy (e.g. Triumph, Simca) or withdraw from the U.S. market, especially in the wake of grey market automobiles or the inability of the vehicle to meet DOT requirements (from emission requirements to automotive lighting). Many imported brands utilized fuel saving technologies such as fuel injection and multi-valve engines over the common use of carburetors. Also, the imported brands used their innovative business ethic e.g. a just-in-time inventory system but the U.S. Government imposed import quotas where the Japanese brands (later extended to South Korean and European marques) began outsourcing their operations by opening assembly plants in the United States (especially the Southern U.S. where import automakers were not on friendly terms with labor unions from the Rust Belt states), Canada, and Mexico to produce their mass market automobiles and light trucks. The Japanese (and later South Korean) brands which assembled its automobiles on U.S. soil had exterior dimensions which were sized to its domestic counterparts and engine displacement over 2.0 liters for the USA market (Japanese regulations on vehicle sizing and engine displacement determines the road tax paid on an annual basis which is not practiced in the USA and Canada).
Import brands also complied with local content laws where an import automobile must have a percentage of automotive components (in the United States automobiles with 70 percent local content manufacture is considered a domestic build regardless of manufacturer) sourced from the United States, Canada, or Mexico (prior to the establishment of NAFTA) and the American Automobile Labeling Act of 1994 which mandated the percentage of automotive parts content printed on the Monroney sticker of an automobile sold through a dealership. The import quota resulted in the Japanese automakers importing a limited amount of automobiles but to comply with the U.S. Government imposition of the 1981 Voluntary Export Restraints, the automakers established their respective luxury marques (Acura, Lexus, Infiniti) but run respectively by their parent manufacturers (Honda, Toyota, Nissan). GM's Cadillac division experimented with their V8-6-4 power plant (the ancestor of the modern-day Active Fuel Management and/or variable displacement), which was a market failure.[30] Nonetheless, overall fuel economy increased, which was one factor leading to the subsequent 1980s oil glut.
See also[edit]
Energy portal
1970s portal
Energy crisis
Iran hostage crisis
1979 world oil market chronology
1980s oil glut
1990 spike in the price of oil
2000s energy crisis
Hubbert peak theory
Japan bashing
Further reading[edit]
Ammann, Daniel (2009). The King of Oil: The Secret Lives of Marc Rich. New York: St. Martin's Press. ISBN 0-312-57074-0.
Yergin, Daniel (1991). The Prize: The Epic Quest for Oil, Money, and Power. Simon & Schuster. ISBN 0-671-50248-4.
References[edit]
Jump up ^ "Monthly Energy Review" (PDF). U.S. Energy Information Administration. November 2015.
Jump up ^ "1970s: Education". National Association of Convenience Stores.
Jump up ^ "Another Crisis for the Shah". Time. 1978-11-13. Retrieved 2009-12-05.
Jump up ^ "1979: Shah of Iran flees into exile". BBC. 1979-01-16. Archived from the original on 29 October 2009. Retrieved 2009-12-05.
Jump up ^ "OPEC Revenues Fact Sheet". US Energy Information Administration. January 10, 2006. Archived from the original on January 7, 2008. CS1 maint: Unfit url (link)
Jump up ^ "OPEC Revenues Fact Sheet". U.S. Energy Information Administration. June 14, 2016. Retrieved August 25, 2016.
Jump up ^ "Oil Squeeze". Time. 1979-02-05. Archived from the original on 7 March 2008. Retrieved 27 January 2008.
^ Jump up to: a b Mouawad, Jad (2008-03-03). "Oil Prices Pass Record Set in '80s, but Then Recede". New York Times. Retrieved 2010-04-20.
Jump up ^ Timeline of the accident at Three Mile Island, The Patriot-News [Central Pennsylvania], March 22, 2009. This is only indirectly related, but is an additional source of anxiety about energy policy.
Jump up ^ Powell, Robert E. (May 4, 2005). "The Oil Shocks of the 70s".
Jump up ^ Leggett, Jeremy (2005). Half Gone: Oil, Gas, Hot Air and the Global Energy Crisis. p. 150.
Jump up ^ Sowell, Thomas (2002-11-05). "Mondale's "experience"". Jewish World Review. Archived from the original on 6 October 2008. Retrieved 2008-11-07.
Jump up ^ Witt, Evans (May 4, 1979). "Energy crisis still doubted by public". Associated Press.
Jump up ^ "Rationing Coupons Shredded". New York Times. 1984-06-02. Retrieved 27 January 2008.
Jump up ^ Carter, Jimmy (1979-07-15). "Crisis of Confidence". The Carter Center. Retrieved 27 July 2008.
Jump up ^ ""Crisis of Confidence" Speech (July 15, 1979)". Miller Center of Public Affairs. Archived from the original on July 22, 2009. Retrieved 2009-07-16.
Jump up ^ Wihbey, John (2008-11-11). "Jimmy Carter's Solar Panels: A Lost History that Haunts Today". The Yale Forum on Climate Change & the Media. Retrieved 1 November 2009.
Jump up ^ Reisman, George. "Restoring Confidence in America's Future: A Free Market Solution to the Energy Crisis." (The Intellectual Activist, 1979).
Jump up ^ "Carter Imposes Oil Embargo During Hostage Crisis". The History Channel. Retrieved 10 December 2016.
Jump up ^ Carter, Jimmy (1980-01-23). "Third State of the Union Address". Jimmy Carter Presidential Library. Archived from the original on 7 August 2008. Retrieved 27 July 2008.
Jump up ^ "Executive Order 12287 – Decontrol of Crude Oil and Refined Petroleum Products". 1981-01-28. Retrieved 27 January 2008.
^ Jump up to: a b Thorndike, Joseph J. (2005-11-10). "Historical Perspective: The Windfall Profit Tax – Career of a Concept". TaxHistory.org. Retrieved 2008-11-06.
Jump up ^ FDIC: U.S. Home Prices: Does Bust Always Follow Boom?
Jump up ^ Toth, Ferenc L.; Rogner, Hans-Holger (January 2006). "Oil and nuclear power: Past, present, and future" (PDF). Energy Economics. 28 (1): 1–25.
Jump up ^ "Renewables in Global Energy Supply: An IEA Fact Sheet" (PDF). International Energy Agency. January 2007.
Jump up ^ "Renewable Energy: World Invests $244 billion in 2012, Geographic Shift to Developing Countries" (Press release). United Nations Environment Programme. 12 June 2013. Archived from the original on 4 March 2016.
Jump up ^ Bromley, Simon (2013). American Power and the Prospects for International Order. John Wiley & Sons. p. 95. ISBN 9780745658414.
Jump up ^ Robert, Paul (2004). The End of Oil: The Decline of the Petroleum Economy and the Rise of a New Energy Order. New York: Houghton Mifflin Company. pp. 103–04. ISBN 978-0-618-23977-1.
Jump up ^ Boussena, Sadek (1994). "OPEC's Learning Process". Energy Studies Review. 6 (1): 61–72.
Jump up ^ Truett, Richard (2006). "Smooth Transition". AutoWeek. Retrieved 2007-05-28.
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Nissan Z-car
From Wikipedia, the free encyclopedia
Jump to: navigation, search
"Z-car" redirects here. For other uses, see Z-car (disambiguation).
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Nissan Fairlady Z (Z-car series)
2009 Nissan 370Z Coupe (Z34)
Overview
Manufacturer
Nissan
Also called
Nissan Fairlady Z (Japan)
Production
1969-2000
2002-present
Assembly
Nissan Shatai, Hiratsuka, Kanagawa, Japan (1969-2000)
Oppama, Japan (2002-2004)
Tochigi, Tochigi, Japan (2004-present)
Body and chassis
Class
Sports cars
Layout
FR layout
FMR layout
Chronology
Predecessor
Nissan Fairlady
The Nissan Z-car is a sports car which has been manufactured by Nissan Motors Ltd, in six generations, since 1969.
The original Z was sold from October 1969 in Japan, as the Nissan Fairlady Z, at Nissan Exhibition dealerships that previously sold the Nissan Bluebird. It was exported as the Datsun 240Z. Since 2009 Nissan has manufactured the newest Z, the Nissan 370Z.
The earlier models of the Nissan Z were built at the Nissan Shatai plant in Hiratsuka until 2000, while the later models (350Z and 370Z) are built at Oppama (2002–2004) and Tochigi (2004–present). Enthusiasts praise the cars for their looks, reliability, performance, and affordability. Every Z car has been sold in Japan as the Fairlady Z and elsewhere under the names Nissan S30, Nissan S130, Nissan 300ZX, Nissan 350Z and Nissan 370Z.
Contents
[hide]
1 History
1.1 First generation: Nissan 240Z (S30)
1.2 Second generation: Nissan 280ZX (S130)
1.3 Third generation: Nissan 300ZX (Z31, First Model)
1.4 Fourth generation: Nissan 300ZX (Z32, Second Model)
1.5 Nissan 240Z Concept (1999)
1.6 Fifth generation: Nissan 350Z (Z33)
1.7 Sixth generation: Nissan 370Z (Z34)
2 Engines
3 Racing
4 ZCON
5 References
6 External links
History[edit]
Current wordmark for Z34.
Nissan was a relatively small automaker when it entered the international market in the 1960s and partnered with Yamaha to design a new sports car prototype to update the Nissan Fairlady. Nissan executives saw the prototype as a halo car that would improve their company's image in the minds of consumers. By 1964 Nissan realized that Yamaha's DOHC 2.0-liter engine was not meeting Nissan's expectations and the project was scrapped. Yamaha later finished a prototype and took their design to Toyota, resulting in the Toyota 2000GT.
Yutaka Katayama, the president of Nissan USA at the time, realized the importance of an affordable sports car internationally. Nissan had already produced for many decades the successful series of Fairlady roadsters that competed mainly with English and Italian roadsters, and product planners envisioned a new line of GT cars that would be stylish, innovative, fast, and relatively inexpensive through the use of interchangeable parts with other Nissan vehicles. Nissan also had the engineering background and product development experience with the recently acquired Prince Motor Company, which manufactured the Prince Skyline that was later renamed Nissan Skyline in 1966.
The 240Z design project was carried out primarily by 10 people:
Mr. Yutaka Katayama (President of Nissan USA, known as "Mr. K")
Mr. Teiichi Hara (Manager, Nissan Design and Development)
Mr. Kazumi Yotsurnoto (Manager, Passenger Car Styling Section)
Mr. Yoshihiko Matsuo (Chief of Design, Styling Studio #4)
Mr. Akio Yoshida (Assistant Designer on Exterior Design)
Mr. Sue Chiba (Interior Design)
Mr. Eiichi Oiwa (Styling Studio Assistant)
Mr. Kiichi Nishikawa (Styling Studio Assistant)
Mr. Hidemi Kamahara (Design Engineer)
Mr. Tsuneo Benitani (Design Engineer)
First generation: Nissan 240Z (S30)[edit]
Main article: Nissan S30
Datsun 240Z (S30)
Sales of the Nissan Z Car started in October 1969 (for the 1970 model year), with separate versions for the Japanese and US markets. The Japanese Fairlady Z featured a 2.0L SOHC L20A inline-6 producing 130 hp (97 kW), while the US 240Z featured a 2.4L L24 inline-6 with twin Hitachi SU-type carburetors that produced 151 hp (113 kW) (SAE gross horsepower). A third Z, the Z432 (PS30) shared a performance version of the DOHC 2.0 L S20 engine with the Nissan Skyline 2000 GT-R.
In Japan, the Z was still known as the Fairlady to keep the car in line with the previous generation Datsun Sports roadster. JDM versions had the Fairlady Z badge on the lower fenders with the 432 badge above (the 432 designation was 4 valves, 3 carburetors, and 2 camshafts). However, Yutaka Katayama ensured the American version had all Nissan, Fairlady Z, and 432 badging replaced with "Datsun" and prevented all dealer shipments until they were replaced.[citation needed]
The 240Z was released in America on October 22, 1969. Combining good looks, and powerful performance, it sold over 45,000 units through the '71 model year and over 50,000 and 40,000 in 1972 and 1973, respectively.
The 260Z was released in 1974; it featured an increased engine displacement of 2.6 L and an available 2+2 model with a slightly longer wheelbase. Despite the engine size increase, power decreased to 139 hp (104 kW) (SAE net horsepower) in most areas of the US due to new camshafts, carburetors, and lower compression that were introduced to comply with new emissions regulations. In other export regions the power was increased to 154 hp (115 kW).
The 280Z was released in 1975 in North America (not to be confused with the 280ZX, which is a second-generation Z-car) and featured another engine displacement enlargement to 2.8 L. A major change was the introduction of Bosch fuel injection, replacing the previous SU carburetors. This resulted in a power increase to 170 hp (127 kW) (SAE gross horsepower), offsetting increased weight from added luxury features and an enlarged bumper that met US Federal regulations. Export markets outside North America continued to receive the Datsun 260Z until the introduction of the Datsun 280ZX at the end of 1978.
Second generation: Nissan 280ZX (S130)[edit]
Main article: Nissan S130
Nissan/Datsun 280ZX (S130)
Known as the Datsun/Nissan 280ZX in export markets, the car continued to use the "Fairlady" moniker in the Japanese domestic market where 2-litre inline-six engines were also available and was first introduced in 1978.
The only thing left unchanged from the previous 280Z was the 5-speed manual transmission and 2.8-liter L28 inline-6 engine, while the entire car overall was made more luxurious to meet growing consumer demands. Major changes for this new generation of Z-cars include t-tops, introduced in 1980, and a turbocharged model introduced in 1981, complementing the naturally aspirated (NA) 2-seater and NA 2+2 models. Coupled to either a 3-speed automatic or 5-speed manual transmission, the turbocharged model was capable of 180 bhp (130 kW) and 203 lbf⋅ft (275 N⋅m) of torque, over the 135 bhp (101 kW) and 144 lbf⋅ft (195 N⋅m) of the NA engine.
Notable models include the 10th Anniversary Edition, featuring gold emblems, gold alloy wheels, and two-toned paint in either gold/red and black, with luxury features such as leather seats, headlamp washers, and automatic climate control.
The 280ZX was wildly popular, being hailed as Motor Trend's Import Car of the Year for 1979 and going on to set a Z-car sales record of 86,007 units in its first year.[1] While on the one hand it received praise for taking the Z-car to further levels of comfort and performance, many enthusiasts also lamented the further emphasis on luxury over driving fun. This would continue with the third generation of Z-car, with a clean-sheet redesign that would take the Z-car to further heights.
Third generation: Nissan 300ZX (Z31, First Model)[edit]
Main article: Nissan 300ZX
Nissan 300ZX (Z31)
The Z-car was completely redesigned in 1984, and introduced Nissan's new series of 3.0-liter V6 engine, dubbed the VG series. The same engine was used in the Electramotive (later to become NPTI) GTP ZX-Turbo that dominated the IMSA GTP races in 1988 and 1989. These were available in both VG30E naturally aspirated and VG30ET turbocharged forms producing 160 and 200 bhp (120 and 150 kW) respectively, although some VG30ET powered Z-cars exported outside of the US produced 228 bhp (170 kW) due to a longer cam duration and less emission restrictions. These were showcased in sleek new wedge-shaped styling and given a new name, the 300ZX. Like its predecessor, it proved to be wildly popular and was the second-best selling Z-car in history[2] selling over 70,000 units due in part not only to its new styling but also to even more added luxury features and high performance. When the 300ZX Turbo was released in Japan, it offered the highest HP available in a Japanese standard production car at the time.[3] Much like the 280ZX that preceded it, the first-gen 300ZX was thought by enthusiasts as more GT than true sports car. It had improved handling, acceleration, and refinement than any previous model Z-car.
Nissan made various changes and claimed improvements to the Z31 model through its entire production. In 1983 Nissan first offered the 300ZX in Japan. It was introduced in the US one year later. All US-market 1984 model Nissan vehicles carried both Datsun and Nissan nameplates. Along with the arrival of their new flagship sports coupe, Nissan launched an aggressive marketing campaign to promote the brand name change from Datsun to Nissan. The 1984 Models can technically be considered the only year of the "Datsun 300ZX". The 1984 300ZX 50th Anniversary Edition was released in celebration of the company's 50th anniversary year. It was based on the standard 300ZX Turbo, but was outfitted with every luxury feature available, a unique black interior with "bodysonic" leather seats in addition to widened fender flares, requisite badging, rear quarter panel flares, and sixteen-inch (406 mm) wheels (400 mm).[4]
For the 1985 model year, Nissan dropped the Datsun name brand for good, but the car dealers were still known as Datsun dealers. Paul Newman raced in the 1985 GT1 Challenge and won. This was Newman's 4th national championship. Minor changes were made to the 300ZX including a water-cooled turbocharger and smoked taillights.
The 1986 model saw wider flared wheel wells as well as body-color bumpers, and the rear quarter panels were designed specifically to accommodate factory ground effect style side skirts. 1986 turbo models were equipped with an ordinary hood, markedly losing the turbo "scoop" on the driver's side.
In order to keep up with quickly aging aesthetics, another slight redesign happened in 1987, consisting of new rounded, restyled and longer front and rear bumpers, new headlights, and new tail lights. The black trim on turbo models was now a charcoal instead of gloss black, and 1987 Turbo models came with special "smoked" turbo-finned wheels. All 1987 model year turbo cars also received an upgraded manual transmission, larger and more powerful brakes, and turbo cars produced from 4/87 and later came equipped with a clutch-type limited-slip differential.
For the 1988 models, there were again a few small changes. The turbocharger was switched from the Garrett T3 turbo to a lower-inertia T25 turbo, and the engine from 7.8:1 to an 8.3:1 compression ratio in order to reduce turbocharger spool time and provide instant boost at any usable RPM. The interior aluminum accents and chrome door handles that adorned the earlier cars were dropped in favor of matching color parts. Another special edition, the "Shiro Special" (SS), was released in 1988. It was only available in pearl white (shiro meaning "white" in Japanese). The SS package consisted of analog gauges and climate controls with a black interior, stiffer sway bars, stiffer springs, non-adjustable suspension, special seats (Recaro), a viscous-coupling limited slip differential, and a special front lower lip spoiler. This package had no options; all 88SS cars are identical.[5]
The 1989 Models are identical to 1988 models, though somewhat rare because of Nissan winding-down production early in preparation for the second generation 300ZX.
Fourth generation: Nissan 300ZX (Z32, Second Model)[edit]
Main article: Nissan 300ZX
Nissan 300ZX (Z32)
The only thing unchanged from the previous generation 300ZX is the 3.0-liter V6 engine, now with dual overhead camshafts (DOHC), variable valve timing (VVT) and producing a rated 222 hp (166 kW) and 198 lb⋅ft (268 N⋅m) naturally aspirated. The turbo variant was upgraded with twin Garrett turbochargers and dual intercoolers. This produced 300 hp (224 kW) with 283 lb⋅ft (384 N⋅m) of torque.[6] 0-60 times of 5.0-6.0 seconds where reported[citation needed], and it had a governed top speed of 155 mph (249 km/h).
Upon its release, the 300ZX , won Motor Trend's "Import Car of the Year" in 1990 as well as "One of the Top Ten Performance Cars". Automobile Magazine honored the 300ZX/300ZX Turbo as its "Design of the Year" and added it to their "All Stars" list. Road & Track named the 300ZX Turbo "One of the Ten Best Cars in the World", and Car and Driver added it to their 10Best for the seven years in which it was in production in America. American Z-car sales reached 1 million in 1990.
Nissan utilized the Cray-II supercomputer to completely design the new 300ZX with a form of CAD software.[7] This made the 300ZX one of the first production cars to be developed in a CAD program. In return, it featured a whole host of technological advancements. On the twin turbo models, four-wheel steering was available under the name Super HICAS (High Capacity Actively Controlled Steering). The twin turbochargers, intercoolers, and requisite plumbing left for a cramped engine bay; however, everything fit perfectly.
Like previous generations Nissan offered a 2+2 model with the Z32. In 1993, a convertible version was introduced for the first time in the Z-car's history, as a response to aftermarket conversions. All 300ZXs now featured T-tops as standard, yet there were some rare hardtops (known as "slicktops") produced as well.
The 300ZX was doomed to the same fate of many Japanese sports cars of the time. The mid-'90s trend toward SUVs and the rising Yen:Dollar ratio were both influential in ending North American 300ZX sales in 1996 at over 80,000 units sold (production for other markets continued until 2000). Probably the biggest killer of the 300ZX was its ever-inflating price;[citation needed] at its release it was priced at about $30,000, but in its final year this price had increased to around $50,000. This left many people questioning its value, and despite a final Commemorative Edition of the final 300 units shipped to America (complete with decals and certificates of authenticity), the Z-Car was on hiatus. In Japan, however, the 300ZX lived on for a few more years with a face-lift including a new front fascia, tail lights, head lights, rear spoiler, and a few other minor changes.
Nissan 240Z Concept (1999)[edit]
Nissan 240Z Concept
In America the Z-car went on hiatus from 1997 to 2002, as Nissan focused more on SUVs and was also in some financial trouble. To keep Z-car interest alive, Nissan launched a restoration program in 1998 for which they purchased original 240Zs, professionally restored them, and re-sold them at dealerships for about $24,000.
Nissan 240Z Concept Car
Nissan next launched a concept car at the 1999 North American International Auto Show, the 240Z Concept. Clearly a throwback to the original, it was a bright orange two-seater with classic swept-back styling. In addition, it was fully functional, with the 2.4-liter 4-cylinder KA24DE engine from the Nissan 240sx featuring 200 bhp (150 kW) and 180 lb⋅ft (244 N⋅m) of torque. The designers used an original 240Z to provide inspiration and the concept was created in only 12 weeks.[8]
The running concept, featuring a 4-cylinder engine compared to the Z-car's traditional 6-cylinder engine, was eventually thought less than a worthy successor to the line.[9][10]
Fifth generation: Nissan 350Z (Z33)[edit]
Main article: Nissan 350Z
Nissan 350Z (Z33)
In 1999 the French company Renault bought 44.4% of Nissan and Carlos Ghosn became its chief operating officer. But it would not be until 2001 when Carlos Ghosn became CEO that he would tell reporters: "We will build the Z. And we will make it profitable."[11]
On January 8, 2001, Nissan introduced the Z Concept. Much like the previous Z concept, it debuted at the North American International Auto Show and was painted a bright orange. The squat, long-hood/short-deck styling resulted from a competition between Nissan's Japanese, European, and American design studios, with the La Jolla, California studio's design being chosen in March 2000. The product planners hoped to avoid the price problems that plagued the last few years of the 300ZX with a target MSRP of $30,000 while using the Porsche Boxster as a benchmark.[12]
In the summer of 2002, the 350Z was released to wide acclaim. It employed a slightly improved version of the 3.5-liter VQ35DE DOHC V6 engine found in multiple Nissan cars at the time, including the Skyline and Pathfinder. Released on July 2002 in Japan at reorganized Nissan Japanese dealerships called Nissan Blue Stage, and August 20, 2002 in the U.S., the 350Z coupé was available in 5 trim packages: '350Z' (Base), 'Enthusiast', 'Performance', 'Touring', and 'Track' editions. In Europe, only the 'Track' trim was available, although it was badged and marketed as '350Z'. This engine initially produced 287 bhp (214 kW) and 274 lb⋅ft (371 N⋅m) torque, but in 2005 was increased to 300 bhp (220 kW) and 260 lb⋅ft (353 N⋅m). Prices started at $26,000 US, well below the $30,000 mark initially set forth by Nissan. Coupled to either a 6-speed manual gearbox or 5-speed automatic (the automatic lost 13 bhp (9.7 kW) in comparison), it was initially available only as a 2-seater hardtop. A convertible model was later introduced in 2004.
The 350Z was available in a selection of seven trim packages, depending on the year: "Base", "Enthusiast", "Performance", "Touring", "Grand Touring", "Track" and "Nismo". The base model 350Z, in comparison to the more expensive packages, did not have a limited-slip differential or a traction control system. Touring and Grand Touring models both featured leather seats, Bose entertainment systems, optional satellite navigation, VDC (vehicle dynamic control), and other user conveniences, while the Grand Touring models also added Rays Engineering forged wheels and the Brembo braking system found on the Track and Nismo models. In 2007, Nissan dropped the "Track" version in favor of the "Nismo" edition, but retained the Brembo brakes, Rays Engineering wheels, and simple interior, but added a larger exhaust and aggressive body kit. The second Nismo edition, released in 2007, included revised camshafts, a Nismo sport tuned exhaust, custom Rays Engineering 18-inch (460 mm) wheels (19 in or 480 mm in rear), front and rear spoilers and rear diffuser, and a Brembo braking system with four-piston front and two-piston rear calipers (with 12.8 in or 330 mm front and 12.7 in or 320 mm rear rotors).
The 2005 35th Anniversary Edition 350Z and 2006 350Z equipped with manual transmissions received a newly revised engine, which increased the redline to 7,000 rpm and increased power to 300 hp (220 kW).
2007-2008 350Z models came with the 3.5L VQ35HR engine with dual intakes and a 7,500 rpm redline, which produced a power output of 306 hp (228 kW), and featured a more linear powerband in addition to the increased torque at lower revolutions. It is widely believed that this model year (2007–08) is the most desired among enthusiasts due to the car featuring a revised transmission (CD009) which solved all previous issues and the new engine architecture (VQ35HR) which provided an overall faster car.
Sixth generation: Nissan 370Z (Z34)[edit]
Main article: Nissan 370Z
Nissan 370Z (Z34)
On December 30, 2008 the 370Z was introduced as a 2009 model.[13] In June 2009 the second generation 2009 Nismo 370Z debuted.[14] This was followed by the introduction of the 2010 370Z Roadster in late summer of 2009.[15]
The 370Z (Z34) is powered by Nissan's 3.7 liter V6 engine, the VQ37VHR. The power output ranges from 333 to 355 PS (245 to 261 kW; 328 to 350 hp), with peak torque of 37 to 38 kg⋅m (363 to 373 N⋅m; 268 to 275 lbf⋅ft), depending on market and variant. The 370Z has an official 0–60 mph (0–97 km/h) time of 5.1 seconds.[16] However, the car has also been tested by Motor Trend Magazine, which reported a 4.7 second 0–60 mph (0–97 km/h) with 1-foot (0.3 m) of roll out. Quarter mile times range from 13.1 and 13.6 seconds[citation needed], thus making the 370Z the fastest production Z. The 370Z is available with either a six-speed manual gearbox or a seven-speed automatic with paddle shifters. The six-speed manual is the first production car manual gearbox to feature a system that Nissan refers to as SynchroRev Match, which automatically blips the throttle to match engine and transmission speed during downshifts, thus achieving the same effect as the heel-and-toe downshift technique.
Engines[edit]
The first two generations S30 (240Z/260Z/280Z) and S130 (280ZX) of Z-car were powered by a Straight-6, (part of the L-series of Nissan engines, which powered most of their vehicles until the early 1980s) with a displacement of 2.4 L in the first incarnation, and increasing to 2.6 L and 2.8 L in the 260Z, and the 280Z and ZX, respectively.
The second generation, the 280ZX, introduced in 1979 was a complete re-design, retaining only the L28 engine and other driveline components. A turbo option was introduced in 1981, bringing performance surpassing that of the original 240Z.
The third generation, the 300ZX, switched to a 3.0 L V6. There were 2 generations of the 300ZX, the Z31 from 1984 to 1989, and the Z32 from 1990 to 1996. Both the Z31 and Z32 came in either non-turbo or turbo trims. During the '90s the cars price continued to elevate and sales continued to fall. Even a major design change in 1998 couldn't save it, and production finally ended in 1999.
While the model names were based on the engine capacity for the US markets, with the 240Z having a 2.4-litre L24 engine and the 260Z having a 2.6-litre L26 engine and so on to the 300ZX 3.0-litre V6, due to Japanese taxation laws relating to engine capacity some second and third generation (S130 and Z31) Fairlady Z cars were produced for the Japanese domestic market fitted with 2.0L engines. The S130 was available with an L20ET inline 6, while the Z31 had either a RB20DET inline 6 or a VG20ET V6.
In the 2003 model year, Nissan reentered the US sports-car market with the 350Z, powered by the 3.5 L VQ35DE V6 producing 291 PS (214 kW; 287 hp), and styled in an attempt to create a more modern interpretation of the 240Z's lines. It had a new six-speed manual gearbox, and is capable of over 155 mph (249 km/h). The 350Z's engine was updated twice; in 2005 to the VQ35DE RevUp, producing 304 PS (224 kW; 300 hp), and in 2007 to the VQ35HR, producing 315 PS (232 kW; 311 hp).
The 370Z features a 3.7L VQ37VHR V6 producing 333–355 PS (245–261 kW; 328–350 hp). This engine shares much of its architecture with the VQ35HR, the primary difference being the introduction of Nissan's VVEL (Variable Valve Event and Lift). Due to the similarities between the two engines, many OEM and aftermarket parts are interchangeable.
Racing[edit]
The first generation Zs (240Z/260Z/280Z) proved to be very successful in many forms of racing. The S30s won many SCCA/IMSA championships and even became quite successful in rally and baja races.
Don Devendorf and Tony Adamowicz drove a 280ZX Turbo to the 1983 IMSA GTO Championship.
The 280ZX proved successful in various classes of racing, particularly in the US. Significant results include:
1979 SCCA C Production Category (Bob Sharp Racing 280ZX)
1979 and 1980 IMSA GTU Championship (Electramotive Datsun 280ZX)
1982 and 1983 IMSA GTO Championship (Electramotive Datsun 280ZX Turbo)
The 1983 Electramotive 280ZX Turbo produced over 700 hp (522 kW), and reached a terminal speed of 140 mph (230 km/h) in the standing quarter mile.
The most notable driver to be associated with the car was actor Paul Newman, who raced with the Bob Sharp Racing team. He also helped to promote the car, even by starring in a series of commercials.
In 1984 to 1985 showroom stock racing, the 300ZX captured wins on numerous occasions. The car scored its only Trans Am win in 1986 at Lime Rock by Paul Newman for Bob Sharp Racing.[citation needed]
From 1985 to 1987, the Electramotive-developed GTP ZX-Turbo was raced in the IMSA GT Championship's GTP class and also the All Japan Sports Prototype Championship, badged as a Fairlady Z, using a Lola T810 chassis and a VG30ET engine. Following development through 1987, the car would become dominant in IMSA GT in 1988. Additional factory endorsement, combined with a new chassis, transmission and more reliable Goodyear tires contributed to the team's success. The SOHC VG30ET was making upwards of 1,000 hp (700 kW), with a power band that extended from 4000 to 9000 rpm on a single turbo.[17]
The Clayton Cunningham Racing 300ZX which won the 1994 24 Hours of Daytona.
From 1990 to 1995, Steve Millen drove the twin turbo 300ZX for Clayton Cunningham Racing. The car dominated the IMSA in its GTO, then later GTS categories due to its newly designed chassis and engine. Millen would rank as the #1 Factory Driver for Nissan for 7 years and earn two IMSA GTS Driving Championships and two IMSA GTS Manufacturer's Championships. Among enthusiasts and the team themselves, the biggest triumph for the race Z32 was the victory in the 24 Hours of Daytona. In the same year at the 24 Hours of Le Mans, the 300ZX ranked first in the GTS-1 class and 5th overall. In an attempt to level the playing field in the GTS-1 class by reducing the allowable horsepower, the IMSA declared the twin turbo VG engine ineligible.[18] The 1995 GTS 300ZX car would debut with the V8 Nissan VH engine at Daytona[19] and would place first in the GTS-1 class at the 12 Hours of Sebring and Mosehead Grand Prix in Halifax.[20]
The JUN-BLITZ Bonneville Z32 holds the E/BMS class land speed record of 419.84 km/h (260.87 mph) set at the 1995 Bonneville Speed Trial. The vehicle was built as a partnership between JUN Auto and BLITZ. This record remains unbroken. In 1990 JUN's first Z32 went 339.2 km/h at their Yatabe test course and hit 373 km/h after some tuning at Bonneville.[21]
Xanavi Nissan 350Z GT at the 2006 British International Motor Show
Xanavi 350Z, rear
The 350Z replaced the Skyline GT-R and Silvia as the car for Nissan's factory and customer teams in the JGTC/Super GT's GT500 class and GT300 class respectively. The GT500 cars used were heavily modified and featured a longer nose and tail (requiring the production of the Type-E homologation special), carbon fiber bodywork, and a tube chassis. In 2004, NISMO won the GT500 championship. Until the 2007 season, the car was powered by a VQ30DETT V6. In order to increase competitiveness, however, a new 4.5L V8 powerplant has been developed. The 350Z, with slightly more pedestrian modifications also competes in the GT300 class (having started there even before the Skyline GT-Rs were replaced) by teams such as Endless Sports and Mola. In 2003 Hasemi Sports won the GT300 championship with the 350Z. In 2008 season, the 350Zs were all replaced by Nissan GT-Rs in the GT500 class, but they have continued to be used in the GT300 class as the GT-Rs exceed the horsepower limits which make it impossible to participate. Thus, two 350Zs competed in the series and MOLA won both Drivers' and Teams' championships in the GT300 class. Two years later, Hasemi Sports won the 2010 GT300 title again before its team's withdrawal of the series in the following season,[22] as another 350Z team MOLA also moved up to GT500 class earlier in the preseason time, it marked the first full absence of Nissan vehicles in GT300 class since the establishment of JGTC in 1994.
The Z33 is also popular in import drag racing, one Z33 fielded by Performance Motorsport in the NHRA Sports Compact series, with twin turbo claims to put out over 1,700 bhp (1,268 kW; 1,724 PS) and achieved 8.33 quarter mile time with its best speed of 176.72 mph (284.40 km/h).[citation needed] Another 350Z built by Injected Performance holds the record as the highest horsepower, street legal 350Z and highest horsepower single turbo VQ35DE with a quarter mile time of 8.80 with a speed of 163 mph (262 km/h). This car was also featured on the March 2008 cover of Turbo Magazine. Lazcano Racing's 370Z is powered by a Nissan VG30DETT engine and has recorded a 1/4 mile time of 6.0 at over 226MPH.
ZCON[edit]
ZCON is an annual Z-Car convention that is held around the United States of America each year (since 1988). It is considered the largest annual gathering of Z car clubs and enthusiasts in America, sponsored by Nissan. The convention is put together each year by a host club and supported by the ZCCA (Z Car Club Association).
References[edit]
Jump up ^ "Datsun 280ZX - HowStuffWorks". HowStuffWorks.
Jump up ^ http://www.elfland.net/About/z/ztimeline.html
Jump up ^ VG30ET.com - About
Jump up ^ AE info
Jump up ^ The SS page
Jump up ^ TwinTurbo.NET: Nissan 300ZX forum
Jump up ^ Johnthecopywriter: 300ZX Brochure[permanent dead link]
Jump up ^ Nissan Z Concept Goes 'Back to Basics'
Jump up ^ Concept: The Nissan Z
Jump up ^ "New Cars, Used Cars, Car Reviews - Cars.com". cars.com.
Jump up ^ ROADandTRACK.com - First Drives - 2003 Nissan 350Z (12/2001) Archived September 27, 2007, at the Wayback Machine.
Jump up ^ 2003 Nissan Z - First Drive Review / Japanese Performance / High Performance / Hot Lists / Reviews / Car and Driver - Car And Driver
Jump up ^ "NISSAN ANNOUNCES PRICING ON ALL-NEW 2009 370Z COUPE". Nissan Motor Corporation U.S.A. 2008-12-30. Retrieved 2009-07-09. [permanent dead link]
Jump up ^ "All-New 2009 Nissan NISMO 370Z Offers Racing-Inspired Performance and Style". Nissan Motor Corporation U.S.A. 2008-04-07. Retrieved 2009-07-09. [permanent dead link]
Jump up ^ "All-New 2010 Nissan 370Z Roadster Adds Open-Air Excitement; Features Power Auto-Lock Top Design". Nissan Motor Corporation U.S.A. 2008-04-07. Retrieved 2009-07-09. [permanent dead link]
Jump up ^ [Edmunds]
Jump up ^ RedZ31 Dyno Charts. "Electromotive VG30ET Power Band". Retrieved 2007-06-20.
Jump up ^ Konik, Michael (1995). "On the Edge". Cigar Aficionado Online. Archived from the original on 2007-10-13. Retrieved 2007-03-05.
Jump up ^ STILLEN. "Racing Heritage 2". Archived from the original on February 10, 2007. Retrieved 2007-03-05.
Jump up ^ WSPR Racing. "IMSA 1995". Archived from the original on December 30, 2006. Retrieved 2007-03-05.
Jump up ^ Tanaka Industrial Co., Ltd. (1997–2005). "JUN Demonstration Cars". Retrieved 2007-02-08.
Jump up ^ Hasemi Motor Sport/ハセミモータースポーツ. "Hasemi Motor Sport/ハセミモータースポーツ". hasemi-ms.com. Archived from the original on 2016-03-04.
External links[edit]
Datsun Sports Roadster and Fairlady (フェアレディ) Racing History
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Lists of Hawaii Five-0 characters
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The following are lists of Hawaii Five-0 characters:
List of Hawaii Five-O (1968 TV series) characters, from the original 1968 TV series
List of Hawaii Five-0 (2010 TV series) characters, from the 2010 reboot of the original series
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The Return of the Pink Panther
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The Return of the Pink Panther
Theatrical release poster
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Blake Edwards
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Written by
Frank Waldman
Blake Edwards
Starring
Peter Sellers
Christopher Plummer
Catherine Schell
Herbert Lom
Music by
Henry Mancini
Cinematography
Geoffrey Unsworth
Edited by
Tom Priestly
Production
company
ITC Entertainment
Jewel Productions
Pimlico Productions
Distributed by
United Artists
Release date
21 May 1975 (1975-05-21)
Running time
114 minutes
Country
United Kingdom
Language
English
Budget
$5 million
Box office
$41.8 million[1]
The Return of the Pink Panther is a British comedy film and the fourth film in The Pink Panther series, released in 1975. The film stars Peter Sellers, returning to the role of Inspector Clouseau, for the first time since A Shot in the Dark (1964), after having declined to reprise the role in Inspector Clouseau (1968). The film was a commercial hit and revived the previously dormant series.
Herbert Lom reprises his role as Chief Inspector Charles Dreyfus from A Shot in the Dark; he remained a regular thereafter. The character of Sir Charles Lytton, the notorious Phantom, is now played by Christopher Plummer rather than David Niven (as in The Pink Panther, 1963), who was unavailable. The Pink Panther diamond once again plays a central role in the plot.
Contents
[hide]
1 Plot
2 Tagline
3 Cast
4 Production notes
5 Home media release
6 References
7 External links
Plot[edit]
In the fictional country of Lugash, a mysterious thief seizes the Pink Panther diamond and leaves a white glove marked with a gold-tinted "P". With its national treasure once again missing, the Shah of Lugash requests the assistance of Inspector Clouseau (Peter Sellers) of the Sûreté, as Clouseau had recovered the diamond the last time it was stolen. Clouseau has been temporarily demoted to beat cop by his boss, Chief Inspector Charles Dreyfus (Herbert Lom), who despises him to the point of obsession, but the French government forces Dreyfus to reinstate him. Clouseau joyously receives the news after fending off a surprise attack from his servant Cato (Burt Kwouk), who had been ordered to keep the Inspector on his toes, and duly goes to Lugash.
Upon examining the crime scene in the national museum — in which he wrecks several priceless antiquities — Clouseau concludes that the glove implicates Sir Charles Lytton (Christopher Plummer), alias "the notorious Phantom," as the thief. After several catastrophic failures to stake out Lytton Manor in Nice (which he nearly demolishes), Clouseau believes a mysterious assassin is attempting to kill him. He follows Sir Charles' wife, Lady Claudine (Catherine Schell), to a resort hotel in Gstaad in search of clues to her husband, where he repeatedly bungles the investigation and wrecks her hotel room using an overly powerful vacuum cleaner.
Meanwhile, Sir Charles, reading about the theft, realizes he has been framed. Arriving in Lugash to clear his name, Sir Charles barely avoids being murdered and sent to the Lugash secret police by his associate known as the "Fat Man" (Eric Pohlmann), who explains that with the leading suspect dead, the secret police will no longer have an excuse to continue purging their political enemies. Escaping to his suite, Lytton finds secret police Colonel Sharki (Peter Arne) waiting for him, who implies the Fat Man's understanding is correct, but reminds him the diamond must be recovered eventually. Pretending to cooperate, Sir Charles is unable to hide his reaction when he recognizes his own wife in disguise on the museum's security footage. He avoids another plot by the Fat Man and his duplicitous underling Pepi (Graham Stark) and escapes from Lugash, secretly pursued by Sharki, who believes Sir Charles will lead him to the diamond.
Still in Gstaad, Clouseau, who unwittingly has been on the trail of the real thief all along, is suddenly ordered by Dreyfus over the telephone to arrest Lady Lytton. When Clouseau calls back to clarify the order, however, he is told that Dreyfus has been on vacation. Sir Charles confronts Lady Claudine, who admits she did it to spark excitement in their sedate existences, but not before the Colonel gets there first. However, just as Colonel Sharki prepares to kill them both, the Inspector barges in — and in the process, Dreyfus, the "mysterious assassin" trying to kill Clouseau from the beginning, accidentally kills the Colonel instead.
For once again recovering the Pink Panther, Clouseau is promoted to Chief Inspector, while Sir Charles resumes his career as a jewel thief (Lady Claudine's fate is not mentioned). At a Japanese restaurant in the epilogue, Cato unexpectedly attacks Clouseau again and triggers a massive brawl, naturally destroying the premises. In a (literal) mid-credits scene, Dreyfus is committed to a lunatic asylum for his actions, where he is straitjacketed inside a padded cell and vows revenge on Clouseau. The animated Pink Panther appears and films his antics, and concludes the credits with a smoke ring.
Tagline[edit]
You can rest assured that there's trouble, because Inspector Clouseau is on the case. (That's the trouble.)
Cast[edit]
Peter Sellers as Inspector Jacques Clouseau
Christopher Plummer as Sir Charles Litton
Catherine Schell as Lady Claudine Litton
Herbert Lom as Chief Inspector Charles Dreyfus
Burt Kwouk as Cato Fong
Peter Arne as Colonel Sharki
Peter Jeffrey as General Wadafi
Grégoire Aslan as Chief of Lugash Police
David Lodge as Mac
Graham Stark as Pepi
Eric Pohlmann as The Fat Man
André Maranne as François
Victor Spinetti as Hotel Concierge
John Bluthal as Blind Beggar
Mike Grady as Bell Boy
Peter Jones as Psychiatrist
Production notes[edit]
In the early 1970s, Blake Edwards wrote a 15-20 page outline for another Pink Panther film and presented it to series producer Walter Mirisch. The producer loved the idea, but the franchise's distributor and main backer, United Artists, rejected the film as they had no interest in working with Edwards nor Peter Sellers, whose careers had declined.[2]
British producer Lew Grade agreed to finance two films for Blake Edwards as part of a deal to get Edwards' wife, Julie Andrews, to appear in a TV special for him. The first movie was The Tamarind Seed. Edwards wanted to make a project set in Canada called Rachel and the Stranger, but Grade disliked the idea and offered to buy Edwards out of the second commitment. Edwards wanted to make a second movie; however, in order to help restore his tainted reputation in Hollywood. Grade said he then suggested making a new Pink Panther film and Edwards agreed, if Sellers would also agree to do it. Grade managed to talk Sellers into it and the project was on.[3] UA agreed to give The Return of the Pink Panther to Grade in exchange for world distribution and a share of the profits;[2] thereafter, Grade's company would permanently own worldwide rights to the film.[4] Grade said that Eric Pleskow of United Artists was offered the chance to come into the movie as a partner but declined, thinking the movie would be a financial failure; he only wanted UA to distribute.[3]
Richard Williams, later the animation director on Who Framed Roger Rabbit, did the animated open and closing titles for this picture and The Pink Panther Strikes Again, due to DePatie-Freleng's work on the Pink Panther shorts and other cartoon projects for TV and film. Williams got help animating this from two animation legends, Ken Harris and Art Babbitt.
Catherine Schell can be seen laughing on at least two occasions in the film: once when Clouseau impersonates a telephone repairman to infiltrate her home, and again when he meets her in a restaurant and pretends to be "Guy Gadbois," a ladies' man; in the latter, the scene appears to cut suddenly as she starts choking on her drink from laughing. This magnifies the impression that Lady Lytton sees Clouseau as amusing and no real threat. These scenes are frequently proffered as classic examples of corpsing, and it was not uncharacteristic of Sellers to goad his fellow actors to break character. Nonetheless, Schell has maintained in various interviews that she always considered it in character for Lady Lytton to be amused at Clouseau's antics.
Carol Cleveland, best known for her regular appearances on Monty Python's Flying Circus, has a small part as a swimming pool diver.
Home media release[edit]
The film had been released on VHS, Betamax, CED , and Laserdisc a few times in the 1980s by Magnetic Video, CBS/Fox Video, and J2 Communications respectively.
In 1993 and 1996, LIVE Home Video under the Family Home Entertainment label re-released the film on VHS as part of the Family Home Entertainment Theater lineup and on a Widescreen Laserdisc. In 1999, Artisan Entertainment (LIVE's successor) re-released the film on VHS and debuting on DVD for the first time in the original widescreen format. The only bonus material seen on this release were cast filmographies, production notes and the film's original theatrical trailer.
In 2006, rights holder Granada (owners of the ITC catalog) sub licensed the film to Universal Studios Home Entertainment under Focus Features for distribution in the US and UK, with a new, bare-bones release featuring an anamorphic widescreen transfer being released in 2006 by Universal in both territories. In 2015, the 2006 UK DVD was reissued by Fabulous Films still under licence from Universal and ITV Studios (who acquired Granada and the ITC library), followed by a UK Blu-ray release by Fabulous in 2016.
As MGM has recently acquired all US distribution rights from Universal and ITV Studios[5] (although ITV still has international ownership with Universal handling distribution), Shout Factory has announced that they plan to release the film, along with the other Peter Sellers Pink Panther films, in a 6-disc set for the first time on Blu-ray under their Shout Select label.[6] The set was released on June 27, 2017.[7]
References[edit]
Jump up ^ "The Return of the Pink Panther, Box Office Information". Box Office Mojo. Retrieved 22 January 2012.
^ Jump up to: a b Mirisch, Walter (2008). I Thought We Were Making Movies, Not History (pp. 170-171). University of Wisconsin Press, Madison, Wisconsin. ISBN 0-299-22640-9.
^ Jump up to: a b Lew Grade, Still Dancing: My Story, William Collins & Sons 1987 p 227-228
Jump up ^ http://www.h2g2.com/edited_entry/A87752019
Jump up ^ https://www.hometheaterforum.com/community/posts/4260687/
Jump up ^ "Blake Edwards' 'The Pink Panther Film Collection' Blu-ray Announced". highdefdigest.com. 6 January 2017.
Jump up ^ http://www.blu-ray.com/movies/The-Pink-Panther-Film-Collection-Blu-ray/171621/
External links[edit]
The Return of the Pink Panther on IMDb
The Return of the Pink Panther at the TCM Movie Database
The Return of the Pink Panther at AllMovie
The Return of the Pink Panther at the American Film Institute Catalog
Film portal
1970s portal
[show]
v
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e
Films directed by Blake Edwards
Bring Your Smile Along (1955)
He Laughed Last (1956)
Mister Cory (1957)
This Happy Feeling (1958)
The Perfect Furlough (1958)
Operation Petticoat (1959)
High Time (1960)
Breakfast at Tiffany's (1961)
Experiment in Terror (1962)
Days of Wine and Roses (1962)
The Pink Panther (1963)
A Shot in the Dark (1964)
The Great Race (1965)
What Did You Do in the War, Daddy? (1966)
Gunn (1967)
The Party (1968)
Darling Lili (1970)
Wild Rovers (1971)
The Carey Treatment (1972)
The Tamarind Seed (1974)
The Return of the Pink Panther (1975)
The Pink Panther Strikes Again (1976)
Revenge of the Pink Panther (1978)
10 (1979)
S.O.B. (1981)
Victor/Victoria (1982)
Trail of the Pink Panther (1982)
Curse of the Pink Panther (1983)
The Man Who Loved Women (1983)
Micki & Maude (1984)
A Fine Mess (1986)
That's Life! (1986)
Blind Date (1987)
Sunset (1988)
Justin Case (1988)
Skin Deep (1989)
Peter Gunn (1989)
Switch (1991)
Son of the Pink Panther (1993)
Victor/Victoria (1995)
[show]
v
t
e
The Pink Panther
Films
Original series
The Pink Panther (1963)
A Shot in the Dark (1964)
Inspector Clouseau (1968)
The Return of the Pink Panther (1975)
The Pink Panther Strikes Again (1976)
Revenge of the Pink Panther (1978)
Trail of the Pink Panther (1982)
Curse of the Pink Panther (1983)
Son of the Pink Panther (1993)
Reboot
The Pink Panther (2006)
The Pink Panther 2 (2009)
Animated shorts
The original Pink Panther shorts (1964–1980)
The original Inspector shorts (1965–1969)
Animated
TV shows
The Pink Panther Show (1969–1980)
Pink Panther and Sons (1984–1985)
The Pink Panther (1993–1996)
Pink Panther and Pals (2010)
Animated
TV specials
A Pink Christmas (1978)
Olym-Pinks (1980)
Pink at First Sight (1981)
Characters
Inspector Clouseau
The Pink Panther
The Little Man
The Inspector
The Ant and the Aardvark
Crazylegs Crane
The Blue Racer
Misterjaw
The Dogfather
Roland and Rattfink
Tijuana Toads
Hoot Kloot
Video games
The Pink Panther: Passport to Peril (1996)
The Pink Panther: Hokus Pokus Pink (1998)
Music
"The Pink Panther Theme"
"Meglio stasera"
See also
DePatie–Freleng Enterprises
Authority control
WorldCat Identities
VIAF: 222090149
Retrieved from "https://en.wikipedia.org/w/index.php?title=The_Return_of_the_Pink_Panther&oldid=807440493"
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Heist films
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