A manual transmission known as a manual gearbox, a standard transmission or colloquially in some countries as a stick shift, is a type of transmission used in motor vehicle applications. It uses a driver-operated clutch engaged and disengaged by a foot pedal or hand lever, for regulating torque transfer from the engine to the transmission. A conventional 5-speed manual transmission is the standard equipment in a base-model vehicle, while more expensive manual vehicles are equipped with a 6-speed transmission instead; the number of forward gear ratios is expressed for automatic transmissions as well. Manual transmissions feature a driver-operated clutch and a movable gear stick. Most automobile manual transmissions allow the driver to select any forward gear ratio at any time, but some, such as those mounted on motorcycles and some types of racing cars, only allow the driver to select the next-higher or next-lower gear; this type of transmission is sometimes called a sequential manual transmission.
In a manual transmission, the flywheel is attached to the engine's crankshaft and spins along with it. The clutch disc is in between the pressure plate and the flywheel, is held against the flywheel under pressure from the pressure plate; when the engine is running and the clutch is engaged, the flywheel spins the clutch plate and hence the transmission. As the clutch pedal is depressed, the throw out bearing is activated, which causes the pressure plate to stop applying pressure to the clutch disk; this makes the clutch plate stop receiving power from the engine, so that the gear can be shifted without damaging the transmission. When the clutch pedal is released, the throw out bearing is deactivated, the clutch disk is again held against the flywheel, allowing it to start receiving power from the engine. Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission. Conversely, most automatic transmissions feature epicyclic gearing controlled by brake bands and/or clutch packs to select gear ratio.
Automatic transmissions that allow the driver to manually select the current gear are called manumatics. A manual-style transmission operated by computer is called an automated transmission rather than an automatic though no distinction between the two terms need be made. Contemporary automobile manual transmissions use four to six forward gear ratios and one reverse gear, although consumer automobile manual transmissions have been built with as few as two and as many as seven gears. Transmissions for heavy trucks and other heavy equipment have 8 to 25 gears so the transmission can offer both a wide range of gears and close gear ratios to keep the engine running in the power band. Operating aforementioned transmissions use the same pattern of shifter movement with a single or multiple switches to engage the next sequence of gear selection. French inventors Louis-Rene Panhard and Emile Levassor are credited with the development of the first modern manual transmission, they demonstrated their three-speed transmission in 1894 and the basic design is still the starting point for most contemporary manual transmissions.
This type of transmission offered multiple gear ratios and, in most cases, reverse. The gears were engaged by sliding them on their shafts, which required careful timing and throttle manipulation when shifting, so the gears would be spinning at the same speed when engaged; these transmissions are called sliding mesh transmissions or sometimes crash boxes, because of the difficulty in changing gears and the loud grinding sound that accompanied. Newer manual transmissions on 4+-wheeled vehicles have all gears mesh at all times and are referred to as constant-mesh transmissions, with "synchro-mesh" being a further refinement of the constant mesh principle. In both types, a particular gear combination can only be engaged when the two parts to engage are at the same speed. To shift to a higher gear, the transmission is put in neutral and the engine allowed to slow down until the transmission parts for the next gear are at a proper speed to engage; the vehicle slows while in neutral and that slows other transmission parts, so the time in neutral depends on the grade and other such factors.
To shift to a lower gear, the transmission is put in neutral and the throttle is used to speed up the engine and thus the relevant transmission parts, to match speeds for engaging the next lower gear. For both upshifts and downshifts, the clutch is released; some drivers use the clutch only for starting from a stop, shifts are done without the clutch. Other drivers will depress the clutch, shift to neutral engage the clutch momentarily to force transmission parts to match the engine speed depress the clutch again to shift to the next gear, a process called double clutching. Double clutching is easier to get smooth, as speeds that are close but not quite matched need to speed up or slow down only transmission parts, whereas with the clutch engaged to the engine, mismatched speeds are fighting the rotational inertia and power of the engine. Though automobile and light truck transmissions are now universally synchronized, transmissions for heavy trucks and machinery, motor
A roadster is an open two-seat car with emphasis on sporting appearance or character. An American term for a two-seat car with no weather protection, usage has spread internationally and has evolved to include two-seat convertibles; the roadster was a style of racing car driven in United States Auto Club Championship Racing, including the Indianapolis 500, in the 1950s and 1960s. This type of racing car was superseded by mid-engined cars; the term "roadster" originates in the United States, where it was used in the nineteenth century to describe a horse suitable for travelling. By the end of the century the definition had expanded to include tricycles. In 1916, the United States Society of Automobile Engineers defined a roadster as: "an open car seating two or three, it may have additional seats on running boards or in rear deck." Due to it having a single row of seats, the main seat for the driver and passenger was further back in the chassis than it would have been in a touring car. Roadsters had a hooded dashboard.
In the United Kingdom the preferred terms were "open two-seater" and "two-seat tourer". Since the 1950s, the term "roadster" has been used in the United Kingdom, it is noted that the optional 4-seat variant of the Morgan Roadster would not be technically considered a roadster. The earliest roadster automobiles had only basic bodies without doors, windshields, or other weather protection. By the 1920s they were appointed to touring cars, with doors, simple folding tops, side curtains. Roadster bodies were offered on automobiles of all sizes and classes, from mass-produced cars like the Ford Model T and the Austin 7 to expensive cars like the Cadillac V-16, the Duesenberg Model J and Bugatti Royale. 1920s to 1950s roadsters By the 1970s "roadster" could be applied to any two-seater car of sporting appearance or character. In response to market demand they were manufactured as well-equipped as convertibles with side windows that retracted into the doors. Popular models through the 1960s and 1970s were the Alfa Romeo Spider, MGB and Triumph TR4.
1950s to 1980s roadsters The highest selling roadster is the Mazda MX-5, introduced in 1989. The early style of roadster with minimal weather protection is still in production by several low-volume manufacturers and fabricators, including the windowless Morgan Roadster, the doorless Caterham 7 and the bodyless Ariel Atom. 1990s to present day roadsters The term roadster was used to describe a style of racing cars competing in the AAA/USAC Championship Cars series from 1952 to 1969. The roadster engine and drive shaft are offset from the centerline of the car; this allows the driver to sit lower in the chassis and facilitates a weight offset, beneficial on oval tracks. One story of why this type of racing car is referred to as a "roadster" is that a team was preparing a new car for the Indianapolis 500, they had it covered in a corner of their shop. If they were asked about their car they would try and obscure its importance by saying that it was just their "roadster". After the Indianapolis racer was made public, the "roadster" name was still attached to it.
Frank Kurtis built the first roadster to race and entered it in the 1952 Indianapolis 500. It was driven by Bill Vukovich; the Howard Keck owned team with Vukovich driving went on to win the 1953 and 1954 contests with the same car. Bob Sweikert won the 1955 500 in a Kurtis. A. J. Watson, George Salih and Quinn Epperly were other notable roadster constructors. Watson-built roadsters won in 1956, 1959 - 1964 though the 1961 and 1963 winners were close copies built from Watson designs; the 1957 and 1958 winner was the same car built by Salih with help by Epperly built with a unique placement of the engine in a'lay down' mounting so the cylinders were nearly horizontal instead of vertical as traditional design dictated. This gave a lower center of gravity and a lower profile. Roadsters had disappeared from competition by the end of the 1960s, after the introduction, subsequent domination, of rear-engined machines. In 1965 Gordon Johncock brought the Wienberger Homes Watson to the finish in fifth place, the last top-ten roadster finish and the final time that a roadster finished the full distance of the race.
The last roadster to make the race was built and driven by Jim Hurtubise in the 1968 race and dropped out early. Hurtubise attempted to run the same car in 1969 but, while making his qualifying run at a good speed, the engine failed on the last of the four laps. Other classes of racing cars were built with the offset drive train and were referred to as roadsters; some pavement midgets roadsters raced into the early 1970s but never were dominant. Barchetta, a related two-seater body style designed for racing Convertible, the general term to describe vehicles with retractable roofs and retractable side windows Roadster utility Tonneau cover, a protective cover for the seats in an open car Media related to Roadsters at Wikimedia Commons
Carrozzeria Ghia SpA is an Italian automobile design and coachbuilding firm, established by Giacinto Ghia and Gariglio as Carrozzeria Ghia & Gariglio. The headquarters is located at 4 Corso Valentino in Turin. Ghia made lightweight aluminium-bodied cars, achieving fame with the Alfa Romeo 6C 1500, winning Mille Miglia. Between the world wars, Ghia designed special bodies for Alfa Romeo and Lancia, one of the most famous was the Fiat 508 Balilla sports coupe; the factory was rebuilt at Via Tomassi Grossi, after being demolished in an air raid during World War II. After Ghia's death, the company was sold to Giorgio Alberti; the Ghia-Aigle subsidiary was established in Switzerland. Following differences between Boano and the company's Naples-born chief engineer and designer Luigi Segre, Boano left the company in 1953 and ownership passed to Segre in 1954. Under the ownership of Luigi Segre, between 1953 and 1957, Giovanni Savonuzzi became Direttore Tecnico Progettazione e Produzione Carrozzerie e Stile and established GHIA as the most influential proponent of that Italian styling that came to define automobile design trends worldwide.
The decade between 1953 and 1963 saw many foreign firms ordering Ghia designs, such as Ford and Volvo. Chrysler and its designer Virgil Exner became a close partner for 15 years, resulting in eighteen Chrysler Ghia Specials, the K-310, the Chrysler Norseman, the Imperial Crown limousines, others. There are a few Ghia-bodied Ferraris. Ghia participated in the short-lived Dual-Ghia venture. Production by Ghia was always in low numbers, giving the company's products greater exclusivity than those of the other Italian coachbuilders. In June 1953, Pierre Lefaucheux, Renault's chairman, requested Carrozzeria Ghia assistance with the Renault Dauphine. In 1953, Boano left for Fiat, the factory moved to via Agostino da Montefeltro, Luigi Segre took over. Ghia brought in Pietro Frua, appointing Frua as head of Ghia Design, designing the Renault Floride. After Segres death, Ghia was sold to Ramfis Trujillo, who sold to Alejandro de Tomaso, owner of a rival design house, who took over, but had difficulty in running Ghia profitably.
In 1970, he sold his shares to the Ford Motor Company. During this transition period, Ghia had partial involvement in the De Tomaso Pantera, a high-performance, mid-engine car utilizing a Ford V8. After the Dual-Ghia project had ended, the more up-to-date Ghia L6.4 appeared in 1961. Fewer Mopar parts were used, but the car’s bespoke nature meant an astronomically high price and when production ended in 1963 only 25 cars had been built; the cars 6,277 cc Chrysler V8 has 340 hp SAE, suspension and transmission parts were hand-picked from Chrysler's production line. Both the front and the rear seats consist of separate buckets. From 1973, the Ghia name became Ford's top trim-level in its mainstream model range; the trend began in Europe and North America, but soon spread worldwide to the South American and Australian markets. One notable exception to this convention was the Scorpio model in the United Kingdom, where it was badged as a Granada Mk.3 – in this case the "Scorpio" name was instead used to designate a trim level higher than Ghia.
In the British market, the practice of using the Ghia name in such a capacity was phased out in 2010. The Titanium name has instead replaced Ghia as the flagship trim level, is now used globally across all of Ford's markets to denote the top trim level; the British Ford Fiesta retained the Ghia trim designation for the longest period of any model: 31 years 8 months, from February 1977 to November 2008. In the rest of Europe, the Ghia trim was discontinued as well; as of 2012, the Ghia studios produce various concept cars under the Ford banner. Ghia L6.4 Ghia 1500 GT Ghia 450 Giacinto Ghia Mario Boano Luigi Segre Sergio Sartorelli Giovanni Savonuzzi Giorgetto Giugiaro Tom Tjaarda Pietro Frua Coachbuild.com Encyclopedia: Ghia An enthusiast site on Ghia history
A sports car, or sportscar, is a small two-seater automobile designed for spirited performance and nimble handling. The term "sports car" was used in The Times, London in 1919. According to the Merriam-Webster dictionary, USA's first known use of the term was in 1928. Sports cars started to become popular during the 1920s. Sports cars may be spartan or luxurious. Sports cars are aerodynamically shaped, have a lower center of gravity than standard models. Steering and suspension are designed for precise control at high speeds. Traditionally sports cars were open roadsters, but closed coupés started to become popular during the 1930s, the distinction between a sports car and a grand tourer is not absolute. Attributing the definition of'sports car' to any particular model can be controversial or the subject of debate among enthusiasts. Authors and experts have contributed their own ideas to capture a definition. A car may be a sporting automobile without being a sports car. Performance modifications of regular, production cars, such as sport compacts, sports sedans, muscle cars, pony cars and hot hatches are not considered sports cars, yet share traits common to sports cars.
Certain models can "appeal to both muscle car and sports car enthusiasts, two camps that acknowledged each other's existences." Some models are called "sports cars" for marketing purposes to take advantage of greater marketplace acceptance and for promotional purposes. High-performance cars of various configurations are grouped as Sports and Grand tourer cars or just as performance cars; the drivetrain and engine layout influences the handling characteristics of an automobile, is crucially important in the design of a sports car. The front-engine, rear-wheel-drive layout is common to sports cars of any era and has survived longer in sports cars than in mainstream automobiles. Examples include the Caterham 7, Mazda MX-5, the Chevrolet Corvette. More many such sports cars have a front mid-engine, rear-wheel drive layout, with the centre of mass of the engine between the front axle and the firewall. In search of improved handling and weight distribution, other layouts are sometimes used; the rear mid-engine, rear-wheel-drive layout is found only in sports cars—the motor is centre-mounted in the chassis, powers only the rear wheels.
Some high-performance sports car manufacturers, such as Ferrari and Lamborghini have preferred this layout. Porsche is one of the few remaining manufacturers using the rear-wheel-drive layout; the motor's distributed weight across the wheels, in a Porsche 911, provides excellent traction, but the significant mass behind the rear wheels makes it more prone to oversteer in some situations. Porsche has continuously refined the design and in recent years added electronic stability control to counteract these inherent design shortcomings; the front-engine, front-wheel-drive layout layout, the most common in sport compacts and hot hatches, modern production cars in general, is not used for sports cars. This layout is advantageous for small, lower power sports cars, as it avoids the extra weight, increased transmission power loss, packaging problems of a long driveshaft and longitudinal engine of FR vehicles. However, its conservative handling effect understeer, the fact that many drivers believe rear wheel drive is a more desirable layout for a sports car count against it.
The Fiat Barchetta, Saab Sonett, Berkeley cars are sports cars with this layout. Before the 1980s few sports cars used four-wheel drive, which had traditionally added a lot of weight. With its improvement in traction in adverse weather conditions, four-wheel drive is no longer uncommon in high-powered sports cars, e.g. Porsche and the Bugatti Veyron. Traditional sports cars were two-seat roadsters. Although the first sports cars were derived from fast tourers, early sporting regulations demanded four seats, two seats became common from about the mid-1920s. Modern sports cars may have small back seats that are really only suitable for luggage or small children. Over the years, some manufacturers of sports cars have sought to increase the practicality of their vehicles by increasing the seating room. One method is to place the driver's seat in the center of the car, which allows two full-sized passenger seats on each side and behind the driver; the arrangement was considered for the Lamborghini Miura, but abandoned as impractical because of the difficulty for the driver to enter/exit the vehicle.
McLaren used the design in their F1. Another British manufacturer, TVR, took a different approach in their Cerbera model; the interior was designed in such a way that the dashboard on the passenger side swept toward the front of the car, which allowed the passenger to sit farther forward than the driver. This gave the rear seat passenger extra room and made the arrangement suitable for three adult passengers and one child seated behind the driver; some Matra sports cars had three seats squeezed next to each other. The definition of a sports car is not precise, but from the earliest first automobiles "people have found ways to make them go faster, round corners better, look more beautiful" than the ordinary models inspiring an "emotional relationship" with a car, fun to drive and use for the sake of driving; the basis for the sports car is traced to the early 20th century touring cars a
Governments and private organizations have developed car classification schemes that are used for various purposes including regulation and categorization, among others. This article details used classification schemes in use worldwide; this following table summarises common classifications for cars. Microcars and their Japanese equivalent— kei cars— are the smallest category of automobile. Microcars straddle the boundary between car and motorbike, are covered by separate regulations to normal cars, resulting in relaxed requirements for registration and licensing. Engine size is 700 cc or less, microcars have three or four wheels. Microcars are most popular in Europe, where they originated following World War II; the predecessors to micro cars are Cycle cars. Kei cars have been used in Japan since 1949. Examples of microcars and kei cars: Honda Life Isetta Tata Nano The smallest category of vehicles that are registered as normal cars is called A-segment in Europe, or "city car" in Europe and the United States.
The United States Environmental Protection Agency defines this category as "minicompact", however this term is not used. The equivalents of A-segment cars have been produced since the early 1920s, however the category increased in popularity in the late 1950s when the original Fiat 500 and BMC Mini were released. Examples of A-segment / city cars / minicompact cars: Fiat 500 Hyundai i10 Toyota Aygo The next larger category small cars is called B-segment Europe, supermini in the United Kingdom and subcompact in the United States; the size of a subcompact car is defined by the United States Environmental Protection Agency, as having a combined interior and cargo volume of between 85–99 cubic feet. Since the EPA's smaller minicompact category is not as used by the general public, A-segment cars are sometimes called subcompacts in the United States. In Europe and Great Britain, the B-segment and supermini categories do not any formal definitions based on size. Early supermini cars in Great Britain include Vauxhall Chevette.
In the United States, the first locally-built subcompact cars were the 1970 AMC Gremlin, Chevrolet Vega, Ford Pinto. Examples of B-segment / supermini / subcompact cars: Chevrolet Sonic Hyundai Accent Volkswagen Polo The largest category of small cars is called C-segment or small family car in Europe, compact car in the United States; the size of a compact car is defined by the United States Environmental Protection Agency, as having a combined interior and cargo volume of 100–109 cu ft. Examples of C-segment / compact / small family cars: Peugeot 308 Toyota Auris Renault Megane In Europe, the third largest category for passenger cars is called D-segment or large family car. In the United States, the equivalent term is intermediate cars; the U. S. Environmental Protection Agency defines a mid-size car as having a combined passenger and cargo volume of 110–119 cu ft. Examples of D-segment / large family / mid-size cars: Chevrolet Malibu Ford Mondeo Kia Optima In Europe, the second largest category for passenger cars is E-segment / executive car, which are luxury cars.
In other countries, the equivalent terms are full-size car or large car, which are used for affordable large cars that aren't considered luxury cars. Examples of non-luxury full-size cars: Chevrolet Impala Ford Falcon Toyota Avalon Minivan is an American car classification for vehicles which are designed to transport passengers in the rear seating row, have reconfigurable seats in two or three rows; the equivalent terms in British English are people carrier and people mover. Minivans have a'one-box' or'two-box' body configuration, a high roof, a flat floor, a sliding door for rear passengers and high H-point seating. Mini MPV is the smallest size of MPVs and the vehicles are built on the platforms of B-segment hatchback models. Examples of Mini MPVs: Fiat 500L Honda Fit Ford B-Max Compact MPV is the middle size of MPVs; the Compact MPV size class sits between large MPV size classes. Compact MPVs remain predominantly a European phenomenon, although they are built and sold in many Latin American and Asian markets.
Examples of Compact MPVs: Renault Scenic Volkswagen Touran Ford C-Max The largest size of minivans is referred to as'Large MPV' and became popular following the introduction of the 1984 Renault Espace and Dodge Caravan. Since the 1990s, the smaller Compact MPV and Mini MPV sizes of minivans have become popular. If the term'minivan' is used without specifying a size, it refers to a Large MPV. Examples of Large MPVs: Dodge Grand Caravan Ford S-Max Toyota Sienna The premium compact class is the smallest category of luxury cars, it became popular in the mid-2000s, when European manufacturers— such as Audi, BMW and Mercedes-Benz— introduced new entry level models that were smaller and cheaper than their compact executive models. Examples of premium compact cars: Audi A3 Buick Verano Lexus CT200h A compact executive car is a premium car larger than a premium compact and smaller than an executive car. Compact executive cars are equivalent size to mid-size cars and are part of the D-segment in the European car classification.
In North American terms, close equivalents are "luxury compact" and "entry-level luxury car", although the latter is used for the smaller premium compact cars. Examples of compact executive cars: Audi A4 BMW 3 Series Buick Regal An executive car is a premium car larger than a compact executive and smaller than an full-size luxury car. Executive cars are classified as E-segment cars in the European car classification. In the United States and several other coun
An anti-roll bar is a part of many automobile suspensions that helps reduce the body roll of a vehicle during fast cornering or over road irregularities. It connects opposite wheels together through short lever arms linked by a torsion spring. A sway bar increases the suspension's roll stiffness—its resistance to roll in turns, independent of its spring rate in the vertical direction; the first stabilizer bar patent was awarded to Canadian inventor Stephen Coleman of Fredericton, New Brunswick on April 22, 1919. Anti-roll bars were unusual on pre-war cars due to the much stiffer suspension and acceptance of body roll. From the 1950s on, production cars were more fitted with anti-roll bars those vehicles with softer coil spring suspension. An anti-sway or anti-roll bar is intended to force each side of the vehicle to lower, or rise, to similar heights, to reduce the sideways tilting of the vehicle on curves, sharp corners, or large bumps. With the bar removed, a vehicle's wheels can tilt away by much larger distances.
Although there are many variations in design, a common function is to force the opposite wheel's shock absorber, spring or suspension rod to lower, or rise, to a similar level as the other wheel. In a fast turn, a vehicle tends to drop closer onto the outer wheels, the sway bar soon forces the opposite wheel to get closer to the vehicle; as a result, the vehicle tends to "hug" the road closer in a fast turn, where all wheels are closer to the body. After the fast turn the downward pressure is reduced, the paired wheels can return to their normal height against the vehicle, kept at similar levels by the connecting sway bar; because each pair of wheels is cross-connected by a bar, the combined operation causes all wheels to offset the separate tilting of the others and the vehicle tends to remain level against the general slope of the terrain. A sway bar is a torsion spring that resists body roll motions, it is constructed out of a cylindrical steel bar, formed into a "U" shape, that connects to the body at two points, at the left and right sides of the suspension.
If the left and right wheels move together, the bar rotates about its mounting points. If the wheels move relative to each other, the bar is forced to twist; each end of the bar is connected to an end link through a flexible joint. The sway bar end link connects in turn to a spot near a wheel or axle, transferring forces from a loaded axle to the opposite side. Forces are therefore transferred: from the loaded axle to the connected end link via a bushing to the anti-sway bar via a flexible joint to the connected end link on the opposite side of the vehicle to the opposite axle; the bar resists the torsion through its stiffness. The stiffness of an anti-roll bar is proportional to the stiffness of the material, the fourth power of its radius, the inverse of the length of the lever arms. Stiffness is related to the geometry of the mounting points and the rigidity of the bar's mounting points; the stiffer the bar, the more force required to move the left and right wheels relative to each other. This increases the amount of force required to make the body roll.
In a turn the sprung mass of the vehicle's body produces a lateral force at the centre of gravity, proportional to lateral acceleration. Because the CG is not on the roll axis, the lateral force creates a moment about the roll axis that tends to roll the body.. The moment is called the roll couple. Roll couple is resisted by the suspension roll stiffness, a function of the spring rate of the vehicle's springs and of the anti-roll bars, if any; the use of anti-roll bars allows designers to reduce roll without making the suspension's springs stiffer in the vertical plane, which allows improved body control with less compromise of ride quality. One effect of body lean, for typical suspension geometry, is positive camber of the wheels on the outside of the turn and negative on the inside, which reduces their cornering grip. Anti-roll bars provide two main functions; the first function is the reduction of body lean. The reduction of body lean is dependent on the total roll stiffness of the vehicle.
Increasing the total roll stiffness of a vehicle does not change the steady state total load transfer from the inside wheels to the outside wheels, it only reduces body lean. The total lateral load transfer is determined by the CG track width; the other function of anti-roll bars is to tune the handling balance of a car. Understeer or oversteer behavior can be tuned out by changing the proportion of the total roll stiffness that comes from the front and rear axles. Increasing the proportion of roll stiffness at the front increases the proportion of the total load transfer that the front axle reacts to—and decreases the proportion that the rear axle reacts to. In general, this makes the outer front wheel run at a comparatively higher slip angle, the outer rear wheel to run at a comparatively lower slip angle, an understeer effect. Increasing the proportion of roll stiffness at the rear axle has the opposite effect and decreases understeer; because an anti-roll bar connects wheels on opposite sides of the vehicle, the bar transmits the force of a bump on one wheel to the opposite wheel.
On rough or broken pavement, anti-roll bars can produce jarring, side-to-side body motions, which increase in severity with the diameter and stiffness of the sway bars. Other suspension techniques can
Dino Paul Crocetti, known famously as Dean Martin, was an American actor and singer. One of the most popular and enduring American entertainers of the mid-20th century, Martin was nicknamed "The King of Cool" for his effortless charisma and self-assurance, he and Jerry Lewis formed the immensely popular comedy duo Martin and Lewis, with Martin serving as the straight man to Lewis' slapstick hijinks. A member of the "Rat Pack", Martin went on to become a star of concert stages, audio recordings, motion pictures and television. Martin was the host of the variety programs The Dean Martin Show and The Dean Martin Celebrity Roasts, his relaxed, crooning voice earned him dozens of hit singles, including his signature songs "Memories Are Made of This", "That's Amore", "Everybody Loves Somebody", "You're Nobody Till Somebody Loves You", "Sway", "Ain't That a Kick in the Head?", "Volare". Martin was born Dino Paul Crocetti on June 7, 1917, in Steubenville, the son of Italian father Gaetano Alfonso Crocetti and Italian-American mother Angela Crocetti.
His parents were married in 1914. His father, a barber, was from Montesilvano and his mother's origins are believed to be from Abruzzo, although they are not known. Martin had an older brother named William Alfonso Crocetti, his first language was Italian and he did not speak English until he started school at the age of five. He attended Grant Elementary School in Steubenville; as a teenager, he played the drums as a hobby. He dropped out of Steubenville High School in the tenth grade because he thought he was smarter than his teachers, he bootlegged liquor, worked in a steel mill, served as a croupier at a speakeasy and a blackjack dealer, was a welterweight boxer. At 15, he was a boxer who billed himself as "Kid Crochet", his prizefighting earned him a broken nose, a scarred lip, many broken knuckles, a bruised body. Of his 12 bouts, he said that he "won all but 11". For a time, he shared a New York City apartment with Sonny King, starting in show business and had little money; the two charged people to watch them bare-knuckle box each other in their apartment, fighting until one was knocked out.
Martin knocked out King in the first round of an amateur boxing match. Martin gave up boxing to work as a roulette stickman and croupier in an illegal casino behind a tobacco shop, where he had started as a stock boy. At the same time, he sang with local bands, calling himself "Dino Martini", he got his break working for the Ernie McKay Orchestra. He sang among others. In the early 1940s, he started singing for bandleader Sammy Watkins, who suggested he change his name to Dean Martin. In October 1941, Martin married Elizabeth "Betty" Anne McDonald in Cleveland and the couple had an apartment in Cleveland Heights for a while, they had four children before the marriage ended in 1949. Martin worked for various bands throughout the early 1940s on looks and personality until he developed his own singing style, he flopped at the Riobamba nightclub in New York, when he followed Frank Sinatra in 1943. Martin attracted the attention of Metro-Goldwyn-Mayer and Columbia Pictures, but a Hollywood contract was not forthcoming.
He met comic Jerry Lewis at the Glass Hat Club in New York. Martin and Lewis formed a fast friendship which led to their participation in each other's acts and the formation of a music-comedy team. Martin and Lewis's debut together occurred at Atlantic City's 500 Club on July 24, 1946, they were not well received; the owner, Skinny D'Amato, warned them that if they did not come up with a better act for their second show that night, they would be fired. Huddling in the alley behind the club and Martin agreed to "go for broke", they divided their act between songs, ad-libbed material. Martin sang and Lewis dressed as a busboy, dropping plates and making a shambles of Martin's performance and the club's decorum until Lewis was chased from the room as Martin pelted him with breadrolls, they did slapstick, reeled off old vaudeville jokes, did whatever else popped into their heads. The audience laughed; this success led to a series of well-paying engagements on the Eastern seaboard, culminating in a run at New York's Copacabana.
The act consisted of Lewis interrupting and heckling Martin while he was trying to sing, with the two chasing each other around the stage. The secret, both said, is that they played to each other; the team made its TV debut on the first broadcast of CBS-TV network's The Ed Sullivan Show on June 20, 1948, with composers Rodgers and Hammerstein appearing. Hoping to improve their act, the two hired young comedy writers Norman Lear and Ed Simmons to write their bits. With the assistance of both Lear and Simmons, the two would take their act beyond nightclubs. A radio series began in 1949, the year Martin and Lewis signed with Paramount producer Hal B. Wallis as comedy relief for the movie My Friend Irma, their agent, Abby Greshler, negotiated one of Hollywood's best deals: although they received only $75,000 between them for their films with Wallis and Lewis were free to do one outside film a year, which they would co-produce through their own York Productions. They controlled their club, record and television appearances, through these they earned millions of dollars.
In Dean & Me, Lewis calls Mar