Ardent Motors Corporation

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Ardent Wren Mk.2

1965-1972*

*Model was Export Only for its entire run.

1965 Ardent Wren 1200L Sedan in Lagoon Blue

Ardent pulled the plug on the original Wren in North America after the 1962 sales campaign. However, the plucky little sedan continued to sell well in Europe, and even in some other countries. Jack Chancellor decided it was worth the resources to continue catering to export markets, given the volume of sales being generated.

In late 1962, he tasked Stanton Glass to pen a new version of his original design, and gave Desmond Wainwright the directive to develop new, smaller engines more suitable to other parts of the world. In keeping with the original Wren, the second generation was to be inexpensive, reliable, yet have flexibility and fun. As part of this expanded world sales philosophy, a new production facility was opened just outside of Valencia, Spain, where the new model was to be assembled.

To that end, Glass designed three body styles; a 2-door sedan of similar proportions to the original, and extended-length 3-door wagon, and a micro-truck.

1965 Ardent Wren 1200T Carrier in Lemon Creme

True to vision, the new Wren was released with a brand new family of 4-cylinder motors dubbed “Deneb”. A 1400 cc version cranked out 54 horses, while the short-stroke 1200 cc version put out 46. This was mated to a 3-speed manual transmission. Performance wasn’t quite as brisk before, but still respectable given the small power plant.

Twin-shoe hydraulic drum brakes and lap belts were among the standard features included. Top-trim S models also received an AM radio and a 1400 cc engine. The 1400 was also standard on the L Wagon, which needed the extra grunt.

In 1965, Ardent produced a limited run of 10th Anniversary Wrens, totaling 1000 worldwide. These were all 1400S sedans, and featured a special 4-speed manual derived from the original Midnight. Special badging and dual hood chrome strips reminiscent of the original Wren were also included, and an exclusive Pewter Silver/Ink Black paint scheme was given to them. Further adding to this touch was a set of trim-exclusive black wheel caps.

1965 Ardent Wren 10th Anniversary, restored in 2004 by the Ardent Motors Historical Society, and displayed at Ardent Motors Museum

Overall, the redesigned Wren satisfied Ardent leadership, though the passing of Jack Chancellor in 1963 meant that he never got to see his ambition of true export-only models come to fruition.

Only minor changes were made, mostly to the interior, before the Wren was discontinued after 1972.

Trim pricing in 1965:
1200T Carrier, MSRP $969
1200L Sedan, MSRP $989
1400L Wagon, MSRP $1019
1400S Sedan, MSRP $1049
1400L Wagon, MSRP $1059
10th Anniversary, MSRP $1149

Notable options:
Contrasting Roof Color (S only) - $30
Wheel Trim Paint (S only) - $10

Available colors:
Pure White
Ink Black
Lemon Creme
Spanish Olive
Light Mint (Except 1200T)
Lagoon Blue
Caribbean Blue (S only)
Dark Sandstone
Dusk Rose (Except 1200T)
Valencia Gold
Flame Red
Pewter Silver (10th Anniversary only)

1965 Ardent Wren 1400S Wagon in Spanish Olive with Pure White roof

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Ardent Sentinel

1963 - 1973

Everyday Value: L and S Models

1963 Ardent Sentinel S wagon in Copper Cream

An all-new family cruiser hit Ardent showrooms across North America and Europe in September 1952, replacing the venerable Starlight series. Designed by Eugene Morrow, the Sentinel set a new bar for comfort and flexibility in an entry-level Ardent.

Standard equipment included soft-touch vinyl seating surfaces, AM radio, stainless steel dash and steering wheel touches, and both a glove compartment and small under-dash package shelf on the passenger side.

As well, all 1963 Sentinels were equipped with an all-new V6 engine, dubbed the “Eridani” family. Displacing 220 cubic inches and putting out 131 horsepower, this new power plant was a significant improvement over any previous 4- or 6-cylinder Ardent engine. A 3-speed manual was standard on all family trims, with a ShiftGuard automatic optional on the S trim.

1963 Ardent Sentinel S sedan in Caribbean Blue

Two trims were launched, with S trims being differentiated from their more basic brethren with an extra spear of chrome along the sides, and a fully transistorized AM radio in the dash. A wagon model was also offered, only in S trim. The coupe body did not receive an S trim until 1967.

While Sentinels were initially eagerly snapped up all over, by mid-1964, sales began falling off in Europe, though Wren sales remained high. Research indicated that the engine was simply too large, and the prices being driven too high for the market.

The Sentinel received a mid-generation refresh in 1967. North American and overseas models split in their under-hood equipment at this point.

Ardent’s new CEO, Charles Bergman, had kept his eye on how foreign automakers were dealing with small-displacement engines. He selected Japanese manufacturer Suzume, infusing them with money for R&D in exchange for an extended consultation with their top engine designer, Hideki Akiyama.

The fruit of that collaboration would be the last design for Desmond Wainwright, head of powertrain development, prior his retirement. This new 2.0 liter 4-cylinder was used exclusively in export models, replacing the 220cid (3.6L) six, and featured an overhead camshaft driving its 8 valves. With 85 horsepower, the Aurora Type 1 was vastly slower than the V6 it replaced. However, it was cheaper to build, quite reliable, and used 20% less fuel when installed in a Sentinel.

In North America, the L trim retained the 220 V6, but the S trim received a larger 247 cubic inch Eridani V6, worth 147 ponies.

In 1967, all automatics, regardless of market, gained a 3rd gear. Export models received a 4 speed manual. The S trim gained standard power steering in '67 as well.

1967 Ardent Sentinel L coupe in Dusk Rose

Trim pricing in 1967:
L, coupe or sedan, export model, MSRP $1529
S, coupe or sedan, export model, MSRP $1579
S, wagon, export model, MSRP $1589
L, coupe or sedan, NA model, MSRP $1679
S, coupe or sedan, NA model, MSRP $1789
S, wagon, NA model, MSRP $1799

Notable options:
Power steering (S only, 1963-1966) - $20
Air Conditioning - $80
Automatic transmission (S only) - $50

Available colors:
Copper Cream
Pure White
Flame Red
Dark Sandstone
Light Mint
Navy Blue
Caribbean Blue
Lagoon Blue
Dusk Rose
Pewter Silver

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Ardent Sentinel

1963 - 1973

Compact Fun: GT and SS models

1967 Ardent Sentinel SS in Cobalt Metallic

While Ardent provided reliability and value for the masses, they also took another step forward in the arena of sporty cars.

Alongside the 1963 launch of the Sentinel, a sporty GT trim was also released. Special 15" magnesium wheels with body-color paint trim, a 247 cubic inch V6 engine, and 4-speed sport-ratio manual transmission were added to the list of equipment for an otherwise pedestrian S sedan. Straight-line performance on this model was reasonable, with it being able to reach 62 MPH in 9.4 seconds.

Trunk badging on a 1964 Sentinel GT

With the 1967 model refresh, engine options changed, and a new SS trim was added to the top of the line in North America.

For export models, the GT’s engine was downsized to the 220 V6. This small-engine GT lasted only through 1969 before being dropped altogether due to low sales.

But in Ardent’s home markets, the GT received a 287 cubic inch Toledo V8 with a 2 barrel carburetor, putting out 157 horsepower. The SS got a 333 cubic inch V8 with a 4-barrel carb, and which the Sentinel SS to 62 in 8.2 seconds flat with a manual transmission.

GT and SS models received front disc brakes and sport radial tires in 1967, as well. The SS could be distinguished from GT models from slightly different badging, as well as blackout trim on the headlight buckets and a blackout power bulge on the hood.

The glory of the Sentinel as a sport sedan would be gone after 1973, however, amid skyrocketing fuel prices and new emission requirements. Only decades later would the spark even begin to rekindle.

Rear shot of a 1967 Sentinel SS

Trim pricing:
GT, sedan or coupe, 1963 all models, MSRP $1749
GT, sedan or coupe, 1967 export model, MSRP $1769
GT, sedan or coupe, 1967 NA model, MSRP $2079
SS, sedan or coupe, 1967 NA model, MSRP $2439

Notable options:
Power steering (1963-1966) - $20
Air Conditioning - $80
Automatic transmission (1967-1973) - $75
Metallic paint - $30

Available colors:
Pure White
Ink Black
Flame Red
Dark Sandstone
Navy Blue
Caribbean Blue
Pewter Silver
Cobalt Metallic
Toreador Red Metallic
Copper Cream Metallic
Fuschia Metallic
Avocado Metallic

1963 Sentinel GT in Toreador Red Metallic

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Ardent Chesapeake

1965 - 1974

1965 Ardent Chesapeake L in Spanish Olive

Shortly before Jack Chancellor’s passing, he directed design chief Stanton Glass to work on a new model to replace the aging 400 Series. This was to be a larger sedan and wagon, upscale in features but more affordable than the Manhattan. Chancellor envisioned that it would serve as the flagship model overseas, where the Manhattan was not sold. Its name: Chesapeake.

Production targets were scaled back somewhat shortly before release, however, as slow European sales of the Sentinel cast a shadow on their strategy. New CEO Charles Bergman devised an alternate plan. They would produce larger quantities of the base L sedan, and price them aggressively to drive traffic to their showrooms.

The plan worked. With buckets of space inside and standard features such as an AM radio with 4 programmable presets, radial tires, and power steering, plus available options such as front bucket seats, automatic transmission, and 287 cubic inch V8 engine, the Chesapeake L offered a premium car feel without the premium price.

Once prospective buyers had come to the lots, they were tempted by higher end offerings as well. The S model added leather-trimmed seats, wood grain interior finish, magnesium alloy wheels, fender vents, and a 333 cubic inch V8 with 2 barrel carburetor. Further up on the chain was the Jetsetter, a 2 door convertible with a 231 HP Toledo Triple Three V8 under the hood, and the sport-themed GT coupe, also with a Triple Three and a special scoop-and-spoiler exterior trim application.

1965 Ardent Chesapeake GT in Marine Blue Metallic with Ink Black roof

Despite its husky nature, a Chesapeake GT could still get up to 60 MPH in 9.5 seconds, and almost hit 130 MPH given a long enough road.

But performance really took off with the introduction of Ardent’s brand new big-block V8 engine line in 1967. Two new big block sedans were produced, the 444 SS and 444 Super SS, with 288 and 372 HP respectively. With its specially geared 3-speed auto, the larger of these could propel the Chesapeake to 60 in just 7.9 seconds, with a top speed of almost 150. A 4-speed heavy-duty manual was optional on the SS and Super SS.
The Jetsetter convertible also received a “GT” trim this year, with a 404 cubic inch big block eight, good for 249 HP.

In 1969 there was a minor model refresh, and a Super GT model briefly joined the lineup. This special edition GT added blackout rear trim and hood vents, and utilized the Triple Three “T/A” variant with 271 horses. A total of 3600 Super GTs were built over 2 years. This model was designed for those who wanted big block performance from the traditional small block engine.

Pillar detail on the 1965 GT model

The Jetsetter convertible line would be discontinued after the 1971 model year.

In 1972, the 2-door line would receive a downmarket realignment. The 444 SS, 444 Super SS, and 333 GT were still available, to be joined by more reasonably priced S and L models, powered by a 289 cid Toledo V8 and 203 cid Orion-6, respectively. Neither lower end model offered an optional engine. The L model came standard with a 3-speed manual, with an option for a 3-speed automatic.

1973 saw a special edition Chesapeake commemorating the 50th anniversary of Ardent Motors. These were S models with trim-unique mag wheels, an AM/FM/8-track player (a year before general release on the model), and exclusive Champagne Metallic paint with Lemon Creme roof.

After 1974, the Chesapeake would be replaced by a new model with a memorable name…

Chesapeake S in Valencia Gold with Ink Black roof

Trim pricing in 1965:
L sedan, MSRP $2069
L wagon, MSRP $2099
S sedan, MSRP $2469
S wagon, MSRP $2499
Jetsetter convertible, MSRP $2729
GT coupe, MSRP $2749

Big block trim pricing, 1967:
Jetsetter GT, MSRP $3499
444 SS, MSRP $3599
444 Super SS, MSRP $3899

Notable options as priced in 1965:
Two-tone paint (S and GT) - $40
Air Conditioning - $100
Power windows (S and GT) - $60
Metallic paint - $30
Rear-facing third row jump seats (wagon only) - $125

Limited edition trim prices:
Super GT, 1969, MSRP $3379
50th Anniversary, 1973, MSRP $3389

Available colors:
Pure White
Lemon Creme
Ink Black
Sunshine Yellow
Flame Red
Spanish Olive
Dark Sandstone
Pewter Silver
Valencia Gold
Marine Blue Metallic (Except L)
Toreador Red Metallic
Fuschia Metallic (Except L)
Copper Cream Metallic
Aquamarine Metallic
Champagne Metallic (50th Anniversary only)

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Ardent Sentinel Mk.2

1974 - 1978

Original ad from 1974 showing a Sentinel L hatchback in Sunshine Yellow. Note the mirror placement; the depicted model is a European model, probably built in Valencia.

With the growth in popularity of the 2-liter Sentinel abroad, Ardent CEO Charles Bergman ordered Eugene Morrow to study the creation of a new, low-cost Sentinel to serve a void left by the departure of the Wren in the early 60’s. Whereas Jack Chancellor had a mantra of bold moves, rapid expansion, and the presence of at least one upscale trim on all models, Bergman felt is better to cover a wider variety of bases than his predecessor.

Thus was the beginning of the second generation Sentinel. Design started in early 1971, with a targeted release of September 1974, as a '75 model. But flagging sales of high-end GT and SS models from the first generation started to put pressure on accelerating the project. The final nail was the Arab Oil Crisis in late '73. Fortunately for Ardent, their previous acceleration kept them from being completely flat-footed at release.

The '74 Sentinel was rushed into production, and hit dealer showrooms in December 1973. While the Export version was available in both L and S trims at start, using a mildly refreshed version of the Aurora 2.0L inline-4 from the previous generation, the launch model for North America was only available with a top-trim GL with a 220 cubic inch Eridani engine, redesigned with a catalytic converter and requiring unleaded fuel.

Ardent’s powertrain division, now under the leadership of Ray Salducci, had been tasked with designing a new generation of Cygnus 4-cylinder motors for use in the domestic market. An all new block and heads were designed, with pistons and rods reused from the Aurora design. This new design was built with the intention of allowing larger or smaller displacements in the future, as the market dictated.

The 4-cylinder L and S domestic market models finally went on sale in March 1974. Albeit late to the party, they still sold relatively well. The 6 cylinder GL also sold briskly; it was still much more fuel efficient than many previous Ardent offerings.

Charles Bergman was not, however, satisfied with the results. He would order no mid-model refresh for this series, instead directing a full (and proper) redesign almost immediately. That descendent would be early to market, and the Sentinel Mk.2 would stop production in January 1978, with the last ones built being delivered by May.

This iteration of the Sentinel was available in 3 body styles: a 3-door hatchback, 5-door wagon, and 4-door sedan. Each body style was available in base L, mid-trim S, and top-trim GL, except for exports. Exports did not have the GL, as it was a V6 powered model.

1974 Ardent Sentinel S wagon in Lagoon Blue

L and S models received a 122 cubic inch (2.0 Liter) engine. For the Domestic markets, this was a Cygnus Type 2, with pushrods and a 2-barrel carb, putting out 71 HP. Export models got an Aurora Type 1 (AA4-20E), utilizing a single overhead cam, pushing 91 horsepower without the restrictive equipment that was required on the domestics. The GL model (North America) received an Eridani Type 1, 220 cubic inch displacement, now down to 117 horses.

All trims came with cloth-faced vinyl seating, reducing the amount of heat retained by the interior (and thus occupants) in direct sunlight. Wall-to-wall carpeting and an AM radio were also standard, with S and GL models also receiving an upgraded AM/FM/8-track and power steering. GLs had exclusive 185mm wide tires and color-keyed alloy wheels.

S and L models came standard with a 4-speed manual transmission, but had the option of a 3-speed ShiftGuard automatic. This marked the first time that a “base” Ardent had an automatic option on its lowest trim.

1974 Ardent Sentinel GL in Navy Blue

USDM Trim pricing in 1974:
L hatchback, MSRP $2179
L sedan or wagon, MSRP $2199
S hatchback, MSRP $2619
S sedan or wagon, MSRP $2649
GL hatchback, MSRP $3009
GL sedan or wagon, MSRP $3049

Notable options:
Automatic transmission (standard on GL) - $220
Air conditioning - $210
Roof rack (hatchback) - $35
Roof rack (wagon) - $40
Metallic paint (Except L) - $50

Available colors:
Pure White
Ink Black
Flame Red
Lagoon Blue
Caribbean Blue
Navy Blue
Sunshine Yellow
Dark Sandstone
Pewter Silver
Valencia Gold
Copper Cream Metallic (Except L)
Toreador Red Metallic (Except L)
Ice Metallic (Except L)
Aquamarine Metallic (Except L)
Champagne Metallic (Except L)

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Ardent Manhattan Mk.2

1965 - 1974

1965 Ardent Manhattan L in Pure White

Further development of the A7 platform continued almost immediately after the release of the first Manhattan models. The Ardent-Townsend merger had put both companies behind the game in the upscale markets. Warren Cole was set loose to head up the project. At hand was significant upgrading of interior packaging, as well as updated styling.

The chassis was actually developed in tandem with the Chesapeake, taking the existing pan and platform, and giving it more strength. This increased weight, but for the luxury-oriented model, that was of little concern.

Power was still provided at launch by a 333 cubic inch Toledo Iron Eight, but the old 2 barrel carb was replaced with a 4 barrel version. Power was up to 206 horses in this iteration. Sufficient, but by no means scorching. Ardent’s A32B ShiftGuard 3-speed automatic was standard on all Manhattan models, as well as the derivative Townsend Toulouse. Starting in 1967, the small block Toledo was replaced by a new big block. The base L version got the 404ci, with the S getting the 444ci version.

The level of creature comforts increased over the previous iteration. Power windows were now standard on all trims, and power output for the radio increased to 25 watts. A new intermittent windshield wiper system was installed for the first time. Under-carpet sound deadening was thickened slightly as well. Premium cloth-faced seats came with the L trim, with the S trim continuing on with full leather.

1965 Ardent Manhattan S in Navy Blue with Glacier Ice roof

Trim pricing in 1965:
Manhattan L, MSRP $3699
Manhattan S, MSRP $4259

Notable options:
Air Conditioning ($50, Standard on S)
Metallic paint ($35)
Two-tone paint ($40, S only)

Available colors:
Pure White
Ink Black
Flame Red
Lemon Creme
Caribbean Blue
Dark Sandstone
Dusk Rose
Navy Blue
Pewter Silver
Copper Cream Metallic (Premium)
Aquamarine Metallic (Premium)
Fuschia Metallic (Premium)
Glacier Ice (Premium)
Cobalt Metallic (Premium)
Champagne Metallic (Premium)

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Ardent Marathon

1967 - 1974

1967 Ardent Marathon L in Sunshine Yellow

The first car that was commissioned by Ardent CEO Charles Bergman was not a revamp or redesign of any existing model, but rather a whole new beast. Trends from other companies toward powerful, sporty V8 models was apparent, and he wanted to get into the action as quickly as he could.

Stanton Glass headed the design effort of the Marathon. At his side was his new protege, Steve Richards. Design was made with simplicity in mind, but also with flexibility of drivetrains.

The entry-level L model utilized a 120-horsepower 203 cubic inch Orion straight six, mated to a 3-speed manual. Stepping up to the S granted an extra cog in the box, and a 287 Toledo V8 good for 158 horses. Next up on the scale was the GT, which added a body-colored aero kit and 333 4-barrel V8 putting out 206 ponies. The big game-changer came for Ardent two years later, when they added a new predator at the top of the food chain in the form of the Super T/A. With a high-output 444 big block V8 with 372 horsepower, and blackout trim (Except black Super T/A’s, which were color inverted), this monster was ready to get dirty with the competition.

1968 Marathon GT in Champagne Metallic

Interior kit included a single-speaker AM radio, full carpeting, and fold-forward seats in both front positions, allowing easy access to the rear from either side. Four seats were standard on all trims, along with power steering.

Rear fascia of Marathon Super T/A

This design allowed Ardent to give muscle flash to a wide variety of budgets, with excellent performance on the top models.

1969 Ardent Marathon Super T/A in Marine Blue Metallic

Trim pricing in 1967:
L, MSRP $2179
S, MSRP $2399
GT, MSRP $2669
Super T/A (1969+), MSRP $3149

Notable options:
Automatic Transmission - $120
Metallic Paint - $70 (Not available on L)
Limited Slip Differential (GT and Super T/A only) - $200

Available colors:
Pure White
Ink Black
Sunshine Yellow
Cherry Red
Valencia Gold
Pewter Silver
Dark Sandstone
Dusk Rose
Lagoon Blue
Aquamarine Metallic (Premium)
Copper Cream Metallic (Premium)
Fuschia Metallic (Premium)
Marine Blue Metallic (Premium)
Champagne Metallic (Premium)
Avocado Metallic (Premium)
Shock Green Metallic (Premium)

1969 Marathon Super T/A in Shock Green Metallic. Courtesy of Ardent Motors Historical Society, and on display at Ardent Motors Museum.

(Thanks to @HighOctaneLove for the extra color combo)

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Ardent Huron

1959 - 1964

1959 Ardent Huron Carrier in Lemon Creme

While the Ardent A1 series was holding up well as a workhorse machine, Jack Chancellor sought ways to capture a broader market of utility buyers. Eugene Morrow was tasked with heading up a team to create an adaptable chassis, capable of two vastly different body styles. The result was the Huron.

Available in a “coupe utility” style truck with a (barely) one-ton rating and a traditional station wagon, the Huron was exactly the kind of vehicle that Chancellor was looking for.

At launch, the Huron was only available with the 286 Vela straight-six, borrowed from its larger A1 cousin. Trims in '59 were the Carrier (the name for the coupe Utility) and L wagon. In 1961, a second wagon trim would be added, the “S”.

Standard features included a 4-speed manual transmission, AM radio, and vinyl bench seating. The S trim received additional pillowing in the upholstery and an upgraded ClearWave AM radio, an automatic transmission (which was optional on other trims), and a 333 cubic inch V8 (optional on the carrier starting in '61).

Ultimately, the Carrier coupe utility did not sell as well as hoped, and was discontinued after the 1963 model years, along with its Townsend twin. Both the L and S wagon continued on into 1964, though the former ended production only three months into the model year cycle.

1961 Ardent Huron L in Sandstone

Trim pricing:
1959 Huron Carrier, MSRP $1949
1959 Huron L, MSRP $1989
1961 Huron Carrier, MSRP $2019
1961 Huron L, MSRP $2069
1961 Huron S, MSRP $2399

Notable options in 1961:
Air Conditioning - $100
Automatic Transmission (Carrier, L) - $100
333cid V8 engine (Carrier only) - $85
Power Windows (S only) - $40
Metallilc Paint - $50

Available Colors:
Lagoon Blue
Caribbean Blue
Sunshine Yellow
Copper Cream
Pure White
Ink Black
Cherry Red
Navy Blue
Sandstone
Lemon Creme
Marigold
Aquamarine Metallic (premium)
Marine Blue Metallic (premium)
Toreador Red Metallic (premium)

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Ardent Marathon Mk.2 (Vizcaya Mk.1)

1975 - 1981

Cover of the 1975 Marathon sales brochure. Marathon DL in Fir Green Clearcoat shown.

The original muscle car Marathon died an unceremoneous death almost immediately after the 1973 Oil Crisis. A new generation, based on the size and power of the original, was scrapped from the drawing board in early 1974 by CEO Charles Bergman. Instead, a project named “Vx”, originally designed exclusively for Europe (and other select markets), was quickly adapted to use in the home market. This model was headed up by Steve Richards, with oversight by Stanton Glass.

The resultant 2nd generation Marathon was a small sports coupe, a shadow of its former glory. The European version kept its originally intended name of “Vizcaya”.

At first, prospective Marathon buyers were elated at the lower model pricing. For enthusiasts of the original Marathon, however, having nothing larger than a 247 cubic inch V6 was a disappointment, even if the diminutive platform was able to use it reasonably well.

Marathon and Vizcaya were available in three trims: base DL, mid-range GL, and top-notch GT V6. However, standard equipment differed somewhat between the two nameplates.

Marathon and Vizcaya DL both came equipped with a standard 4-speed manual transmission, steel wheels with center caps, cloth-faced vinyl seating, wall-to-wall carpeting, and an AM radio. However, the Vizcaya’s wheels were 15" as opposed to the 14" on the Marathon. Also, the Vizcaya used the 2.0 liter Aurora from the European Sentinel, whereas the Marathon utilized the new Cygnus Type 2 122 cubic inch, putting out a modest 70 horsepower thanks to newly mandated emissions equipment. The Marathon DL lacked the “power bulge” in the hood that all other M/V models had.

Magazine advertisement from Sweden. Vizcaya GT V6 shown in Cobalt Metallic. (Thanks @Knugcab)

The GL models both gained power steering, and the Vizcaya also gained alloy wheels. Marathon’s steel wheels were up to 15".

Where the models really split was at the GT V6 level. Vizcaya got a 3.6 liter “World” version of the Eridani V6, which still utilized leaded fuel. However, the Marathon got a bigger 4.0 liter Eridani, refitted for unleaded and Federal emissions. Vizcaya GT received FM and 8-track functions on the radio; Marathon went a step further with 4 speakers and fader control. Also, Marathon at this level received alloy wheels, and power windows, and was the only model to receive premium Corduroy fabric seating.

Whereas all Vizcayas had both a driver and passenger mirror, only Marathon GT received both.

First generation Marathon buyers would not have to wait long for the return of a performance model; in 1976, Ardent released a stretch-wheelbase version of the Marathon Mk.2, which would once again see V8 power.

Page 2 of the 1975 Marathon brochure. Model shown is a Marathon GT V6 in Plum Metallic.

USDM Trim pricing in 1975:
Marathon DL, MSRP $2379
Marathon GL, MSRP $2949
Marathon GT V6, MSRP $3999

Notable options:
Automatic transmission (GL, GT V6, USDM DL) - $190
Air Conditioning (GL, GT V6) - $150
Metallic paint - $80
Power Windows (GL only) - $75
Sport gauge pack (GL, GT V6) - $45

Available colors:
Pure White
Ink Black
Flame Red Clearcoat
Sunshine Yellow Clearcoat
Fir Green Clearcoat
Dark Sandstone Clearcoat
Pewter Silver
Valencia Gold
Milk Chocolate Metallic
Copper Cream Metallic
Aquamarine Metallic
Champagne Metallic
Plum Metallic
Exquisite Mint Metallic

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Ardent Piper (Cantabria)

1975 - 1979

1976 Ardent Piper DL in Spanish Olive

The year after the Sentinel Mk.2 debuted, Ardent rolled out an even smaller entry model. Primarily designed for Europe, South America, and Southeast Asia, a North American version was produced as well. In Ardent’s home markets, it was called the Piper. Overseas it bore the name Cantabria.

Piper/Cantabria was only available in a single body style, a 3-door hatchback, but with three trims: DL, GL, and 2.0 GT. For the first time, official Ardent literature and sales references noted a US model’s engine displacement in liters instead of cubic centimeters.

1975 Ardent Piper 2.0GT in Flame Red

This series was the first Ardent to utilize front wheel drive, and came equipped with a standard 4-speed manual transmission. A 3-speed ShiftGuard automatic was available as an option on GL and 2.0 GT trims. Other standard equipment included a padded safety dash, radial tires, an electric rear defroster, and heavy-duty rubberized floor coating.

Compared to other Ardent series, features and options were rather scant. Stepping up to the GL trim added cloth-faced vinyl seats and full carpeting. The 2.0 GT gained wider tires, a 2.0 liter engine, and longer-geared transmission. Creature features such as power windows and steering and alloy wheels were not available on any trim.

Two engines were available for the Piper. A 56 horsepower 1.6 liter 4-cylinder powered the lower trims, with a 70 horsepower 2.0 liter Cygnus being under the hood of the 2.0 GT. Aurora series motors provided motivation for the Cantabria, with the 1.6 clocking in at 73 horsepower, and the dual-sidedraft 2.0 liter putting out a healthy 105 horses.

1975 Ardent Cantabria GL in Marigold

USDM trim pricing in 1975:
Piper DL, MSRP $1929
Piper GL, MSRP $2049
Piper 2.0 GT, MSRP $2199

Notable options:
Automatic Transmission (GL, 2.0 GT) - $200
Metallic paint (2.0 GT only) - $65

Available colors:
Pure White
Ink Black
Flame Red
Spanish Olive
Marigold
Sunshine Yellow
Caribbean Blue
Pewter Silver
Shock Green Metallic (premium)
Aquamarine Metallic (premium)
Toreador Red Metallic (premium)
Milk Chocolate Metallic (premium)

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Ardent Manhattan Mk.3

1975 - 1982

1975 Ardent Manhattan DL in Avocado Metallic

The last of the Ardents to get a complete reworking in '75 was the Manhattan. As before, Townsend got an upscale version called the Toulouse. But now all cars on the platform shared one common motor family. The Toulouse eschewed its previous V12 version in exchange for a fuel-injected 444 cubic inch Toledo Big Block Eight, shared with the higher-trim Manhattan GL. The base-model DL received a 404 with carburetor.

The old “Triple Four” was reworked, and now utilized a fuel injection system and unleaded fuel. It put out 244 horsepower, and boasted a 15% economy increase over the previous carbureted model, though this was an incredibly low bar to begin with. This “444 MechJect” would be exclusive to the Manhattans for this single sales year, with a new premium model just on the horizon that would end up with it as well.

With stricter regulations on the horizon in California, this generation was launched with a 404cid “MechJect” engine instead of the 444 for the California market. This later would become the standard engine across the line on Federal starting in 1978, with the 444 as an option on the high-trim GL.

Appointments were, as expected, quite good, even in base trim. The DL received standard power windows, power steering, automatic transmission, air conditioning, AM/FM with 8-track, and full cloth velour seating surfaces. Stepping up to the GL, a buyer would get a power sunroof, power seats, power side mirrors, leather seating surfaces, and a 40 watt, 4-speaker stereo system.

Manhattan enjoyed a brief sales bump initially after the redesign, but sales steadily declined through the late 70’s. High fuel prices, stagnant wages, crippling inflation, and increased automotive operating costs all contributed to lackluster sales performance.

1975 Ardent Manhattan GL in Pure White

Trim pricing in 1975:
Manhattan DL, MSRP $6499
Manhattan GL, MSRP $8499

Notable options:
Metallic Paint - $100
Power Side Mirrors (DL only) - $65
Wheel Trim Paint - $50

Available Colors (All non-metallics are Clearcoats):
Pure White
Ink Black
Dark Sandstone
Pewter Silver
Navy Blue
Avocado Green Metallic
Toreador Red Metallic
Copper Cream Metallic
Champagne Metallic
Glacier Ice Metallic

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Ardent Smoke

1976 - 1983

Magazine advertisement for the 1976 Smoke GT. Shown in Shock Green Metallic.

The design for the Ardent Smoke started out as a “little brother” to what would have been the second generation Marathon, had Stanton Glass been able to bring it to fruition. As it ended up playing out, Smoke ended up doing a lateral step and combining somewhat with the luxury Manhattan model, while still retaining its smaller chassis. The result was Ardent’s first true Grand Touring model.

Powered by a 289 MechJect in GL trim or 333 MechJect in top GT trim, Smoke offered big V8 power in a relatively compact coupe body. The wheels were turned by a standard 5-speed manual transmission, with a 3-speed ShiftGuard automatic optional on both trims.

The “entry” level GL was nicely appointed, with full cloth high-back buckets with sport bolsters and lumbar support, power windows, power steering, and an AM/FM with 8 track standard. The GT received full leather seating with a power driver’s seat and mirrors, a 4-speaker premium stereo, air conditioning, and Rally Gauge instrument cluster.

Though not blistering, performance was good across the board. The 289 automatic GL could get up to 60 in 10 seconds, with the 333 GT manual able to do the same feat in 8.5, despite its extra weight. Where the Smoke shined most in straight-line performance was with its optional (but very rarely ordered*, and available only 3 years) 444 MechJect big block. It could get up to 60 in 8.3 seconds, but did so with an automatic transmission, as no manual was made for the big blocks after the original Marathon was discontinued.

1976 Ardent Smoke GL in Florida Orange with wheel accent paint

Trim pricing in 1976:
Smoke GL, MSRP $6349
Smoke GT, MSRP $8199

Notable options:
Automatic Transmission - $220
444 High Output MechJect with close-ratio automatic (1976-1978 only) - $499
Air Conditioning (GL only) - $250
Rally Gauge Pack (GL only) - $195
Wheel Trim Paint - $70
Metallic Paint - $140
Power Sunroof - $375

*A total of 1,944 MechJect Smokes were built.

Available colors:
Pure White
Ink Black
Florida Orange
Lagoon Blue
Flame Red
Pewter Silver
Sunshine Yellow
Shock Green Metallic
Marine Blue Metallic
Exquisite Mint Metallic
Toreador Red Metallic
Plum Metallic

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Ardent Sentinel Mk.3

1979 - 1990

1979 Sentinel advertisement. Model shown in Copper Cream.

Almost immediately after the launch of the Mark 2 Sentinel, Ardent CEO Charles Bergman ordered a complete redesign. While it was a decent base model, it fell short of Bergman’s design and sales expectations at the time. Much of the blame lay in the Sentinel’s archaic design. Bergman realized, albeit too late, that a thoroughly modern model was going to be the key to is company’s success.

With the retirement of Charles Bergman in early 1978, the third iteration of the Sentinel became the first model under new CEO Matthew Seldon’s watch.

The new Sentinel lacked, for the most part, the performance punch that was a hallmark of earlier generations. The standard 2.0 liter engine put out 76 horsepower, which was functional for motivation, but not much else. A single trim in the home markets had a V6 option, the 3.6 GL. At 127 horses and with 172 ft-lbs of torque, this single trim had some punch to it, even though it was nearly exclusively mated to an automatic transmission (With the exception of the 1988 model year. See below). This also marked the switch of the Sentinel platform to front-wheel drive.

1979 Sentinel 3.6 GL sedan in Toreador Red Metallic

The Sentinel was available in three body styles: a 5-door wagon, 3 door hatchback, and 4-door sedan. Each style was available in three trims: Sport, DL, and GL. The Sport model was designed to compete fiercely in the entry level compact segment, in which there was explosive growth. The two higher trims were upsells, with the fully loaded 3.6 GL aimed at sporty imports.

Sport trim appointments included full vinyl seating surfaces, wall to wall carpeting, an AM radio, and an in-dash clock. Upgrades in the DL included a tachometer, cloth-faced vinyl seating, and a 2-speaker AM/FM radio. The final step up to the GL added full-cloth seating, power steering, and power windows. The 3.6 GL also received alloy wheels and an automatic transmission, the latter of which was optional on all other trims.

The Sentinel Sport Hatchback was Ardent’s price leader at the time of launch, and sold quite strongly. This 1979 is shown in Sunshine Yellow.

For the Export market, all models were powered by an Aurora 2.0 liter single-cam engine. Alloy wheels were standard on the GL, but otherwise equipment was identical to their equivalent North American models.

Seldon set an aggressive marketing and sales campaign on the Sentinel, and it ended up being one of Ardent’s major anchors during the tumultuous 80’s.

1979 Ardent Sentinel DL wagon in Dark Sandstone

A mild redesign occurred in 1986, changing a few exterior details and bringing the interior up to more modern standards. Toward the latter half of the decade, a single-year special edition would be released. The 1988 “Silver Sentinel” commemorated the 25th anniversary of the Sentinel model. This special package hearkened back to the original GT model, and was available in all 3 body styles, based on the GL trim. All Silver Sentinels were of a metallic color, except for two high-impact clearcoats (Sunshine Yellow and Florida Orange), and had wheel trim paint matching their body color. Each was powered by a brand new 3.2 liter Eridani Type 2 V6, and were equipped with an exclusive Antilock Braking System. This new twin-cam motor put out 169 horses, and could be mated to either a manual or automatic transmission. The 3.2 liter was only available on the Silver Sentinel package in '88, but replaced the aging 3.6 liter V6 as the optional GL engine for the final two years of this generation’s production run. ABS also became optional on the GL in '89 as a carryover from the anniversary model.

1988 Ardent Silver Sentinel in Florida Orange

Trim pricing in 1979:
Sport Hatchback, MSRP $2849
Sport Sedan or Wagon, MSRP $2899
DL Hatchback, MSRP $2999
DL Sedan or Wagon, MSRP $3049
GL Hatchback, MSRP $3599
GL Sedan or Wagon, MSRP $3649
3.6 GL (all bodies), MSRP $4199

Notable options:
Automatic transmission (exc. 3.6 GL) - $270
Power steering (DL only) - $175
Air conditioning (not avail. Sport) - $250
Alloy wheels (USDM 2.0 GL only) - $150
Sport graphics package - $90
Metallic paint (DL or GL only) - $190
Silver Sentinel package (1988 GL only) - $650
Antilock Brakes (1989+ GL only) - $300

Available colors:
Pure White
Ink Black (Except Sport)
Cherry Red (Except Wagon)
Copper Cream (1979-1982)
Sunshine Yellow (Sport, Silver Sentinel only)
Florida Orange (1983+ Sport, Silver Sentinel only)
Pewter Silver (Except Sport)
Dark Sandstone (1979-1984, Except Sport and Hatchback)
Fir Green (1979-1983, Excl. Sedan)
Gulf Blue Metallic
Toreador Red Metallic
Shock Green Metallic (Except Wagon)
Glacier Ice Metallic (Except Hatchback)
Milk Chocolate Metallic (1979-1983, Excl. Sedan)
Avocado Metallic (1979-1983)
Fir Green Metallic (1984+)

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Ardent Chancellor

1975 - 1982

1975 Ardent Chancellor DL in Deep Maroon Metallic

Released in mid-1974 as an early '75 model, the Chancellor was originally designed as the second generation Chesapeake. It received its name halfway through development, in honor of the late Ardent CEO.

It was moderately downsized from the original version, which increased affordability. Like its predecessor, there was a base model put out for the masses in hopes of driving not only sales to the middle class, but potential trim upgrades once customers stepped foot on the sales floor. Unlike the outgoing model, there was neither a coupe body nor a performance version.

1975 Ardent Chancellor GL, equipped with a 289 V8, shown in Century Silver

Motivation for the base trim DL model came from a 247 cubic inch Eridani V6, mated to a 5-speed manual transmission. Available drivetrain options included a 3-speed ShiftGuard automatic and a 289 cubic inch Toledo V8, the latter of which was not available with a manual. Other standard features for the model included veloured cloth seating surfaces, AM/FM radio with an 8-track player, power steering, child safety locks, and in-dash clock.

The upscale GL received the 294 carbureted V8 standard, with a 289 MechJect V8 as an option. Both came mated to an automatic transmission. Upgraded features included alloy wheels, leatherette upholstery, power windows, air conditioning, and a 4-speaker stereo. Both models had a handful of options available.

Chancellors sold well, given the market conditions, but the first generation never quite had the image or allure of the Chesapeake. Nevertheless, Ardent would overhaul the model after the 1982 sales campaign.

Trim pricing in 1975:
DL, MSRP $4029
GL, MSRP $5049

Notable options:
Automatic (DL V6 only) - $100
289 V8 and Automatic (DL only) - $250
289 MechJect V8 (GL only) - $260
Air Conditioning (DL only) - $125
Power sunroof - $160
Metallic Paint - $80
Alloy Wheels (DL only) - $75
AM/FM/8-track with CB (GL only) - $120
Rally gauge pack (requires V8) - $70

Available colors:
Pure White
Ink Black
Century Silver
Navy Blue
Dusk Rose
Fir Green
Champagne Metallic
Marine Blue Metallic
Deep Maroon Metallic
Milk Chocolate Metallic

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Ardent Piper Mk.2 (Cantabria Mk.2)

1980 - 1987

1982 advertisement, showing a Piper 2.0 GL in Pure White with optional hood graphics package

With a modestly successful first generation wrapping up in 1979, Ardent put out a new version of their subcompact. The new body and interior launched with the same drivetrain options as the previous model, though a 5-speed manual became the new standard transmission on the 2.0 GL models.

A significant upgrade came to the GL models in 1982, as carburetors gave way to a new throttle-body fuel injection system. This gave the US market version 79 horsepower, while still getting a respectable 31 MPG on the freeway with the automatic transmission.

1980 Ardent Piper DL in Navy Blue

At the same time, the power steering system was improved to give better overall feel at all speeds.

Piper continued to be the value leader for Ardent, which proved beneficial as the economy struggled throughout the early '80’s. Suddenly, Ardent hatchbacks flooded the roads in a burst of color.

This generation ran through 1986 with few other changes. The most notable of which was in 1985, when the export version got fuel injection across the whole engine lineup, and was switched from leaded to unleaded, due to shifting regulations.

USDM trim pricing in 1980:
SE, MSRP $3499
DL, MSRP $3649
2.0 GL, MSRP $3899

Notable options:
Automatic Transmission (except SE) - $299
Hood graphics - $40
Metallic paint (2.0 GL only) - $80
Air conditioning (except SE) - $249

Available colors:
Pure White
Ink Black
Sunshine Yellow
Marigold
Dark Sandstone
Navy Blue
Century Silver
Fir Green
Cherry Red
Lagoon Blue
Shock Green Metallic
Plum Metallic
Marine Blue Metallic
Copper Cream Metallic
Aquamarine Metallic

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Ardent Chancellor Mk.2

1983-1989

1983 Ardent Chancellor DL in Steel Moss

In the early 80’s, direction for the Chancellor was decidedly upscale. Whereas the previous-generation Chancellor and even the Chesapeake from which they were derived both had entry-level models to get people in the doors, the second generation model did not. CEO Matthew Seldon decided that the Chancellor’s reputation had grown to the point that it no longer needed an “everyman model”.

The base-model DL trim now had such accouterments as air conditioning, leatherette seating, and power windows and mirrors. It still retained 6-passenger bench seating, and the base engine was a 4.0 liter Eridani V6 engine.

The GL trim replaced the front bench with deluxe bucket seats, lowering the belt count to 5. This allowed for an extended package shelf under the dashboard. While the 4.0 V6 was standard, a 4.7 liter Toledo V8 was optional in the USA, freshly updated with multipoint injection. With the V8, the Chancellor came with an electronically controlled 4-speed automatic, instead of the hydraulic 3-speed that was mated to the V6. On the outside, the GL was distinguished from its lesser brethren with body-color bumpers.

1984 Ardent Chancellor GL in Milk Chocolate Metallic

The final step up was to the Limited trim, where the V8 and 4-speed were standard, except the export model, which had the 4-speed mated to an Eridani V6. As well, the Chancellors at this level received power locks, power driver’s seat, and 80-watt cassette stereo with digital tuning and equalizer, and a full center console with cassette holders. The interior also featured woodgrain finish, softer leather, and additional padding in the seats.

The GL and Limited options had a Convenience Group option available. This consisted of remote trunk and fuel door releases, puddle lights on the underside of the doors, and emergency roadside kit, and map pockets on the back of the front seats.

This marked the first time for an Ardent that a Metallic color was not a premium add-on cost.

USDM Trim pricing in 1983:
Chancellor DL, MSRP $8559
Chancellor GL, MSRP $9219
Chancellor Limited, MSRP $14999

Notable options:
4.7L V8, 4-speed automatic (GL only) - $1200
CB radio upgrade - $200
Convenience group - $450

Available colors:
Pure White
Ink Black
Steel Moss Metallic
Century Silver Metallic
Fir Green Clearcoat
Milk Chocolate Metallic
Deep Maroon Metallic
Marine Blue Metallic
Champagne Metallic

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Ardent Marathon Mk.3 (Vizcaya Mk.2)

1983 - 1988

The Ardent Marathon marched into its third generation, remaining a small, sporty coupe. This new generation, however, was a radical departure from how Ardent viewed a small coupe.

The 1983 redesign saw the platform move to front wheel drive, with independent rear suspension. As well, the automaker was beginning to move on from pushrod motors. While the North American GT trim kept a 3.6 liter Eridani V6, new motivation for lower trims were found in the form of the brand new 1.9 liter Toledo Trivalve 4-cylinder motor, putting out 86 horses. European Vizcaya GT models even received a turbocharged version of this new power plant.

1983 Ardent Marathon GT in Pewter Silver

Ardent continued to offer the Marathon as an entry model for sporty enthusiasts. The base-trim SE model came with a choice of 5-speed manual or 3-speed ShiftGuard automatic, cloth-trimmed vinyl seats, an AM radio, and in-dash clock. The automatic version came with power steering.

The next step up the chain, the DL, added a tachometer, intermittent wipers, full cloth seating, and a 2-speaker AM/FM radio. Power steering was standard on both transmissions at this level. The US GT package added alloy wheels, power windows, a 3.6 liter V6, larger front brakes, and a slightly sportier suspension. Europe’s version got all of the same, except the brakes remained the same size, and the engine was the 133 horsepower turbo version of the Trivalve Four.

Fuel economy on the small 4-seat coupe was pretty good for the 4-cylinder models, with highway ratings as high as 34 MPG for the SE with a manual. The GT V6 was a bit of a gas hog, with a 14/22 rating overall with an automatic.

Styling was panned as plain, but the overall value in the package kept enough buyers coming through the door for Ardent to keep producing them.

1983 Ardent Marathon DL in Midas Gold

Available colors:
Midas Gold (up to 1986)
Pewter Silver (1984+)
Ink Black
Pure White
Flame Red (1983-1987)
Caribbean Blue
Florida Orange (1988 only)
Marine Blue

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Much lore updated. In a nutshell:

The Taurus V8 was never developed by Ardent, they ended development when they bought Toledo and had access to their V8. (Removed all Taurus powered models and replaced with Toledo Iron Eight)

in '67, Toledo developed a big block V8 for Ardent. (Changed engine packaging for large cars starting in 1967)

Added lore for 3rd gen Manhattan. Removed lore for the unknown generation of A150 until backfill can be done.

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Ardent A-series

1960-1967

In the first clean-sheet redesign of Ardent’s light truck line since the end of the War, Ardent had ambitious plans. Not only was the series given a clean, modernized look, but there was further differentiation and expansion of options. No longer was everything called an “A1”, but the series was split in numbers by payload capacity.

In an attempt to expand its reach into the market, the base model truck was engineered to slightly lighter standards, allowing for a very reasonable price point. This was the A100 portion of the series, and it was rated at 3/4 ton.

1962 Ardent A100 Standard 4WD in Spanish Olive

Power for the A100 came from the same 286 straight-six that had powered the A-series for generations. Trucks were available in Standard and Deluxe trims, with a 4-speed manual or 3-speed ShiftGuard automatic. For the first time, a 4 wheel drive system with locking hubs was introduced, though limited to the manual transmission. As well, an A100 cargo van was available, replacing the old sedan delivery. This van was only available in Deluxe trim, with 2 wheel drive.

Standard trims were very spartan; they came with vinyl bench seating and an AM radio, and a rubberized floor application. Deluxe models included power steering and improved padding in the seats. Starting in 1962, Deluxe models could be optioned with a 333ci V8.

1960 Ardent A200 2WD in Valencia Gold

Moving uprange in capability, the A200 series had a 1.5 ton rating and a longer bed. Power was provided by a 333 cubic inch Toledo V8 with 2-barrel carburetor. This improved power and torque by about 20%. All A200 trucks, as well as the A200 cargo van, were only available with the “Deluxe” interior package. Transmission and drive configurations were also the same as their A100 counterparts, though a 4-barrel carburetor was available as an option starting in 1962.

1964 Ardent A100 cargo van in Pure White

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Ardent Sentinel Mk.4

1991-1996

4th generation Ardent Sentinel DL sedan, Ink Black

Survival of the poor economic conditions of the 80’s took a toll on Ardent. Plans to take the Sentinel further upscale were placed on hold, as volume-selling base models constituted a large portion of profits for the 3rd generation Sentinel.

Meanwhile, the aging Cygnus 2-liter pushrod engine was becoming increasingly uncompetitive, even in the home market.

For the 1991 model year, Ardent launched an all-new design for the Sentinel, replacing the outgoing 12 year old model with something new, yet still thrifty.

The base model SE, available in a sedan or coupe, was powered by a miserly 79 horsepower 1.7 liter Toledo Trivalve engine. Despite being available only with a manual transmission, this engine ended up being a rather under powered choice for such an application. Still, for an economy car, the Sentinel offered some nice perks like full cloth seating with driver’s lumbar support, remote trunk release, and a cupholder. The SE model was marketed toward budget-conscious buyers whose primary concerns were fuel economy and a low purchase price. With an MSRP of $8999 and a fuel economy rating of 25 City/36 Highway, the expectations for many buyers were met.

Stepping up, the DL trim was available in coupe, sedan, and wagon. This model got a power boost with the 1.9 liter Toledo Trivalve, with an output of 97 horses. The DL got an improved, 4-speaker AM/FM/cassette stereo, cruise control, wider tires, and the option of either a manual or automatic transmission. With a decent balance of low cost and creature comforts, this was the most widely sold version of the fourth generation.

1991 Ardent Sentinel GL V6 in Glacier Ice

The top of the range GL trim was available in sedan and wagon bodies. The base engine was the 1.9 liter from the DL trim, with a 174 horsepower, 3.2 liter twin-cam V6 as an option. Unfortunately, this V6 was only available with a 4-speed ShiftGuard automatic transmission. Still, performance was very up tempo with this powertrain option. The GL models were more comfortable and sophisticated, with standard air conditioning, alloy wheels, leather-and-cloth trimmed seating, and variable intermittent wipers. Wider tires and bigger brakes were also standard on the GL V6, which, fully loaded, would set a buyer back about $13499.