Baltazar Automóveis

[Leonardo9613]

The 2019 Baltazar Planck

1.0T Tellurium in Lime Lollipop

Baltazar is proud to present the smallest car of the range, named after the smallest size conceivable within the standard model of Physics, a unit of measure named in honour of the man who conceived this limit, Max Planck.

For 2018, the Baltazar Planck has received a facelift, with new head and tail lights and new bumpers outside, while the inside gets updated infotainment options, some new personalisation options and new seat upholstery, aimed towards giving a more upmarket feeling.

The engine range still consists in the 1.0 3-cylinder unit, in two states of tune, a 70 hp NA model and a 95 hp turbocharged one. Drive is sent to the front wheels through either a 5 speed manual gearbox or a 5 speed automated manual.

1.0 Nitrogen in Glacier White

Sales start immediately in Europe, with the Latin America model due for the São Paulo Motorshow in November. The chinese debut will take place in the Shanghai Autoshow, with sales starting in July.

Planck will be produced at the Baltazar factories in Budapest, Hungary; Sorocaba, Brazil; Samut Prakan, Thailand and Hangzhou, China

Available trims - click on the arrows to show details

Planck 1.0 Nitrogen - $7,750 at 10% markup

Technical Details

Chassis

Galvanised steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, Front Wheel Drive
5 speed manual gearbox
McPherson struts front suspension, Torsion beam rear

Weight: 894 kg

Engine
Inline 3. 999 cc. naturally aspirated
MPFI
Variable Valve Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 68.5 hp at 6.400 rpm
Torque:
Redline: 6,900 rpm

Performance figures

0-100: 13.1 s
Top Speed: 158 km/h
50 to 75 mph: 10.6 s
Quarter Mile: 19.15s
Fuel economy: 19.9 km/l combined

Planck 1.0 Nitrogen SCT - $8,500 at 20% markup

Technical Details

Chassis

Galvanised steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, Front Wheel Drive
5 speed Single Clutch automated manual gearbox
McPherson struts front suspension, Torsion beam rear

Weight: 896 kg

Engine
Inline 3. 999 cc. naturally aspirated
MPFI
Variable Valve Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 68.5 hp at 6.400 rpm
Torque:
Redline: 6,900 rpm

Performance figures

0-100: 13.0 s
Top Speed: 158 km/h
50 to 75 mph: 10.6 s
Quarter Mile: 19.02s
Fuel economy: 19.9 km/l combined

Planck 1.0T Nitrogen - $9,670 at 20% markup

Technical Details

Chassis

Galvanised steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, Front Wheel Drive
5 speed manual gearbox
McPherson struts front suspension, Torsion beam rear

Weight: 936 kg

Engine
Inline 3. 999 cc. turbocharged
Direct injection
Variable Valve Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 95 hp at 6.200 rpm
Torque:
Redline: 6,800 rpm

Performance figures

0-100: 9.4 s
Top Speed: 175 km/h
50 to 75 mph: 7.1 s
Quarter Mile: 16.86s
Fuel economy: 23.8 km/l combined

Planck 1.0T Tellurium - $10,995 at 20% markup

Technical Details

Chassis

Galvanised steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, Front Wheel Drive
5 speed manual gearbox
McPherson struts front suspension, Torsion beam rear

Weight: 994 kg

Engine
Inline 3. 999 cc. turbocharged
Direct injection
Variable Valve Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 95 hp at 6.200 rpm
Torque:
Redline: 6,800 rpm

Performance figures

0-100: 10.1 s
Top Speed: 174 km/h
50 to 75 mph: 7.6 s
Quarter Mile: 17.47s
Fuel economy: 23.3 km/l combined

Planck 1.0T Tellurium SCT - $11,995 at 30% markup

Technical Details

Chassis

Galvanised steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, Front Wheel Drive
5 speed Single Clutch automated manual gearbox
McPherson struts front suspension, Torsion beam rear

Weight: 997 kg

Engine
Inline 3. 999 cc. turbocharged
Direct injection
Variable Valve Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 95 hp at 6.200 rpm
Torque:
Redline: 6,800 rpm

Performance figures

0-100: 10.0 s
Top Speed: 174 km/h
50 to 75 mph: 7.4 s
Quarter Mile: 17.34s
Fuel economy: 23.3 km/l combined

1.0 Nitrogen in Glacier White

1.0T Tellurium in Lime Lollipop

[Radster]

Overall design is a bit too simplistic for me. A good city car competitor though

[Leonardo9613]

Sometimes less is more, and that is very much the case with cars that are meant to be simple and affordable. It’s all about getting a cohesive and smart look without over complicating and adding costs.

[Madrias]

I like it. It is a bit simple, but most city cars are rather simple. They put the money where it matters most.

[Leonardo9613]

The 2019 Baltazar Stardust

Baltazar Stardust 2.0TS Lithium AWD in Midnight Purple (US Spec)

Introduction

Distinctive, yet discreet. Elegant, yet charming. Premium, yet affordable, Baltazar’s award-winning best selling D-segment sedan has received a revamp. In are the lastest tech and engine options, with the new 2.0 turbocharged forming the basis of the engine range.

The new Stardust will seek to allure buyers that are looking for a distinctive model, capable of carrying them long distances in comfort and premium ambience, stepping its foot above normal mainstream models and but below the cost of fully premium options, like a Bonham Chaucer.

Baltazar Stardust 2.0TS Lithium AWD in Pale Blue Metallic (US Spec)

Powertrain

The car can be equipped with a choice of 3 power outputs from 2 engine options, a 1.5 turbocharged inline 4 or a pair of 2.0 turbocharged inline 4 units, with power outputs of 150, 202 and 265 hp respectively. . All options can be paired with either a 6 speed manual gearbox or a 6 speed DCT unit, with power sent to the front wheels. AWD is available as an option on the 2.0 models.

Available powertrain options

• 1.5 Turbo Inline 4 - 150 hp - 6 speed manual or DCT, FWD only (Europe and Asia only)
• 2.0 Turbo Inline 4 - 202 hp - 6 speed manual or DCT, FWD, with AWD available in Europe (All Markets)
• 2.0 Turbo Inline 4 - 265 hp - 6 speed manual or DCT, FWD or AWD (All markets - Exclusively sold in GT trim in Europe and Asia)

Baltazar Stardust 2.0TS Lithium AWD in Pale Blue Metallic (US Spec)

Baltazar Stardust 2.0TS Lithium AWD in Midnight Purple (US Spec)

Baltazar Stardust 2.0TS Lithium AWD in Midnight Purple (US Spec)

Factories

• Aguascalientes, Mexico (NAFTA, LATAM, West Africa markets)
• Bedford, UK (European market)
• Hangzhou, China (Chinese and East Asia markets)
• Samut Prakan, Thailand (Thailand, South Asia, East and South Africa and Oceania)

Trim levels

Stardust 1.5T Tellurium - $25,175 at 30% markup

Technical Details

Chassis

Light AHS steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, Front Wheel Drive
6 speed manual gearbox
McPherson struts front suspension, Multilink rear

Weight: 1520 kg

Engine
Inline 4. 1499 cc. turbocharged
Direct injection
Variable Valve Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 149 hp at 6,100 rpm
Torque: 217 Nm at 3,800 rpm
Redline: 6,700 rpm

Performance figures

0-100: 9.3 s
Top Speed: 225 km/h
50 to 75 mph: 6.4 s
Quarter Mile: 16.75s
Fuel economy: 19.2 km/l combined

Stardust 2.0T Tellurium - $29,420 at 40% markup

Technical Details

Chassis

Light AHS steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, Front Wheel Drive
6 speed DCT gearbox
McPherson struts front suspension, Multilink rear

Weight: 1597 kg

Engine
Inline 4. 1998 cc. turbocharged
Direct injection
Variable Valve Lift and Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 202 hp at 6,800 rpm
Torque: 271 Nm at 4,400 rpm
Redline: 7,000 rpm

Performance figures

0-100: 7.4 s
Top Speed: 248 km/h
50 to 75 mph: 4.8 s
Quarter Mile: 15.55s
Fuel economy: 17.3 km/l combined

Stardust 2.0TS Lithium AWD - $40,160 at 50% markup

Technical Details

Chassis

Light AHS steel Monocoque
Bonnet, doors and boot lid made of Aluminium
Front Transverse engine, All Wheel Drive 45/55 F/R split
6 speed DCT gearbox
McPherson struts front suspension, Multilink rear

Weight: 1872 kg

Engine
Inline 4. 1998 cc. turbocharged
Direct injection
Variable Valve Lift and Timing on Admission and Exhaust
95 RON Premium Fuel required
Power: 265 hp at 7,700 rpm
Torque: 293 Nm at 5,100 rpm
Redline: 8,200 rpm

Performance figures

0-100: 6.9 s
Top Speed: 259 km/h
50 to 75 mph: 4.6 s
Quarter Mile: 15.04s
Fuel economy: 14.4 km/l combined

[Leonardo9613]

Here’s one more car straight from our archives, the

1991 Baltazar Zeppelin

Zeppelin 2.0S in Midnight Purple with Deep Black Roof

Introduced in the 1990 Paris Motorshow, the Baltazar Zeppelin was the brand’s attempt to rejuvenate its image, by introducing a sporty and lightweight sports car. Designed from scratch with a unique steel monocoque, the elegant and smooth bodywork was made from aluminium, enhancing the lightweight theme further.

As the flag-bearers of the small, lightweight sports car, assembly took place in the UK, within the terrain of the Baltazar-Bonham complex in , Worcestershire, in a small assembly line dedicated to this model.

Inside, it was a lesson in minimalism. The interior had creature comforts like a simple, 2-speaker, cassette radio, electric windows and power locks, but aircon was an optional extra. The seats were sportier than in your average Baltazar and finished in a mixture of cloth and velour. In order to keep costs down, however, a lot of the switchgear, instruments and some other trim pieces could be recognised from other models.

Zeppelin 2.0S in Midnight Purple with Deep Black Roof

The suspension was independent all-round, with double wishbones on all four corners. The engine was mounted in the middle, transversely, with the 5-speed gearbox next to it. This configuration allowed the use of some of the engines already found in the rest of the Baltazar range.

Chosen for the mission was a short-stroke version of the Baltazar Large Inline 4 engine, a proven and trusty engine, built in several iterations since 1977. The cast-iron, SOHC, 2-valve per cylinder base perhaps wasn’t the most cutting-edge in engine technologies, but it was heavily reworked by the engineers from Baltazar Racing to deliver two very different flavours.

Zeppelin 2.0S in Midnight Purple with Deep Black Roof

The entry level model, 2.0S, feature a naturally-aspirated version of this engine, designed to provide mid-range pull and good fuel economy, with features like an exclusive coating on the pistons to minimize friction. The resulting output was 140 hp @6,200 rpm and 172 Nm @4,500 rpm. That power was enough to bring the 976 kg car from 0-100 in 7.4s and onto a top speed of 211 km/h.

Despite those good numbers, especially for the era, many felt something was missing and some of the press urged Baltazar to make a faster model.

More to come…

[Leonardo9613]

Following up on last time

After the release of the Zeppelin 2.0 in late 1990, the next major european motorshow was Geneva 1991. And in the Baltazar stand, before the press-event, when all the cars were still covered, laid a shape that was obviously a Zeppelin, but a protuberance on the rear deck that resembled some kind of boot spoiler.

Obviously, that turned out to be the

1992 Baltazar Zeppelin Turbo

Zeppelin Turbo Sport in Performance orange

The car did what it said on the tin. It was a turbocharged version of the standard Zeppelin, with the same cast-iron 70s 2.0 inline 4, now with added boost. Enough boost to bring power up to 200 hp, in a car that weighed little over 1000 kg. That power was enough to bring the Zeppelin up to the pace of exotic sports cars, like the Porsche 911 or the Ferrari 348. Acceleration from 0-100 took only 5.6s, and the top speed was a massive 240 km/h;

Zeppelin Turbo Sport in Performance orange

In order to keep all that power in check, all turbos have a mechanical limited slip differential as standard and the suspension was recalibrated and stiffened. However buyers could choose between one of two specifications, L or Sport. L models were designed to retain ride comfort and give a more pliant ride, where as Sport was sharper and more focused.

Inside, there were differences between the two trim levels as well. Sport is more focused, with body-hugging, semi-bucket seats, trimmed in alcantara ,as was the dashboard, with air-con and radio as optional extras. Meanwhile, L models got leather trimmed electric seats, central locking and an electric antenna for the radio, which could be a 6-speaker Pioneer unit, with a 6-disk CD changer, if so specced.

Zeppelin Turbo Sport in Performance orange

[Leonardo9613]

The background of Baltazar Automóveis has always been a little bit sparse, to say the least. Therefore, I decided to expand it. Below, a little bit on how Baltazar was funded, started to expand internationally and its ties with Bonham and Bush.

Lore update

In 1887, in the city of Curitiba, Baltazar Coachworks Limited was founded to produce wagons for horse carriages, with varying degrees of luxury. Due to the high quality nature of the work, the company enjoyed local success, selling carriages to neighbouring states São Paulo and Santa Catarina.

As tramways started to be used in every state capital, the company decided to start to make tram wagons, renaming itself, in 1898, as Baltazar Coach & Wagon Company. The company enjoyed some success in sales across Latin America due to the lower costs when compared with European and American rivals.

In 1938, engineering work on a small car began. Under the project name EP1, short for Experimento Popular 1, the car was designed to cater to the poor Brazilian population, by being simple to build and repair, cheap, reliable and affordable. However, the company didn’t have enough funds to build a factory for the new car.

In 1940, the prototype was shown to the national government, who had devised a policy to encourage the growth of local industry. Impressed by the potential, the company won the blessing of the president Getúlio Vargas. ¾ of the capital of the new company was owned by the government, however 51% of the voting capital remained in private hands. Baltazar Automóveis was founded in May 1st, 1942, in a vast celebration where the fundamental stone for the construction of the factory was laid, in São Bernardo do Campo, São Paulo. Meanwhile, the headquarters of the now named Baltazar Holding Limited remained in Curitiba, Paraná.

By the time the first cars rolled off the line, in November 1947, Vargas was no longer in power and the post-war economic scenario was dire. The car was perfectly suited for recovering Europe and sales began in early 1949. Distribution was handled by Bonham Cars, the British luxury car maker, who was struggling amidst a slow market for luxury vehicles in post war Europe, yet didn’t want to dilute their brand exclusivity by producing cheap cars.

Meanwhile, trams began to be phased out in Brazilian cities, as they started to be seen as slow, uncomfortable and overcrowded, encouraging the development of bus lines, which meant new tram orders were all but non-existent. This, coupled with the surge in the demand for heavy utility vehicles and trucks, caused the announcement of the shutdown of the Coach & Wagon arm in 1950. The factory was to be retooled to produce commercial vehicles. In order to speed up the process, a joint-venture with Bush Motors was made. Bush would give the design of their 1947 Pick-Up and send some of the parts in a CKD regime, prior to final assembly in Curitiba. In return, the EP1 would be sold in North America under the Baltazar-Bush EP1 name. To seal the deal, the new Baltazar Commercial company would have a 50/50 split in ownership between the Brazilians and the Americans, and Bush would invest 15 million dollars in Baltazar Automóveis, buying it a 20% share of the company, while the Brazilians received 4.7% of the non-voting capital of Bush Motors.

In 1951, production of the Baltazar-Bush Pick-Up began at the Curitiba factory.

At the same time, both Bonham and Bush were requesting a new car to be sold on the more developed markets. The project Salsa was born, aiming to fill the gap between the EP1 and the more expensive and luxurious Bonham models, catering to both the European and American requirements. Due to the limited market for such cars in Brazil, production didn’t take place in Brazil, with a new factory being built in the UK, near the Bonham headquarters in Worcestershire. That factory was to be owned by Baltazar Europe, another joint-venture with split capital, this time between Baltazar Automóveis and Bonham Cars.

Project Salsa resulted in the 1955 Baltazar Basil. Co-developed with Bonham and catered to the European tastes, the car had advanced independent suspension all around and an innovative monocoque chassis. The car was far larger than the EP1, yet still small, qualifying as a small family sedan on the European market.
The US received that car as the Baltazar-Bush Basil, with the Baltazar-Bush nameplate being used until the 1980s for all the city, small and medium sized monocoque, and later, FWD models. Where as the Bush nameplate continued to be used in all body-in-frame vehicles, full size models and trucks. Both Baltazar-Bush and Bush models were sold alongside in Bush Motors dealerships for decades, until the marques split and went their own paths. However, to this day there are some joint dealerships across North America.

[Leonardo9613]

The 1955 Basil was a step in the right direction for Baltazar to cater for the american customer. However, it was still too small, being categorized as a subcompact. Sales were good, but not outstanding. However, monocoque seemed like the way to go. Therefore, Baltazar and Bush got together, once again, now to create a larger sedan, designed specifically for the North American market. The resulting car was the

1964 Baltazar-Bush Pollux

Despite being nearly a foot longer in wheelbase than the Basil and over 2 feet longer overall, the Pollux still qualified as a compact car, with its 4.58m length and 2.68m wheelbase. Much of the engineering of the Pollux was derived from the smaller Basil, however some of the european refinements stayed on that car in order to cut costs. The Pollux kept a double wishbone suspension front suspension system and the longitudinal RWD layout, but the independent rear suspension was scrapped and in its place a traditional solid axle set up was used.

Under the bonnet, or hood as the americans would put it, a lot was different too. An automatic gearbox was available from the start, and the engine options were much larger and more powerful. The base engine was a 2.7 inline 6, a British design from Bonham, which was made in America as part of the three sided deal on the 1955 project Salsa. Top of the range was the traditional Bush V8, with the most powerful model featuring a 5.4 litre displacement and 202 hp.

[Leonardo9613]

After 4 years in the market, the Pollux needed a refresh, bringing it up to the standards set by the rivals.
Despite being praised by specialised media, the car still wasn’t up to scratch in a couple of areas, so special attention was given to ride and handling.

At the same time, engineers were working on new variants to expand the market appeal of the car, including the 1965 Coupe and Wagon models. But along with the facelift, the wagon also received a jacked up, off-road ready 4x4 model, using running gear and tech from the Bush Pick-Up. That model was called the Crosstrail and it became a long running part of the american Baltazar, Baltazar-Bush and Bush models.

At the same time, the engines were given a refresh, with updates to both the straight six and V8 models. The V8 engine was stroked up to 342 CI (5.6 litres) with an added 18 hp, for a total of 220. Newer and improved brakes were added, as was the gearbox revised on all models. A 3-speed automatic was an optional for those seeking comfort.

Individual bucket seats were standard on the V8 sedans and coupes, with it being an option on the sedans. A front bench was standard across the range on the straight six models, in all body styles.

Below, some photos of the 1968 facelift models and the new for 1969 Crosstrail Wagon.

1968 Baltazar-Bush Pollux

1968 Baltazar-Bush Pollux Wagon V8 in Cream Yellow

1969 Baltazar-Bush Pollux Wagon Crosstrail

1969 Baltazar-Bush Pollux Crosstrail Wagon V8 in Ocre

[Leonardo9613]

1968 Bush Halong

The partnership between Baltazar and Bush began as the Brazilian government wanted to buy american truck designs, to be produced in Brazil. Little did they know that 2 decades later, the companies would be collaborating to design and build cars in the USA. After the successful 1964 Pollux compact sedan, the two companies went to design a small 4x4 utility vehicle, designed to tackle rough roads and difficult terrain, with outstanding off-road capacity, in an affordable and robust vehicle.

A suspension design similar to that of the Pollux was chosen, featuring coil springs over solid axles front and rear. 4x4 transmission, with a mechanical wheel locking mechanism was available. Powering the Halong, the small straight six engine originally designed for the Basil sedan, in 2 states of tune. The most powerful of which was the 1650-6 model, with 77 hp, enough for the lightweight 4x4.

For 1972, the car suffered a minor facelift, with new indicators and parking lights, plus new colour options.

Shown a 1973 Fixed Cab model, in Vanilla over Forest Green

[Leonardo9613]

After the 1973 fuel crisis, Baltazar-Bush revised their US plans. The new upcoming range of small FWD models were developed in Europe and meant to be sold in markets where efficiency was key, and originally not destined to US soil. However, with the shift in US customer preferences, Baltazar-Bush decided to introduce the Quark and Quasar models in North America.

Launched in 1974, the mk1 Quark was Baltazar’s first FWD, transverse engined car, featuring an innovative torsion beam rear suspension design. Due to its size, company planners didn’t expect the car to become a huge success, therefore production took place abroad, with lower spec models coming from Brazil and the more advanced GT and later fuel-injected cars being shipped from the UK.

The next car, on the other hand, was expected to be more of a hit in North America, meaning this car would be assembled in the USA, Meet the:

1978 Baltazar-Bush Quasar

In 1968, Baltazar introduced the first generation Quasar, based on a shortened version the Basil sedan. As with the Basil, the car feature a longitudinal engine and RWD, but the rear suspension was a solid axle set up, vaguely related to the one used in the american-only Pollux.
For its second generation, the Quasar received the new layout and thinking already applied to the smaller Quark, in order to improve packaging and efficiency, with a transverse engine and a rear torsion beam set-up.

1978 US-Spec Baltazar-Bush Quasar 2150E

Powering the Quasar were the two brand new units developed by Baltazar for the 1970s, in various states of tune, with sizes ranging from 1250 to 2150 cc. For the american market, only the larger engine family was used, in sizes from 1700 to 2150 cc, and power outputs ranging from 70 to 105 hp.
Standard Quasar models were equipped with a 4-speed manual, with a 5-speed manual and 3-speed automatic gearboxes available as optional extras.
The Quasar GT and RS Turbo only had the option of a 5-speed manual.

1978 US-Spec Baltazar-Bush Quasar 2150E

[Leonardo9613]

Baltazar-Bush Q-car

1981-84 Baltazar-Bush Andromeda 2150E Wagon in Carmin Red

After the release of the Quasar, it quickly became apparent that the market was moving towards more efficient designs, with front-wheel-drive as one of the key engineering requirements to allow cars to meet the safety, efficiency and weight requirements set by the customers.

At the same time, the midsize model range from Baltazar-Bush was needing replacement. And the solution was to bring all these modern technologies onto a larger car.

That platform became known as the Q-car and it properly established Baltazar as a leader in efficient, economical, sensible cars for the american market.

Sold from 1981 until 1992, under several nameplates and in various body configurations, the Q-car was a sales success, with millions sold.

Here, an example from the first model Q-car, the Baltazar-Bush Andromeda, in wagon form.

1981-84 Baltazar-Bush Andromeda 2150E Wagon in Carmin Red

1981-84 Baltazar-Bush Andromeda 2150E Wagon in Carmin Red

Facelifts and some of the other body styles and trims soon.

[Leonardo9613]

The original Baltazar Quark

1976 Quark 1500GT in Sunburn Orange, European spec

In 1974, the world saw the introduction of what would become one of the best selling nameplates of the car industry. And it all began with the mk1 model. The first Baltazar to feature FWD and a torsion beam rear suspension, this car had the mission to replace the aging EP1 that established the brand back in 1947, while also catering to the demanding european buyers, slotting underneath the larger, more refined Quasar in the range.

1974 Quark 1500L in Avocado Green, US spec

It wasn’t originally designed for the North-American market, however the 1973 oil crisis created an opportunity for small, economical cars to sell in that market, which forced management to develop a plan for a trim capable with complying US regulations and tastes.

1974 Quark 1500E in Mokka Brown, US spec

The car was originally produced with 3 engine options, with 850 cc, 1100 cc and 1500 cc displacement. The last two were part of a brand-new engine family, designed specifically for this car, with key targets set on efficiency, refinement and ease of maintenance. The engines could be paired with one of 2 gearbox options, either a 4-speed manual gearbox or a 3-speed automatic, which could only be matched with the largest, 1500 cc, engine.

1975 Quark 850BS in Basic Beige, European model only

One year later, the world saw the introduction of the Quark GT. The 1500 cc four cylinder engine was heavily reworked, with the usage of side-draft double body carburettors and performance intakes, which pushed power up from 67 hp to 87 hp. The GT Quark came as standard with a 4-speed manual gearbox, with a 5-speed box as optional. Suspension was lowered and stiffened, brakes were readjusted and the interior had upgrades, with better body hugging seats supplied by Recaro and orange detailing around the instruments and on the seats.

[Leonardo9613]

The Baltazar Quasar mk4 (1992-1999)

https://imgur.com/vkndF4v

1992 Baltazar Quasar RS Turbo in Yolk Yellow

The most iconic and long lasting brand name in the Baltazar range has existed for several generations, always spawning a large family, with several body styles and engine options, aiming to best suit the majority of customers in the market for a sensible new car.

https://imgur.com/SrQaQ7V

1992 Baltazar Quasar RS Turbo in Yolk Yellow

For 1992, Baltazar decided it was time to revamp the model, introducing a new, more contemporary shape, with larger interior room and a higher focus on safety. On the other hand, the car was launched with carry over engines, related to units first released on the 70s. The base platform was a simple recipe, transverse front engine, front wheel drive, with a galvanized steel chassis and steel body, with some lightweight panels, such as the rear bootlid, door panels and roof.

https://imgur.com/XbPQfXg

1992 Baltazar Quasar range, from left to right, 1500i EX Wagon, 1100i BX, 2000i SL, RS Turbo hatchbacks, 2000i SL Wagon and RS turbo coupe

To attend the most customer needs possible, four body styles were offered, the typical 5-door hatchback, a 4-door saloon, a 5-door wagon and a 2-door saloon, sold as a coupe in most markets.

https://imgur.com/IB5lU1y

1992 Baltazar Quasar range, from left to right, RS turbo coupe, 2000i SL Wagon, RS Turbo, 2000i SL, 1100i BX hatchbacks and 1500i EX Wagon

At lauch, there were four engine options available, all with multipoint electronic injection, a catalyst converter and single overhead camshafts. Offerings included the 1100i, with 56 hp, 1500i, with 81 hp, both available only with 5-speed manual gearboxes, 2000i, with 110 hp, available as a manual or 4-speed automatic, and the top of the range RS Turbo, with 202 hp always with a manual gearbox.

With the introduction of the new 16-valve small engine with the 1993 Quark, the 1100i and 1500i were replaced by the brand-new 1.1 16v, 1.4 16v and 1.6 16v engines for the 1994 model year.

https://imgur.com/GxyLJiP

1992 Baltazar Quasar range, from left to right, RS turbo coupe, 2000i SL Wagon, RS Turbo, 2000i SL, 1100i BX hatchbacks and 1500i EX Wagon

In 1996, the Quasar underwent a big facelift to modernize the design and better challenge rivals until the end of the millennium, but that story will come in a new post.

https://imgur.com/WjLPGNi

1992 Baltazar Quasar range, from left to right, 1500i EX Wagon, 1100i BX, 2000i SL, RS Turbo hatchbacks, 2000i SL Wagon and RS turbo coupe

[MisterL]

look like a Opel Astra F

[Leonardo9613]

The Baltazar Quasar 2020

After just over three years in the market, the current generation Quasar has been awarded numerous prizes, not least Car of the Year for both 2017 and 2018. Since then, new technologies have been developed and the arrival of new rivals meant some of those items had to be incorporated into the car.

The fundamentals were not changed, with the car retaining the C/D platform shared with a wide range of models from both Baltazar and Bonham. The transverse front engine layout, with an advanced multilink suspension and AWD capabilities are still the perfect set up for this class of cars.

Equipment levels have been upgraded, with all models receiving a 11-inch digital drivers display as standard. Base Nitrogen models are equipped with a 7-inch infotainemnt screen, reverse camera and automatic low speed crash avoidance systems. Tellurium models upgrade to a 10-inch infotainment with built-in satnav, adaptive cruise control, lane departure warning, front and rear parking sensors and heated seats. Top-spec Lithium adds a full length sunroof, part-leather electric seats and a premium Bose sound system.

For the new model year, the engine range was updated and improved. Instead of the old 1.4 engines, the 3-cylinder 1.0 units already used in the rest of the range were brought along, in 100 and 130 hp guises. Two sister engines make up the middle of the range, with a 1.5 option with 150 hp and a 180 hp 1.6 sharing the same basic 4-cylinder design. All engines, but the base, can be optioned with a brand new 7 speed DCT gearbox, with a 6 speed manual as standard.

Engine	Layout	Power	Gearbox options
1.0 Turbo	3 cyl	100 hp	6-speed manual	-
1.0 Turbo	3 cyl	130 hp	6-speed manual	7-speed DCT
1.5 Turbo	4 cyl	150 hp	6-speed manual	7-speed DCT
1.6 Turbo	4 cyl	180 hp	6-speed manual	7-speed DCT

[abg7]

Nice facelift. But what if, some time later, a proper hot hatch version, possibly with AWD, and definitely equipped with a more aggressive suspension tune, and more power from the 1.6L turbo I4 (240 to 270 horsepower should suffice) were to join the lineup? I’m sure it would fit right in, and fully exploit the Quasar’s hidden potential - at present, the 180-hp version of the four-cylinder is only enough to make it warm, not hot.

And while you’re at it, why not remake a few more of your most notable models, such as the Planck city car, Stardust mid-size sedan, and both iterations of the Zeppelin sports car (the 1990s one, and the modern revival I remember fondly from the Kee era) for UE4.24? Each of them also deserves a remaster, given how much time has passed since you’ve made those.

[CVJOINTsequence]

I agree. In order for it to become a hot hatchback (and I want Baltazar Quasar to be like that), it is necessary to increase power to 270 horsepower. Then the 6-speed gearbox is fully useful and implemented. And he will become worthy on the track.

[CVJOINTsequence]

The simplest thing you can do in automation is a hybrid. And ultimately it will not be good in any element where it should be used. In this case, this car should be made racing rather than urban. It’s me about the modification of the car in 180 horsepower.