Man, this thing looks fabulous! I generally like this body template a lot, but you definitely got the most out of it.
As for this one, how about “Rush”, because everytime I look at it, my thoughts sound like this:
Classic Review: 1964 MMM Dolphine 1.9 Sprint GT
“Midlife crisis step 1: buy a fast car from your childhood”
16 Likes
This one looks almost certainly like a remake of the CSR54 winner, the Zap. I’m sold!
Thanks.
THE Z200 SERIES 1969-1977
The Žnoprešk Z1156 debouted in 1956 so in 1965 ‒ after the company had finished to develop its presence in different segments of the european car market ‒ started to develop the successor of their aging best seller of the time. The car was a mix of comproved technologies, like longitudinal front wheel drive, front double wishbone and rear solid axle, and new solutions, like radial tyres*, dual eco carburator intake and automatic 3 speed gearbox*.
The project had to change name after the new namecode started with the bigger Z300, so the smaller car was the Z200.
Economy in purchase and running, simplicity, ease of driving were the main gola of the car, followed by comfort and practicallity.
Close to the end of the 60’s a lot of car manufactorer started to follow the hatchback design, but becasue the different naming, the managment didn’t felt too corageous to move too far away from the Z1156 golden goose. So, a 3 classic box body was chosen for the car.
The engine was a new SOHC dual valve, inline 4 with 1.3 and 1.5 liter of displacement with eco carburator and doppiocorpo orizzontale when the sporty requirements were mandatory. The initial range of motors had powers from 58 to 90 horsepower.
The trim available were Prima, Linea, Sala, Sport and Turismo. Here featured only Prima, Linea and Sport.
Z213 Prima (MY1969)
Easiest on the wallet, the Z213 Prima was the entry level. To cut some of the costs, part of the interior of the Z1156, like the dashboard and the rear bench, were still used. The tyres fitted were crossply, and there was no radio available as standard. Thanks to the front wheel drive, the big rear boot was appreciated for the huge space and flexibility of use.
Z215 Sala (MY1969)
The Sala was the premium trim of the Z200. Leather inserts with wood and chrome details and almost no exposed painted metal in the cabin. The car had a 3 speed automatic gearbox, radial tyres, hydraulic power steering and a AM/FM radio. Some customers asked also for an optional cruise control.
Z215 Sport (MY1969)
The peppiest version of the Z200 was this trim. The car didn’t had the premium feel of the Sala, but the engine tuning and the sporty carburators helped to archieve an unexpected sensation of speed and agility, at least for a humble Znopresk.
It cames with sport radial tyres and white painted rims, but no hydraulic steering assistance nor radio. The aftermarket market and specialized shops usually retrofitted some of the optional on the Sala on the sport trim to archieve a Turismo trim like driving pleasure.
Despite the good market results, the car design aged fast. So Žnoprešk hurry for restyling…
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Design seems appropriate to me, at least until the early to mid 70s, I disagree.
Anyways, great car there. Seems like it would be a great competitor to the Erin, Merciels and Contes of the time 
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In a couple of days I will unveil the 1974 restyle. 
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It is quite similar to the Mk2 Escort, which appeared in 1975, so I would not say dated at least through the 70s, but it’s going to be interesting to see the restyle anyway.
THE Z200 SERIES 1969-1977 (Restyling 1974-1977)
At the start of the 1970’s with the rise on the martket of 2 hatchback sedans and square shaped ligts, the Z200 started to looked outdated. There were no possibilities to create a good looking hatchback out of the chassis developed for the car, so Žnoprešk restyled the front with a more modern square design, update the engines and develop the a bigger 1.7 liter out of the same block used for the 1969 edition. Unfortunately, the 1.7 liter was only available since the 1975 models.
The bigger version of the engine was available in two different power step, the 110hp availabe on the sedan and the 130hp availabe on the coupe. For the rally version a 1.6 liter with 155 horse power was developed.
The trim available were the same (Prima, Linea, Sala, Sport and Turismo) but updated. Here featured only Prima, Sala and Sport. Along with the special police trim and the rally vesion.
Z213 Prima (MY1974)
The renewed entry level Prima had updated interior, using most of the pre-restyle Linea interior. No more crossply tires but still there was no radio available as standard. The engien was updated to run with unlueaded fuel, but there was not catalytic converter yet. Thaks to the update the car bounced back into the best sellers italian car of the time.
Z215 Sala (MY1974)
The premium trim benefit of new interior design elements with dark wood and chrome details and a complete absence of painted metal in the cabin, granting a better sound comfort. The 3 speed automatic gearbox was the same, but the unleaded engine variant was less performant than the leaded one. The new rims cover were really appreciated.
Z217 Sport (MY1975)
The updated sporty trim was even more appreciated by the market compared with the older 90hp version. This time the hydraulic assisted power steering was standard and along with th 20hp extra from the 1.7 liter engine it was a must for the “only family car” able to do a bit of everything. Another standard feature where the light alloy rims and the sporty black plastic fnishing instead of the chrome one.
Z217 SportCoupe (MY1975)
With 130 tuned horsepower engine, 2+2 seats arrangment, 2 doors and the “aerodynoamic” aesthetic pack, this bad boy was a boner caster for a lot of yougnsters at the time. Lighter, more powerful and without hydraulic power steering, it was a car more oriented to enthustiast and “second car” owner than as a “only family car”.
SPECIAL TRIMS
Z217 Police (MY1975)
Born from the Sport trim, this model has manual lockable differentials, offroad undertray for procection and a different suspension setup, more oriented to the ease of use than the sportiness feel.
Z216 Rally (MY1975)
Official customer version of the rally version of the car of the 1975 and 1976 Rally season.
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Look how THICC the rear of the Z216 rally is, gorgeous!
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You just made a fire-breather out of a line of seemingly unassuming front-drivers. Well done!
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Now the question is…how did it do in rallying? 
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I don’t think it was a great rally car. It was cheap, for sure, adeguately competitive but not a great winner. A safe bet for small teams that wanted an entry level competitive rally car. The “staplecar” of the late 70’s rally grid.
Good rally crosser, probably still a diffused folkracer in the finno-scandinavian area.
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YES AND SO DOES MY BENIS 
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THE Z200 SERIES 1977-1983 (Mk.II)
The restyled Z200 Mk.I was at the limit of its possibility as conservative designed small sedan in the mid 70’s economic stage. The hatchbacks design had undeniably advantages and markets favour. Since the 1974 the engineering and design department was working fully ahead for a hatchback replacement of the Z200. Becasue, together with this new Z200, it was necessary to find also a temporary solution to find a replacement for the old Z300, the car was bigger than the previous Z200 and smaller than the Z300. This “unified” series was internally named Z250, where the Z200 were the hatchbacks and the Z300 the sedans.
The car was a mix of conservative choices and innovation. The body, of course, was an innovation, but also the rear suspension, indipendent (finally) but more expensive. The cost cutting is on the re-use of the existing engine of the Znopresk (the 1.7 inline 4 and the 2.2 liter boxer 6) pool and the same longitudinal front wheel drive, not far away from the solutions debuted on the 1953 Žnoprešk Z1753.
The trim available were the same as for the earlier series (Prima, Linea, Sala, Sport and Turismo).
Here the standard US version, that was sold, as for the ealier seires in a single trim with a single engine option.
Z217 US (MY1976)
For european standard a quite luxurious Žnoprešk. Standard interior and AM/FM radio, manual gearbox (the last one fitted with this kind of transmission). The emission restriction and the old engine was a penalty that crippled the sales until the “post-Zap!” Zest will be presented in the early 80’s.
Z322 Sala (MY1976)
With a boxer six engine, more luxurious interior and equipment, this trim was the perfect choice for the fresh european middleclass that grown with a Znopresk and wanted something more posh to drive around.
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THE ZAP! 1979-1985 (Mk.I)
The first generation of Žnoprešk Zap! was in development since 1975 and was the most important car in the brand history.
It had the very complicated task to re-invent the entire brand perception in the car market.
Before this car, Žnoprešk brand was percieved as well built, but boring and very traditional in the design and in the engineering. Most of the Žnoprešk still has longitudinal engine and gearbox, with a three box design.
But the Zap! car was designed to be cutting edge in every aspect, like:
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A hatchback design with front transverse engine front wheel drive transverse layout and rear torsion bar. A totally new suspension system if compared with the past.
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A completely new fully aluminum inline 3 engine with 3 valves per cylinder (from 860cc to 1250cc) featuring also a completely new Electronic Fuel injection system. Everything was developed with the help of the recently acquired BMMA and expected to be used also in possible smaller cars (like the ZZ).
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Also the name was a complete cut from the past. Instead following the usual “Z+Size+Displacement” formula (for example Z325 = Znopresk Size 3 2.5 liter engine) it had a name starting with the Z. The following cars will have the same formula, with longer names for bigger car and shorter name for smaller cars. (Like the small ZZ or the bigger Zest or Zenit).
The Zap! was presented right at the end of the 1978 with a warm, but not enthusiastic, reception and hit the market with a range of 3 engines and 3 trims in the 1979 proofing unexpected popularity.
ZAP 900 (MY 1979)
The most important trim in the Director board strategy plan was the entry level one: the 900cc Prima. Featuring a very basic mass motoring, with decent performance and 4 comfortable seats.
Even if the EFi was available, for this trim a SU carburetor was fitted allowing the car a great fuel economy thanks to the 4th overdrive gear allowing a very small retail price of 6.052$
ZAP 1100L (MY 1979)
The upper trim was the 1100L (lusso). The more luxurious version of the Zap, with better interior, 8 track cassette player and AM/FM radio, 5 speed manual gearbox coped with the 50 horse power of the 1100cc inline makes the trim a perfect choice for commuters on a budget. For this motoring, it was also available a 4 speed automatic torque converter.
ZAP 1250S (MY 1979)
The S (sport) trim combined the interior of the L, with a specific aero package, a tuned 1250cc inline 3 with Iniezione Computerizzata, ligh allow 4 stroke wheels and a sporty toned exhaust.The peak power of 80hp was enough to shakes off some of the recurring jokes about the lacks of sportivity of the small and cheap Žnoprešks. But the public will have to wait 1984 to see the most fabulous Zap to hit the tarmac.
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I have an urge to try out that 1250S in Beam.
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Why not this?
ZAP 100T (MY 1984)
Following the popularity of the 1250S, the ZRP step in in 1983 to develop a Zap! trophy to allows young drivers to test their skills and grow without a huge amount of money to spend.
The inline 3 was set at 999cc and the power increased to 100hp combined with stiffer, lower suspensions, and the Sport aeropackage.
The car was sold as road legal, without the rollcage, but inside the cockpit there were all the mounting point for it. So anyone can buy the rollcage kit from ZRP and install it with temporary oversize bolts or weld it if they aren’t intrested in road use.
A popular track day car.
Available in BeamNG (Now it’s working!)
16 Likes