Bogliq Automotive USA (Generations II)

[HighOctaneLove]

The Clean Air Act

Passed by Congress in 1970

Bogliq USA HQ, R&D Division

The news hit the Bogliq R&D department like a lightning bolt; the Nixon administration had passed the Clean Air Act and had announced the formation of the Environmental Protection Agency, an administrative body charged with the task of reducing airborne pollution by industry. Finally all the lobbying for the regulation of lead in petrol, alongside the removal of lead in paint, had paid off. No longer would US children suffer needlessly from lead contamination based diseases, plus workplaces dealing with gasoline and car bodywork would be safer for their workers too.

This would require some changes though. Despite the entire range being built with better designed seals to reduce fume ingress into the cabin, more attention to fuel vapours and exhaust emissions intrusions would be needed. Unleaded-safe engines were now installed across the entire Bogliq range, having shared a serendipitous correlation with the Mk II refresh, but owners with the older engines would need support to aid in transitioning away from leaded fuels.

So the engineering R&D team got to work developing a cost effective conversion kit for the old engines; an exchange program for the cylinder head(s) to implement a valve recess hardening insert plus upgraded valves and valve bearings/bushes. Since the older generation engines were all the same family, the variation would be minimal and relatively hassle free.

Link to information on the EPA
Link to Unleaded conversion (go to section 8.8)

[HighOctaneLove]

D3 Series 1970 - 1982

1970 Bogliq Ungoliant

Bogliq USA always intended to hold European sports cars to account; the Naiad failed but the Ungoliant was a roaring success!

The Bazooka was a no compromise sports car, designed with passion and meant to take Europe head on, but the Naiad just… wasn’t. It was a fine coupe, sure, but it just wasn’t a true sports car. The Ungoliant looked to transform that image; mid engined, galvanised spaceframe and corrosion resistant panels! It only seated two, had no cargo capacity outside of the cabin, plus didn’t even use power steering!

The reveal was nothing short of sensational; every celebrity bought one, every kid wanted one and every Highway Patrol officer loathed trying to catch one… Sales went ballistic amongst those who could afford one and the factory couldn’t keep up with initial demand! But production was improved, deliveries made and many happy customers were to be found all over the USA.

Ungoliant Mk 1 Model Range

440S - $5,299 Driveaway, $315 p.a. servicing (2dr mid-engine coupe, 4L V6, 121Kw, 5M, 239Km/h, 8.23s 0-100, 15.8L/100) Reliability: 56.1. (Relevant Category: Sport - C: 120.1 A: 82.3%)
460S - $5,949 Driveaway, $472 p.a. servicing (2dr mid-engine coupe, 6L V8, 163Kw, 5M, 264Km/h, 6.66s 0-100, 17L/100) Reliability: 55.4. (Relevant Category: Muscle - C: 131.1 A: 63.6%)

Homologation for the Nurburgring 24hr, 1970

What better way of proving you make European standard sportscars than by racing them in Europe!

The Ungoliant also was the first Bogliq to make waves in Europe. The Ungoliant, due to it’s bulging order-book, was able to pass the homologation requirement for the BRC Racing Federation to allow the Ungoliant to compete in the 1970 24hrs at the Nurburgring. This competition also saw the reveal of an internal re-organisation in the Special Projects Division.

Special Projects Racing would compete with a homologation variant of the 440S, badged the 440 Nur, collecting data to aid in the introduction of radial tyres. The expat Ungoliant didn’t do well in the 24hr rankings, attaining an overall position of 57th out of 84 entrants. The team was inexperienced and the Ungoliant was underpowered but with only 11 errors in the entire 24hr race, the Ungoliant was a decent handling platform and would get it’s Radial tyre upgrade in time for the MY72 model year…

Radial Tyres

The Radial Tyre Program unlocked the Ungoliant’s true potential

The D3 program was a smash hit, but sales of the big engined 460S model were definitely harder to achieve than the smaller 440S. This was entirely due to the tyres, or to be more precise, the lack of appropriate levels of grip from cross-ply tyres without impacting brake performance. Indeed, the director for the movie Outrun the Sunset used his connections to get a prototype, radial tyred, 460S to do the speed shots while a production, cross-ply tyred, 460S was used for the glamour shots.

The tyres massively improved handling and straight line performance; with the 460S now earning the holiest of automotive titles; Supercar.

Ungoliant Mk 1 Model Range - 1972

440S - $6,759 Driveaway, $329 p.a. servicing (2dr mid-engine coupe, 4L V6, 124Kw, 5M, 250Km/h, 7.51s 0-100, 12.7L/100) Reliability: 56.5. (Relevant Category: Sport - C: 155.3 A: 83.6%)
460S - $7,709 Driveaway, $483 p.a. servicing (2dr mid-engine coupe, 6L V8, 181Kw, 5M, 279Km/h, 6.55s 0-100, 16.2L/100) Reliability: 55.1. (Relevant Category: Super - C: 105.7 A: 99%)

1974 Bogliq Ungoliant

Detail changes to the exterior herald the larger changes internally, required for the introduction of catalytic converters

Despite flagging sales, Bogliq USA produced a revised version of the D3 in order to comply with new emissions requirements. This would incorporate feedback from customers on areas where the car could be improved. Some fussy details were refined or redesigned and care was taken to maintain the feel of performance even as the catalytic converter cased a loss in overall performance.

Ungoliant Mk 1 Model Range - 1974

440S - $7,919 Driveaway, $387 p.a. servicing (2dr mid-engine coupe, 4L V6, 127Kw, 5M, 253Km/h, 8.35s 0-100, 16.6L/100) Reliability: 61.6
460S - $8,819 Driveaway, $486 p.a. servicing (2dr mid-engine coupe, 6L V8, 170Kw, 5M, 276Km/h, 7.14s 0-100, 17.9L/100) Reliability: 61

1978 Bogliq Ungoliant Mk 2

The Mk 2 D3 Ungoliant range was limited to engine changes and interior trim improvements

By 1977 it was no surprise that Bogliq USA was in financial difficulty; poor sales and a recession had bitten hard. This meant that niche products, and especially older niche products such as the Ungoliant, received less development money than they really needed. The D3 Mk 2 put the money where it was most needed; the powertrain. Gone were the troublesome alloy headed engines and 2 way catalytic converters, in their place were modern all iron units and 3 way cats. Performance improved to almost 1972 levels for the sports car, with the supercar improving on 1972 levels despite a more luxurious trim specification. Alas, thanks to inflation, the prices were the only area the Mk 2 was unable to return to the good old days; inevitably prices had to rise.

Ungoliant Mk 2 Model Range

438S - $10,399 Driveaway, $491 p.a. servicing (2dr mid-engine coupe, 3.8L V6, 132Kw, 5M, 255Km/h, 7.74s 0-100, 14.7L/100) Reliability: 64.4
463S - $15,399 Driveaway, $960 p.a. servicing (2dr mid-engine coupe, 6.3L V8, 203Kw, 5M, 300Km/h, 6.55s 0-100, 17.5L/100) Reliability: 63.7

[HighOctaneLove]

B2M Series 1970 - 1973

1970 Bogliq Primarius

Avante Garde looks to distract from the bad smell that was the IRS controversy!

Bogliq USA had to kill the B2 Primarius. The drastic measure of recalling cars then installing a solid rear differential simply caused sales to plummet off a cliff. So Bogliq did what Bogliq does best; cope. The modified B2 chassis was productionised into the B2M, a new risque design was installed and sales were carefully resumed, especially in fashion conscious states like New York and California. Sales did resume, but buyers were understandably wary, so Bogliq entered a number of cars in grassroots reliability trials. These proved to help assuage the public’s concerns, along with Bogliq quickly compensating affected owners of faulty cars via an independently run, but Bogliq funded, class action.

Primarius Mk 1 Model Range

270L - $5,509 Driveaway, $218 p.a. servicing (4dr Sedan, 7L V8, 170Kw, 3A, 246Km/h, 10.3s 0-100, 20.9L/100) Reliability: 53.3. (Relevant Category: Muscle - C: 107.5 A: 49%)
270GT - $5,489 Driveaway, $218 p.a. servicing (2dr Coupe, 7L V8, 170Kw, 3A, 247Km/h, 10s 0-100, 20.7L/100) Reliability: 53.3. (Relevant Category: Muscle - C: 104.1 A: 49.4%)

Radial Tyres

Radial tyre improvements finally wipe away the stain of past mistakes

The B2M had managed to land on it’s feet; sales were better than expected and customers were happy. So Bogliq USA was careful to not rock the boat when the B2M underwent the Radial Tyre conversion process. Economy was improved, performance was maintained and expectations were met. So, despite the polarising design, the 1972 B2M was a solid improvement over the 1970 original car.

Primarius Mk 1 Model Range - 1972

270L - $6,859 Driveaway, $221 p.a. servicing (4dr Sedan, 7L V8, 174Kw, 3A, 254Km/h, 10s 0-100, 18.3L/100) Reliability: 53.6. (Relevant Category: Luxury - C: 101.9 A: 90.1%)
270GT - $6,789 Driveaway, $230 p.a. servicing (2dr Coupe, 7L V8, 174Kw, 3A, 258Km/h, 10.5s 0-100, 18L/100) Reliability: 53.5. (Relevant Category: GT - C: 117.3 A: 91.6%)

Epilogue: The B2M Primarius only lasted 4 years. Buyers of these types of cars didn’t enjoy the handling spec suspension tune and the fuel crisis was the coup de grace. There just wasn’t enough demand to justify refreshing the model, plus Bogliq USA already had one boondoggle and they intended to keep it! So, the Primarius was killed off in order to save funds for better cars and keeping Bogliq USA afloat.

[Knugcab]

Looking at the orange Ungoliant while listening to Alan Parsons Project gave me some kind of warm fuzzy feeling on the inside…

[HighOctaneLove]

E2 Series 1971 - 1977

1971 Bogliq Exordium

New Exordium is the first Bogliq to be fitted with Radial tyres!!!

The E2 Exordium was just what the market ordered. It was a faithful, fun and frugal companion who was chock full of surprise and delight features. But the designers, being used to larger cars, hadn’t allowed enough room in the engine bay for easy access to the accessory belts and harmonic balancer. This wasn’t an issue for drivers but it was a bugbear among owners and the auto maintenance industry, since no-one likes getting their hands jammed into tight spots, so Bogliq tried a smaller engine. Wen that solution wasn’t proving as promising as they’d like, a new model was commissioned.

At the same time, tyre manufacturer Goodstone approached Bogliq about Radial tyres. The management agreed to aid in data gathering and market acceptance, but only if Goodstone also went all in, gearing up to supply the entire Bogliq range in 1972. The deal was struck and the Exordium would be the guinea pig.

The results were heartening indeed. Fuel economy improve, handling improved and acceleration improved; it was a win/win scenario all the way to the bank! Bogliq USA then implemented the remainder of the plan, with the entire range of Bogliq product running Goodstone Radial tyres by the end of 1972.

Exordium Mk 1 Model Range

518B3 - $1,969 Driveaway, $59 p.a. servicing (3dr Hatch, 1.8L I4, 47Kw, 4M, 174Km/h, 14.6s 0-100, 9L/100) Reliability: 62.3. (Relevant Category: Family Utility B - C: 80 A: 38.6%)
518B4 - $1,999 Driveaway, $63 p.a. servicing (4dr Sedan, 1.8L I4, 47Kw, 3A, 163Km/h, 18.8s 0-100, 9.5L/100) Reliability: 61.2. (Relevant Category: Family B - C: 100.1 A: 37.1%)
518B5 - $1,999 Driveaway, $63 p.a. servicing (5dr Hatch, 1.8L I4, 47Kw, 3A, 163Km/h, 18.9s 0-100, 9.6L/100) Reliability: 61.2. (Relevant Category: Family Utility B - C: 96.4 A: 37.7%)
514G3 - $1,859 Driveaway, $55 p.a. servicing (3dr Hatch, 1.4L I4, 30Kw, 4M, 150Km/h, 21.2s 0-100, 8.2L/100) Reliability: 64.8. (Relevant Category: City B - C: 88.6 A: 38.4%)
514G5 - $1,909 Driveaway, $60 p.a. servicing (5dr Hatch, 1.4L I4, 30Kw, 3A, 145Km/h, 28.2s 0-100, 8.3L/100) Reliability: 63.6. (Relevant Category: City B - C: 97.1 A: 34.9%)

Garcia Lore Page

1974 Bogliq Exordium Mark 2

Mk 2 Exordium focussed on efficiency upgrades despite tight budgets.

Bogliq USA could have kept the Mk 1 version of the Exordium in production, indeed some in management felt the Mk 2 was a phyyric victory, but the Mk 2 was greenlit in order to lighten the load on customer’s wallets. All Mk 2 Exordium models come standard with a four speed manual, the engine has been significantly improved in fuel efficiency and there are different coloured cars in the brochures! All in all, it’s a big win/win for customers, Bogliq USA and anyone who tends to lose their car in the carpark, hahaha!

Exordium Mk 2 Model Range

518B3 - $2,369 Driveaway, $72 p.a. servicing (3dr Hatch, 1.8L I4, 37Kw, 161Km/h, 19.3s 0-100, 8.6L/100) Reliability: 63.2
*518B4 - $2,369 Driveaway, $72 p.a. servicing (4dr Sedan, 1.8L I4, 37Kw, 161Km/h, 19.9s 0-100, 8.7L/100) Reliability: 63.2
518B5 - $2,369 Driveaway, $72 p.a. servicing (5dr Hatch, 1.8L I4, 37Kw, 161Km/h, 20s 0-100, 8.7L/100) Reliability: 63.2
514G3 - $2,265 Driveaway, $70 p.a. servicing (3dr Hatch, 1.4L I4, 34Kw, 157Km/h, 20.6s 0-100, 9.1L/100) Reliability: 63.2
514G5 - $2,265 Driveaway, $70 p.a. servicing (5dr Hatch, 1.4L I4, 34Kw, 156Km/h, 21.2s 0-100, 9.3L/100) Reliability: 63.2

Garcia Lore Page

[HighOctaneLove]

Bogliq Automotive USA Business Review

1973 - 1976

Bogliq Automotive USA was hard hit by the fuel crisis of '73. Virtually overnight, sales of their bread and butter cars dropped like a stone, resulting in a stock oversupply and the threat of corporate instability. With the threat of plant closures and staff layoffs looming, the entire company took radical measures to weather the crisis.

Workers who were within a couple of years of retirement were offered voluntary redundancies, with full benefits owed as if they’d worked their mandatory time, to free up payroll for younger workers. All workers were given reduced wages, along with reduced hours, so that no-one had to lose their job. Management also were involved in this system and the senior managers, including the CEO and board of directors, had their pay reduced by two thirds.

No dividends would be paid for at least three years to maintain liquidity, especially since there were fears of a corporate takeover. Money was saved where possible but vital services, such as R&D, product development and Quality Assurance, were kept funded to ensure Bogliq could rebound when the market improved.

Bogliq Automotive USA and Anhultz do a deal for a Jupiter and Jupiter 8 Licensing Agreement

Bogliq Automotive USA, in mid 1972, entered into an agreement with Anhultz for the rights to lisence build their Jupiter and Jupiter 8 engine designs. Bogliq is going to build these engines in a new facility in Detroit, which will power a, as yet unspecified, range of Bogliq product.

When asked about where these engines might be put to best use, the Bogliq representative replied that they were unsure of the strategic fit of the powerplants, but that they would most likely power an existing chassis, with a new chassis being a possibility.

The factory is expected to be up and running by mid 1973, due in part to Bogliq sourcing the site from a defunct parts supplier, and the Bogliq made Jupiters will be ready for the 1974 marketing year.

[HighOctaneLove]

US Congress Veto's Bogliq USA buying Anhultz Technology

September 11, 1973

Bogliq Automotive USA has been dealt a heavy blow today. Following on complaints that the corporation was “Socialism gone mad” and empowering the spread of anti-Capitalist ideals, the US Congress has forced the shutdown of Bogliq’s agreement with Anhultz, seized and destroyed all intellectual property regarding the deal and demolished the engine plant which was to make the Jupiter and Saturn engines…

Bogliq USA’s press office simply stated that “Despite our track record of good corporate governance, the Government has spoken and we are unable to do anything about this. It is a tragedy, but we will rebuild, recover and we will continue to aid hard working people across the globe.”

The upcoming Breda special model, touted as a “Taste of Europe for all Americans”, will either be dropped or re-engined, albeit with Bogliq powerplants. This is only going to hurt the image of Bogliq USA, with the fuel crisis raging, and we hope that they are able to keep afloat during this time of unprecedented crisis…

Press "F" for Respect

1974 Bogliq Breda

The Breda was the first home for the license built Jupiter (and Jupiter 8) engine range, developed by Anhultz of The Netherlands.

Anhultz Automobile Manufacturing

Bogliq Automotive USA is an established “working class” brand in America. But Bogliq has attempted on a number of occasions to push upmarket, mainly with sports cars, but has had mixed success penetrating the Europhile market. So, when Anhultz decided to make their Jupiter range of sixes and Jupiter 8 range of V8’s available for lisence, Bogliq USA signed on the bottom line and built a factory to get this show on the road… In 1972.

By 1974 the premium and luxury segments had died in the ass, so to speak, which made launching the “Bogliq with European Characteristics” somewhat tricky. But Bogliq, ever willing to give new ideas time to thrive, decided to “go big or go home” and launched the car nation wide. Initial impressions were that it was being well received, but only time will tell if the Anhultz engines become the jewel in the Bogliq crown, or an albatross around Bogliq’s neck!

Breda Model Range

240 Touring - $3,799 Driveaway, $165 p.a. servicing (4Dr Sedan, 2.4L I6, 65Kw, 172Km/h, 16.4s, 16.4L/100) Reliability: 60
240 Sport - $3,799 Driveaway, $175 p.a. servicing (4Dr Sedan, 2.4L I6, 72Kw, 182Km/h, 15.3s, 18.6L/100) Reliability: 60.9
270 Touring - $3,899 Driveaway, $167 p.a. servicing (4Dr Sedan, 2.7L I6, 72Kw, 178Km/h, 14.9s, 16.5L/100) Reliability: 59.9
270 Sport - $3,899 Driveaway, $179 p.a. servicing (4Dr Sedan, 2.7L I6, 83Kw, 191Km/h, 12.8s, 19.6L/100) Reliability: 60.8
360 Prime - $4,599 Driveaway, $183 p.a. servicing (4Dr Sedan, 3.6L V8, 99Kw, 194Km/h, 13.1s, 17.5L/100) Reliability: 58.7
360 Gran Turismo - $4,999 Driveaway, $198 p.a. servicing (4Dr Sedan, 3.6L V8, 111Kw, 209Km/h, 10s, 21.2L/100) Reliability: 60.1

[Knugcab]

Didn’t see that coming!

[HighOctaneLove]

Management changes for Bogliq USA

A new CEO is appointed…

November, 1976

Having served Bogliq USA for an unprecedented fifteen years, Christine O’Malley has stepped down as Bogliq USA’s CEO. Citing a desire to travel extensively in Europe and spend time with her extended family, CEO O’Malley will be remembered as the reliable helms-person during a time of great upheaval, presiding over difficult changes to corporate culture and product quality dramas.

Her replacement is Abraham Peppin, an African-American insider who started in Bogliq USA as a janitor. He was able to rise in the ranks due to the progressive changes wrought in the 60’s and championed by his predecessor and had nothing but praise for those policies.

When asked what his vision for Bogliq USA was, going forward, CEO Peppin replied:

We need to adapt. The market has changed a lot since 1961, as has the political climate. Bogliq USA needs to introduce products that innovate without sacrificing reliability or style. We also need to look at our structure with an eye to maintain high levels of long-term employment, but NOT in the same job as when that person was hired! Bogliq USA needs to embrace competitive technology, even if it reduces existing jobs, and re-train those staff to take up the new jobs created by those emerging technologies…

With Bogliq USA being really hard hit by the 1973 fuel crisis, the subsequent recession, and hostility from elements of the Federal Government, it seems Bogliq USA is taking the riskier and more rewarding approach of investing in fresh product, rather than battening down the hatches. Only time will tell if this turns out to be the right choice, but we wish Bogliq USA and CEO Peppin the best of luck in their future endeavours…

[HighOctaneLove]

A3 Series 1978 - 1985

1978 Bogliq Buttress

The new A3 Buttress was laser focussed on family buyers needs - according to the focus groups!

By the end of it’s life, the once popular Sachem was a shadow of itself; neutered by 2 way cats and obscured by a cloud of unreliability. Therefore the A3 series, being developed since 1974, was powered by more reliable all iron engines and re-named to reflect it’s departure from the Sachem convention. Designed in-house by Bogliq by Design, the Buttress was a clean sheet design sporting a unibody chassis, a first for Bogliq USA, and was a three and five door liftback design. The car also debuted all-independent suspension.

Buttress Model Range

124B - $4,179 Driveaway, $127 p.a. servicing (5dr hatch, 2.4L I4, 58Kw, 170Km/h, 16.3s, 11.0L/100Km) Reliability - 67.7
127B - $4,489 Driveaway, $132 p.a. servicing (5dr hatch, 2.7L V6, 64Kw, 178Km/h, 13.5s, 11.7L/100Km) Reliability - 68.2
127F - $4,899 Driveaway, $187 p.a. servicing (5dr hatch, 2.7L V6, 64Kw, 168Km/h, 17.2s, 12.1L/100Km) Reliability - 66.0
132F - $4,999 Driveaway, $191 p.a. servicing (5dr hatch, 3.2L V6, 77Kw, 177Km/h, 15.2s, 12.5L/100Km) Reliability - 65.9
132S - $4,999 Driveaway, $185 p.a. servicing (3dr hatch, 3.2L V6, 77Kw, 189Km/h, 11.9s, 12.1L/100Km) Reliability - 67.6

1982 Bogliq Buttress Mk 2

1982 Mk 2 range was compacted due to budgetary restraints

The Mk 1 Buttress was a well positioned design that scared buyers away due to it’s looks and lack of technology. The looks were easily remedies, with a more mature and constrained design, but budgetary and marketing constraints made major technological improvements too costly. The sedan and 5 door hatch bodies were retained, a 5 door wagon body was introduced and the 3 door hatch was dropped. The 2.4L and 3.2L engines were improved but the 2.7L engine was dropped to reduce logistical overheads.

Buttress Mk 2 Model Range

124B - $6,559 Driveaway, $285 p.a. servicing (5dr Wagon, 2.4L I4, 71Kw, 180Km/h, 14.3s, 13.6L/100Km) Reliability - 66.2
132C - $7,159 Driveaway, $301 p.a. servicing (4dr Sedan, 3.2L V6, 86Kw, 190Km/h, 12.7s, 13.2L/100Km) Reliability - 66.3
132F - $7,389 Driveaway, $305 p.a. servicing (4dr Sedan, 3.2L V6, 86Kw, 189Km/h, 12.3s, 13.7L/100Km) Reliability - 65.2

[HighOctaneLove]

B3 Series 1978 - 1985

1978 Bogliq Baller

The B3 Baller was aimed at aspirational Americans looking for luxury, style and class…

The A2 Breda, while marred by controversy, proved to be a marketing hit for Bogliq USA, generating a fan base among buyers looking for European class but wanting to keep their dollars in America. These buyers wanted variety though, so the B2 was engineered from the start to give it to them. The Baller came in two and four door sallon variants and there was also a convertible variant. Coupled with the avant-garde styling from Bogliq by Design, Baller buyers were treated to to European cuisine - American style!

Baller Model Range

227F - $6,149 Driveaway, $227 p.a. servicing (4dr Sedan, 2.7L V6, 64Kw, 175Km/h, 15.4s, 13.0L/100Km) Reliability - 63.4
227P - $7,049 Driveaway, $261 p.a. servicing (4dr Sedan, 2.7L V6, 68Kw, 178Km/h, 14.7s, 13.2L/100Km) Reliability - 62.2
232S - $7,049 Driveaway, $243 p.a. servicing (2dr Sedan, 3.2L V6, 83Kw, 194Km/h, 11.2s, 12.5L/100Km) Reliability - 64.0
232C - $7,399 Driveaway, $256 p.a. servicing (2dr Convertible, 3.2L V6, 83Kw, 188Km/h, 13.9s, 14.4L/100Km) Reliability - 61.9
242L - $9,369 Driveaway, $315 p.a. servicing (4dr Sedan, 4.2L V8, 107Kw, 206Km/h, 11.2s, 14.7L/100Km) Reliability - 60.6
254GT - $9,369 Driveaway, $329 p.a. servicing (2dr Sedan, 5.4L V8, 140Kw, 232Km/h, 8.23s, 14.6L/100Km) Reliability - 62.5

1982 Bogliq Baller Mk 2

They’re all a different shade of blue… Honest!!!

As per the Buttress, the Mk 2 Baller range was consolidated to save money. The facelift replaced a well received design with a much more stylish one, engines were improved and marketing space was carved out to ensure the Baller didn’t crowd out the cheaper Buttress range. The Baller was predominantly a four door sedan now, with the 2 door reserved for the GT model, and the convertible was dropped due to slow sales and poor profitability.

Baller Mk 2 Model Range

232P - $10,179 Driveaway, $366 p.a. servicing (4dr Sedan, 3.2L V6, 90Kw, 199Km/h, 11.3s, 13.1L/100Km) Reliability - 62.1
242P - $10,859 Driveaway, $397 p.a. servicing (4dr Sedan, 4.2L V8, 110Kw, 212Km/h, 9.9s, 13.7L/100Km) Reliability - 62.5
250L - $14,399 Driveaway, $488 p.a. servicing (4dr Sedan, 5.0L V8, 140Kw, 229Km/h, 8.95s, 15.3L/100Km) Reliability - 60.4
254GT - $14,399 Driveaway, $515 p.a. servicing (2dr Sedan, 5.4L V8, 162Kw, 240Km/h, 8.23s, 16L/100Km) Reliability - 60.3

[HighOctaneLove]

C3 Series 1978 - 1985

1978 Bogliq Haulage

The C3 Haulage was an American van for the American man!

The C2 Utility range was no longer interesting American buyers. The Utility was unable to be easily converted to a trayback and the van was compromised for cargo storage and unloading. Bogliq product designers chose to separate the two versions of the C2 into their own discrete models; the Van became the C3 and the Utility became the G1 series. Due to funding constraints, the C3 model range was constricted to a single variant and drivetrain, with a three seat bench being included for the first time.

Haulage Model Range

327U - $4,219 Driveaway, $145 p.a. servicing (5dr Van, 2.7L V6, 64Kw, 149Km/h, 13.4s, 13.5L/100Km) Reliability - 67.0

1982 Bogliq Haulage

A facelift helps advertise the improved Bogliq Haulage

Biggest improvement made to the Mk 2 Haulage is the freshened front end styling but the engine was tweaked and the entire setup was given a once over. The result is a decent van that will continue to impress both privae and fleet buyers looking for a solid workhorse.

Haulage Mk 2 Model Range

327U - $6,329 Driveaway, $222 p.a. servicing (5dr Van, 2.7L V6, 64Kw, 149Km/h, 13.1s, 13.5L/100Km) Reliability - 69.5

[HighOctaneLove]

E3 Series 1978 - 1985

1978 Bogliq Busker

The E3 Busker has grown in size vs the outgoing Exordium.

The outgoing E2 Exordium was a tale of riches to rags; massive popularity and sales goodwill squandered on a poorly engineered engine upgrade. The E3, now known as the Busker, was aimed at restoring the public’s faith in Bogliq’s small car. Reliability has been substantially improved, fuel economy has been maintained and the model range has been rationalised. E3 variants have been carefully tailored tailored to better suit particular buyers needs and styling has been enhanced for a more mature, upmarket focus.

Busker Model Range

518B - $3,959 Driveaway, $157 p.a. servicing (5dr hatch, 1.8L I4, 43Kw, 165Km/h, 16.4s, 8.8L/100Km) Reliability - 67.8
518F - $4,049 Driveaway, $164 p.a. servicing (5dr hatch, 1.8L I4, 43Kw, 157Km/h, 18.7s, 9.3L/100Km) Reliability - 66.1
518Exec - $4,299 Driveaway, $181 p.a. servicing (4dr Sedan, 1.8L I4, 43Kw, 158Km/h, 17.2s, 9.3L/100Km) Reliability - 65.4
518E - $4,299 Driveaway, $188 p.a. servicing (3dr hatch, 1.8L I4, 53Kw, 183Km/h, 12.8s, 9.7L/100Km) Reliability - 65.9
132S - $4,999 Driveaway, $185 p.a. servicing (3dr hatch, 3.2L V6, 77Kw, 189Km/h, 11.9s, 12.1L/100Km) Reliability - 67.6

1982 Bogliq Busker Mk 2

“Age of Aquarius” golden bumpers replaced with sensible silver greys, making the Mk 2 a nicer car to look at.

Bogliq USA was having financial difficulties. They’d over extended into the hypercar market and had over-captalised in South America. The E3 Busker Mk 2 wasn’t skimped upon though, unlike the Buttress and Baller, because it represented Bogliq’s core constituency; the working class. The Busker had been facelifted, giving it a corporate look, plus deleting the questionable usage of gold as a contrast hue. There was a wagon bodystyle now available and there were a couple of new inclusions; a new 2.4L for the 524S and a new halo model.

The new RLH trim, “Rides like Heaven”, was the performance and handling apex of the Busker range. Designed and conceptualised by the famed designer João “Joe” Dunha, the DLH model combined high performance looks and high performance upgrades into a single, no compromise, road racer package.

Busker Mk 2 Model Range

518B - $6,189 Driveaway, $241 p.a. servicing (5dr Wagon, 1.8L I4, 48Kw, 169Km/h, 16.1s, 10.3L/100Km) Reliability - 66.3
518F - $6,229 Driveaway, $243 p.a. servicing (5dr Hatch, 1.8L I4, 48Kw, 171Km/h, 16.3s, 10.1L/100Km) Reliability - 66.3
518C - $6,229 Driveaway, $243 p.a. servicing (4dr Sedan, 1.8L I4, 48Kw, 171Km/h, 15.9s, 10L/100Km) Reliability - 66.3
524S - $6,279 Driveaway, $256 p.a. servicing (3dr Hatch, 2.4L I4, 71Kw, 197Km/h, 10.9s, 11.1L/100Km) Reliability - 67.4
524S-RLH - $6,789 Driveaway, $301 p.a. servicing (3dr Hatch, 2.4L I4, 83Kw, 195Km/h, 9.31s, 11.5L/100Km) Reliability - 68.5

@Marcus_gt500 = João “Joe” Dunha

[HighOctaneLove]

F1 Series 1978 - 1985

1978 Bogliq Button

The F1 Button was launched just in time to run afoul of a Soviet invasion!

For the 1978 Model Year Bogliq USA unveiled a very small car, designed for export to Garcia and other export markets, but it’s launch was delayed in Garcia due to the final stages of the Soviet-Garcian Incident. This meant that for a full six months after launch Bogliq USA was forced to sell the Button solely to the US market! Thankfully for the F1 factory and it’s workers, Garcia was able to accept imports immediately following the first six months, otherwise the Button would have had to be dropped due to limited American buyer interest.

Button Model Range

614G - $4,149 Driveaway, $185 p.a. servicing (5dr RR hatch, 1.4L B4, 39Kw, 156Km/h, 13.3s, 8.6L/100Km) Reliability - 68.5
615B - $4,239 Driveaway, $149 p.a. servicing (5dr RR hatch, 1.5L B4, 44Kw, 164Km/h, 12.3s, 8.3L/100Km) Reliability - 68.1

1982 Bogliq Button

The Mk 2 Button was the first Bogliq USA product to be built outside of the USA.

The Soviet Garcia incident had far reaching consequences. The small rear-engined hatch was hard to sell in the USA and the factory almost had to shut down due to the Garcian market being slow to return to pre-conflict levels. This meant that Bogliq USA had to export the Button further afield than Garcia. This resulted in the purchase of a factory in Tampico, Mexico. This factory would mass produce the Button for Mexico, Garcia and Latin America plus build the new GA1 Highwayman for South American consumption.

The Button would only be produced for another four years as GMI engineers would propose Bogliq share in a small car they were developing, as they needed help engineering a viable FWD architecture, and Bogliq wouldn’t pass up the opportunity to get a new small car for very little financial outlay…

Button Mk 2 Model Range

614G - $6,699 Driveaway, $289 p.a. servicing (5dr RR hatch, 1.4L B4, 40Kw, 159Km/h, 12.7s, 8.5L/100Km) Reliability - 67.6

[HighOctaneLove]

G1 Series 1978 -1985

1978 Bogliq Bushranger

The other half of the C2 range now gets it’s own model code

Expanding on ideas first tested in the last revision of the C2 series utility, the Bushranger has downsized slightly but has increased in flexibility over the old ute. The range features both two and four wheel drive trims, with the top spec AT-X getting buckets while the rest get a bench. Reliability, economy and flexibility have improved but, unfortunately, the price has also increased

Bushranger Model Range

718U - $3,749 Driveaway, $169 p.a. servicing (2dr Utility, 1.8L I4, 43Kw, 136Km/h, 17.0s, 11.1L/100Km) Reliability - 68.0
724AT - $4,249 Driveaway, $184 p.a. servicing (2dr Utility, 2.4L I4, 58Kw, 143Km/h, 15.2s, 12.7L/100Km) Reliability - 67.6
732AT-X - $4,699 Driveaway, $194 p.a. servicing (2dr Utility, 3.2L V6, 77Kw, 165Km/h, 11.2s, 13.4L/100Km) Reliability - 68.2

[HighOctaneLove]

H1 Series 1978 - 1989

1978 Bogliq Buccanneer

The Buccanneer was built to expand the operations of the Bogliq Special Projects Division

With the Ungoliant being very expensive and exclusive, Bogliq USA decided that the Special Projects Division should produce a smaller targa coupe which could be exported to Garcia with a minimum of changes required. The result was the buccanneer; a spaceframe sportscar with the heart of an economy car.

Buccanneer Model Range

818S - $6,879 Driveaway, $373 p.a. servicing (2dr mid-engine coupe, 1.8L I4, 53Kw, 200Km/h, 14.7s 0-100, 8.9L/100) Reliability: 66.8
818SP - $7,259 Driveaway, $383 p.a. servicing (2dr mid-engine coupe, 1.8L I4, 65Kw, 209Km/h, 12.1s 0-100, 11.9L/100) Reliability: 65.5
814S - $6,359 Driveaway, $286 p.a. servicing (2dr mid-engine coupe, 1.4L B4, 39Kw, 179Km/h, 18.9s 0-100, 9.4L/100) Reliability: 67.2

1980 refresh

Detail changes were made to the Buccanneer in an attempt to attract customers and improve sales

The MY78 Buccanneer wasn’t the sales hit Bogliq was looking for. The 1.8L models were unable to cash the cheques the design was writing and the Garcian cars were delayed due to the aftermath of their war with Cuba. Bogliq USA sent a senior product planner to Garcia to assess the situation. Wile there he met with a famous Brazillian automotive designer, João Dunha (head of MV Design), who was attempting to secure a contract to design a lifestyle off-roader that would be built in Garcia. The two men had an informal meeting that grew into something much larger; Bogliq SPV (Special Project Vehicles) wanted to produce a special model to showcase twenty five years of Bogliq Automotive and MV Design would develop a bodykit that would ensure no-one would miss the celebration…

But these aren’t those cars, the MY80 model range included a number of important changes; the 814G now has an inline four and a sportier engine tune, the 1.8L engine has been dropped in favour of a 2.4L engine and a 3.0L V6 engined variant has been introduced. The 3.0L engine is a result of the MV Design deal; Bogliq would be supplying the 3.0L Buccanneer to Bridgell, alongside the special models, to aid Bridgell in expanding their sales volumes.

Buccaneer Model Range - 1980

814G - $8,199 Driveaway, $412 p.a. servicing (2dr mid-engine coupe, 1.4L I4, 43Kw, 177Km/h, 17.3s 0-100, 8.3L/100) Reliability: 67.2
824S - $8,799 Driveaway, $538 p.a. servicing (2dr mid-engine coupe, 2.4L I4, 78Kw, 214Km/h, 11.1s 0-100, 11.1L/100) Reliability: 66.6
830B - $8,999 Driveaway, $542 p.a. servicing (2dr mid-engine coupe, 3.0L I6, 107Kw, 236Km/h, 8.82s 0-100, 14L/100) Reliability: 66.9. (Available as a special order in the US, with most cars being exported to the UK)

The MY80 Bogliq Buccanneer MVD-SPV 838SVP

The 838SVP was the “Stage 1” variant, available as long as there were orders, packing a 220Kw punchline!

The result of the MV Design/SPV collaboration was a visually striking exotic that couldn’t be mistaken for anything else on the road. Fast, exclusive and surprisingly well mannered, the “Stage 1” Buccanneer was a sweet road-car which loved driving really, REALLY fast!!!

838SVP - $15,990 Driveaway, $992 p.a. servicing (2dr mid-engine coupe, 3.8L T/Turbo V6, 220Kw, 291Km/h, 5.47s 0-100, 19.8L/100) Reliability: 60.9

The MY80 Bogliq Buccanneer MVD-SPV 841R

Bogliq only built 800 numbered 841R’s and a further 80 numbered units were sold by Bridgell in the UK

The first limited production car in Bogliq history, the 841R was a special car with special tech. The engine was a hand assembled quasi-prototype; it was 4.1 litres worth of direct action overhead cam V6! The experimental DAOHC engine had a pair of turbochragers strapped to it, resulting in 333Kw of power. The car was much harder to handle than the “mainstream” Stage 1 car and had a special driver training program as part of the purchase price.

The US cars had a build plate that read: “US - 000”. Car no. 0 was kept by Bogliq as a museum car and the rest were sold as per usual.

The UK cars had a similar system, reading “UK - 00” instead, and car no. 0 was offered to Bridgell for posterity, who displayed UK-00 alongside their own models in Bridgell’s company museum.

The 841R was the first Bogliq to achieve the vaunted title of Hypercar, certifying Bogliq Automotive USA as a bonafide “big fish” in the automotive arena!

841R - $20,599 Driveaway, $1,498 p.a. servicing (2dr mid-engine coupe, 4.1L T/Turbo V6, 333Kw, 310Km/h, 5.00s 0-100, 26.4L/100) Reliability: 59.6

1986 Bogliq Buccaneer

Mk 2 Buccaneer has been reduced to a single USDM and Garcian variant due to tightening safety regulations…

The Buccanneer was a two tier model for Bogliq USA. The basic models didn’t sell well due to not being very competitive with other company’s cars (as well as in-house performance cars) and being overshadowed by both the Ungoliant and the SVP models. The SVP’s were expensive, somewhat flawed as dailies and had a limited appeal.

So, for the 1986 Mk 2 range, the SVP’s were discontinued; the 841R was already sold out and sales of the 838SVP had dried up in late 1984. The USDM four cylinder cars were also discontinued, leaving a USDM V6 (also exported to Bridgell) and a Garcian spec special, which could be ordered in the US.

These two models would be the caretakers of the Buccaneer (yes, the spelling has been fixed in this refresh slash update!) until production was shut down in 1989 due to almost non-existent sales…

Buccaneer Mk II Model Range - 1986

814G - $9,399 Driveaway, $509 p.a. servicing (2dr mid-engine coupe, 1.4L I4, 49Kw, 189Km/h, 14.2s 0-100, 8.0L/100) Reliability: 68.5
827S - $12,169 Driveaway, $584 p.a. servicing (2dr mid-engine coupe, 2.7L V6, 83Kw, 226Km/h, 9.43s 0-100, 11.0L/100) Reliability: 65

[Marcus_gt500]

I’d design a Koenig/Gemballa style bodykit for the Bucaneer

(Edit several days later: I’ve designed a Koenig/Gemballa style bodykit for the Bucaneer )

[abg7]

@Marcus_gt500

I’d design a Koenig/Gemballa style bodykit for the Bucaneer

No doubt it would look good on such a sleek machine, despite its lack of power. Then again, if real speed is what you’re after, there’s another car in their lineup for that - the Ungoliant. It, too, deserves to be given such an outrageous body kit.

[mart1n2005]

How is the buccaneer so slow? Even with that small amount of power it should be light enough for a decent 0-100 time

[HighOctaneLove]

@Marcus_gt500

I’d design a Koenig/Gemballa style bodykit for the Bucaneer

I’ll have to look into it, although I fear my design skills aren’t up to the challenge!

@abg7

Then again, if real speed is what you’re after, there’s another car in their lineup for that - the Ungoliant. It, too, deserves to be given such an outrageous body kit.

I’ll put it on the list, hahaha!

@mart1n2005

How is the buccaneer so slow? Even with that small amount of power it should be light enough for a decent 0-100 time

I’m going to look into it, I’d just written down the numbers and didn’t realise just how bad that number was going to look… Maybe it’ll need a bigger engine?

EDIT: It’s so slow because it’s setup with a focus on fuel economy. The engine isn’t aggressively tuned and the gearing isn’t optimised for sprinting. I’ve added an 818SP variant that’s usefully quicker, but the fuel economy takes a rather hard hit (for what it is, not overall).