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Bogliq Automotive USA (Generations II)


Didn’t see that coming! :open_mouth:


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:

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…


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

Generations II: The Full Line Challenge [LORE][FINAL SCORES]

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

Generations II: The Full Line Challenge [LORE][FINAL SCORES]

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

Generations II: The Full Line Challenge [LORE][FINAL SCORES]

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

Generations II: The Full Line Challenge [LORE][FINAL SCORES]
From riches to rags (One off-challenge)

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

Generations II: The Full Line Challenge [LORE][FINAL SCORES]

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

Generations II: The Full Line Challenge [LORE][FINAL SCORES]

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

Generations II: The Full Line Challenge [LORE][FINAL SCORES]
Bridgell Motor Company
MV Design - Marcus_gt500's design studio
Generations II: The Full Line Challenge [LORE][FINAL SCORES]
Bogliq by Design (BbD) Sharing Centre

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

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


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.


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

I’ll put it on the list, hahaha!

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? :thinking:

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).


Who said you’d be the one doing it? Send me the car and let me have my fun! :yum:


Oh OK, in that case I’ll definitely send you a copy! Would you like to try something similar on the Ungoliant as well?


Sure, I can do it.


Hey, im new here. could someone explain what all this generations stuff is? thanks in advance.


Here’s a shot of Prototype Two-B, the car that was later known as 841R USA-002, took during endurance tests of the new V6 twin-turbo engine at Garcia’s Motorway 1, linking the capital Juavos to the coast side. This car had several failures during testing and needed a complete revamp after the launch of the production model to be at “new car” standard again. It was brought by one of MV Design’s test drivers after becoming USA-002, that knew of its flaws, but enjoyed it for long years anyway.



D3 Mk II Series 1983 - 1993

1982 Bogliq Ungoliant

The prototype Mk2 alongside the famous Seattle ATF TV star car!

It was clear that in 1978 the Ungoliant was dated and underwhelming. Between the oil crisis and the catalytic converter installation, the Ungoliant had lost a little sheen from it’s halo…

Enter João “Joe” Dunha, Brasilian designer, who was completing the Buccanner 838SPV. The management at Bogliq SPV hired him to inject drama into the Ungoliant, and inject drama he then did! The prototype (Black car) was completed within six months and there was another prototype built, a white painted targa concept, loaned to the producers of “Seattle ATF” which debuted in their first season in 1982.

Bogliq was keen to race the Ungoliant in GT2 but never got beyond the prototype stage

There was a prototype GT2 racer completed in 1982, but the project was shelved due to budget constraints.

The Ungoliant remained the only genuine USDM supercar and hypercar!!!

Debuting in 1983, the D3M2 Ungoliant was an unprecedented success. The restyle done by Joe at MVD meant that buyers were again excited by the Ungoliant’s presence, with posters again adorning teenager’s room and the car was again doodled into the margins of schoolbooks around the world. The Ungoliant had received engine upgrades to ensure that the go matched the show and was the fastest pushrod engined Bogliq, edging out the equally wild Buccanneer 838SVP.

D3M2 Model Range

442S Road/Sport - $23,309 Driveaway, $1,129 p.a. servicing (2dr mid-engine coupe, 4.2L V8, 166Kw, 275Km/h, 7.62s 0-100, 20.5L/100) Reliability: 65
454S Road/Track - $24,169 Driveaway, $1,306 p.a. servicing (2dr mid-engine coupe, 5.4L V8, 204Kw, 273Km/h, 6.3s 0-100, 23.5L/100) Reliability: 64.9
469AE - $24,899 Driveaway, $1,355 p.a. servicing (2dr mid-engine coupe, 6.9L V8, 256Kw, 293Km/h, 5.34s 0-100, 25.4L/100) Reliability: 64.7

@Marcus_gt500 = João “Joe” Dunha

1986 Bogliq Ungoliant Mk 3

Subtle detail upgrades kept the Ungoliant fresh for another four year stint as Bogliq’s apex predator!

The Mk 2 Ungoliant was a design smash hit, so when the Mk 3 was conceived, careful attention to making visual improvements that would be both subtle and meaningful were undertaken in order to not spoil the original design. Performance was also improved over the Mk 2.

D3M3 Model Range

442S Road/Sport - $22,319 Driveaway, $1,213 p.a. servicing (2dr mid-engine coupe, 4.2L V8, 167Kw, 273Km/h, 7.14s 0-100, 20.0L/100) Reliability: 65.8
460S Road/Track - $24,129 Driveaway, $1,409 p.a. servicing (2dr mid-engine coupe, 6.0L V8, 221Kw, 287Km/h, 5.82s 0-100, 21.4L/100) Reliability: 64.3
469AE - $31,369 Driveaway, $2,140 p.a. servicing (2dr mid-engine coupe, 6.9L V8, 262Kw, 301Km/h, 5.11s 0-100, 24.3L/100) Reliability: 63.3

CSR 129v2 - The Midnight Courier

GA1 Series 1982 -

1982 Bogliq Highwayman

The finalised Highwayman prototype alonside the original FSO proof of concept mock-up

In 1978, just after the conclusion of the Soviet Garcian conflict, the Garcian chamber of commerce decided to hold a competition for Latin American companies to design a niche automotive product that could be used to lift productivity of Garcia via employment, local materials usage and local sales to sustain demand.

The winning entrant of this competition was little known design studio, FSO Hussar, headed by the talented Jan Sobieski. Their design for an ultra luxurious limousine was by far the best investment for financial return on offer, especially since big players like Bogliq would be unlikely to compete in this segment. Thus armed, the Garcian Commerce Guild approached Bogliq in order to secure supplies of their Boxer 4.

Bogliq made them a better offer. The unnamed limo would be sold to Bogliq and in return Bogliq would source the leather, wood inserts and steel to make the cars from Garcia. Bogliq then also finalised a deal with Garcian Steel LLC to cast the heads and blocks of the C Series inline 4 for use in future projects in Garcia and Latin America.

The main changes between the prototype and the production Highwayman were under the hood.

Bogliq USA engineers then proceeded to productionise the FSO prototype, adding compliant lighting, airflow and safety systems. It was at this stage that the engineers then decided to use the C Series engine in lieu of the G-One Boxer; this was because the inline four was cheaper to produce and required half the catalytic converters, mufflers and turbo’s than the boxer four did.

The result was a limo that was supremely comfortable, elegantly smooth and whisper quiet. The Highwayman would then be sold throughout the region as a hotel car service, corporate B team conveyance and wedding hire mainstay. Some were even imported to the USA (since they were legal) for private hire firms, who then used them as inexpensive fodder for prom nights, buck and hen’s nights and casino runs… Bogliq rolled the dice and, in this case, came up lucky sevens!

Highwayman Model Range

114CEO - $17,859 Driveaway, $447 p.a. servicing (4dr Sedan, 1.4L I4T, 69Kw, 179Km/h, 16.5s 0-100, 14.3L/100) Reliability: 55.4

@B4nditOo = Jan Sobieski

1986 Bogliq Highwayman Mk 2

By 1986 the Highwayman was being built in Mexico and had spawned a taxi variant!

It was immediately clear that viable production of the Highwayman would not be possible in Garcia; GMI had the best sites, priority with local suppliers and substantial goodwill amongst their workers. It was also a bad time to be foreign since the Gargian national pride had been hurt due to having to beg the USA to expel the Russian invasion.

So Bogliq looked for an alternative location in the region and Tampico, Mexico, was chosen. There was a large factory available, the port was suitable and nearby and the local populace was lawful and stable. The Mk 1 Highwayman was produced there since 1981 (for 1982 release) and there was to be a second line added to the Tampino factory for another joint venture, this time with GMI, ready for production in 1985, but the Mk 2 Highwayman wasn’t forgotten.

The Mk 2 range was simplified and modernised, in order to make production easier, with a new variant developed to provide a taxi for fleet buyers. The Highwayman continued to prove a wise investment for Bogliq USA, especially with another niche market strung to it’s bow…

Highwayman Mk 2 Model Range

114CEO - $21,619 Driveaway, $506 p.a. servicing (4dr Sedan, 1.4L I4T, 72Kw, 181Km/h, 16.7s 0-100, 14.1L/100) Reliability: 55.8
114TAXI - $8,129 Driveaway, $357 p.a. servicing (4dr Sedan, 1.4L I4T, 72Kw, 176Km/h, 16.1s 0-100, 13.6L/100) Reliability: 62.3