CSR 124 - Quibbles and Facets - Finals

1989 Kinusoka Super-Trekker Turbo XT


Designed to incorporate the practicality of a pickup and the offroading abilities of a 4x4, the Super-Trekker XT is a factory off-road ute in a pint sized package. The XT trim was the most offroad focused trim of the Super-Trekkerand came fitted with a Trailokker™ 4WD system, larger tyres and raised offroad suspension as standard. Only 3500 XTs were made in total, 500 of which were exported to the US and 100 of those coming with the turbocharged engine.

This specific example is fitted with the turbocharged 1.4L engine producing 101hp and 150Nm of torque, and mated to a 5 speed manual propelling it to 100km/h in just 11 and a half seconds. This model has also been equipped with the optional bullbar and spotlights making it ready for anything off the beaten track.

Despite the low price of $14,200, dealers still struggled to shift units, and thus the Super-Trekker was not a popular choice among american drivers. However, popularity for it has increased recently, with them gathering somewhat of a cult following online.

More Pictures

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Ready for what will hopefully be the most lore-established entry of the lineup?

Read on:

You’ve already read this story (I mean it, I’ve written it several times): Born in 1982 in an act of mutiny, the eponymous Matteo Miglia founded his company after a year-long argument with the Žnoprešk Automobil executives over funding for a sporty “Win on Sunday Buy on Monday” rally car project. Žnoprešk already had a long and illustrious history based on accessible cars on a (tight) budget. What Matteo was asking was a bridge too far: WRC was beyond the scope of anything Žnoprešk had figured at the time.

Not to be deterred, Matteo broke away, cobbling together a V6 out of two Žnoprešk i3s, cramming it into the engine bay of a sleek wedge that would become the first Legatus. Initially slated for Group 4 competition, thanks to the delays from arguing with the bean counters, the Legatus would only be released just in time for Group 4 to become Group B, where it initially enjoyed success. In subsequent years it became clear that all the defiance in the world could not replace the sheer amount of money far beyond Matteo Miglia’s reach, but the initial splash was enough for the Legatus to proliferate across smaller codes and become a street hero, especially in the classic turbocharged turquoise blue Rallysport form with its 214hp in 785kg giving it rocket performance and razor sharp dynamics. By the time of Group B’s demise, the Legatus, in both its Rallysport and more accessible Stradale trim, had spread across the mountain passes of Europe and spilled into the streets of South-East Asia where tuner culture was well and truly heating up.

An original Legatus Rallysport in the wild. As in, I think the driver is well and truly lost.

Žnoprešk Automobil could not ignore this success. They wanted in. And so it was that the Žnoprešk Zeta was born in the early 90s: as a partial attempt to grow market share, partial offer of an olive branch to Matteo Miglia. Matteo, having subsequently blown all the money and then some from the original Legatus on the bonkers “everything space age” supercar project, the 1987 Merlo, could not refuse. But this time, whereas Žnoprešk persisted with the cheaper route of using their older in-house engine technology, Matteo brought back the advanced ideas of Japan with him, and, in true character with his never ending fascination with the digital zeitgeist, he brought in the Avant-Garde stylists Studio Biagio.

The Legatus Gen.II is the result: shared chassis with the perky, fun Zeta, but the raspy exhaust note of its own 1.8L inline 4 with ITBs, and a whole lot of space age overload. Purely digital dials and unique triangular light motifs made it a unique entry on the market. Even though the “Vivace” and the “Trofeo” trims had very similar power and weight specs to the “Stradale” and “Rallysport” trims of the original Legatus, the Gen.II was a massive advancement in driving pleasure and performance. It was the NB to the 1st Gen’s NA: the Gen.II was hailed as the most dynamic light sport car on the market.

The long play cinematic advertisement, as previously featured

The Vivace was the “touring” trim, insofar as one could tour on a budget that was more than for a Žnoprešk, but a fraction of that of a GT or super car. It came with the bolstered seats and the cassette deck, and even had ABS as standard. But true to the original philosophy, as the first Gen popularity was sparked by motorsport success, this generation was engineered specifically so it could partake, with not excessive modification, in the sports car classes on the other side of the continent. Thus, surprisingly yet not really surprisingly, the Gen.II Legatus found its greatest accolades in the GT500 class of the JGTC and subsequently, Super GT.

An unliveried GT500 prototype. After race development, the native i4 developed bang on the 500hp limit for the class

It is worth noting that Matteo Miglia insisted on keeping the first and second generation of Legatus hardtop monocoque: it was far easier to maintain body rigidity without excessive weight. An open top Legatus would not appear until the Aperta Speciale of the Gen.III in the noughties, but the trim expansion that shortly preceded the Legatus’ hiatus is another story for another time.

As for the 90s, the uneasy Žnoprešk-MM alliance proved to be as fateful as it was fruitful. The Zeta would have sold strongly by itself but the reputation was further bolstered by MM’s racing and sporting credentials. Žnoprešk had conquered the market again with its savvy investments. Meanwhile, MM was still struggling to clear the debts it accrued from its hubris, but, seeing the favour it had done Žnoprešk, it would seem that Žnoprešk saw use in keeping MM around…

Nowadays, Matteo Miglia may be pushing 70 but he still goes strong as does his company. The 4th gen of Legatus went on sale in 2017, a return to form but with even more potency. As for the predecessors, where Gen. I Legatuses are now unicorns, the Gen. II are legends among us, that can be glimpsed burbling along on the roads on a Saturday afternoon with 200k miles on their clock. They still turn heads nearly 30 years on, and those who know will nod and smile knowing that the unique joy they brought was unparalleled then and never replicated since. And the collectors worth their salt know this too: for a showroom grade example, one buyer forked out 755 grand.

If you know where to look, though, and were prepared to dispense the love this fiesty icon deserves, you could get one for much less.


If I am mistaken about any of the historical aspects of the relationship between Žnoprešk and MM please correct me @NormanVauxhall

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'95 Trident Sterling V10
350 BHP
Twin Turbo
All wheel drive
170mph
0-60 in 5 seconds
6 Speed Manual Gearbox
28MPG (UK)

Olsson-Vector Avangarde Typhon



Is it a coupe? Is it a wagon? No. As cliche as it sounds, it's supposed to be a do it all shooting brake.

It’s the late 90s, the world is still recovering from the early 90s recession and no one wants to buy genuine sportscars because they’re either not very practical or they eat too much fuel.

The Avangarde shooting brake was supposed to be released for two things, in a partnership between Olsson and Vector motorworks. To show off the car as a tech demo to the world as to what they can do and what’s to come in the future, and to research the future buying trend from people’s general reaction to the car.

The car is RWD, yet it drives fairly decent. It’s a 5 speed manual with a helical diff yet comfortable enough for daily cruises. It goes to 60 in just above 5 seconds but also does nearly 32 MPG combined. It was designed to be perfect for highway cruising, for having a smooth powerband throughout the rev range. Yet it pulled to 62 mph in only 5.3 seconds. It was a handler too. It could go around tracks at very respectable times. And of course, compared to most other cars of the time and despite having quirky hardware, IT’S A FUCKING TANK sigh

Please note that the car was also offered with an open diff option, a 5 speed torque converter option and premium CD etc

The car not only managed to turn heads around when it first released, but the general reception of the public revealed that they were indeed interested in a do it all car. Maybe not with as premium feature packed as this particular car but an all rounder nevertheless.

5000 of these were ever built and they’ve been known for fetching prices of up to 70 grand.


How Chaz is going to get this car for cheaper, you ask?

Can anyone say no to this?

Gallery

Made in collab with @MasterDoggo

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A testament of our driving spirit

1996 Kaizen VTCs 50th Anniversary

Historical context

1995

The (obviously) Japanese Kaizen Corporation has a long and proud tradition of decennial “birthday celebrations”, meant to honor workers and customers all alike.
1996 is quickly approaching. The FC series is soldering on well, being victorious on the rally and race stages. The longstanding SC series, the champion of the company, will get a redesign in a few years. And a new generation of TC, meant to help Kaizen Corp prepare for the new millennium, was released earlier this year. Of course, you can’t ignore the ACER series of high revving convertibles, or their groundbreaking, turbocharged, mid engine Ensis, their first turbocharged production road car and a worthy successor to a long line of halo cars.

Since 1946, Kaizen Corporation, part of the Kaizen group of companies, has taken pride in being a driver’s company, a desire to combine the human and technological elements of motoring. The 4 “decade-birthday” specials have included their first supercar, the launch of the Victoria racing team and series of high performance road cars,

What would the 5th time bring?

While their first production car was a 4 cylinder, Kaizen Corporation has been a company rooted in 6 cylinders (think BMW), bar lower trim versions for the FC (I4), the TC (I4), ACER (I4), racing homologation specials, and various USDM offerings (V8). The SC was exclusively powered by various inline 6s in various tunes and displacements until the Victoria version of the current generation introduced the brands first worldwide V8 production car, powered by a naturally aspirated 5.3L V8. The FC series was anchored by lower displacement, efficient, smooth, and punchy inline 6s.

Inspired by various Group B homologation specials, the chief engineer of Kaizen Corporation wanted to shoehorn the Ennis engine in the TC. The project was greenlighted, knowing that it would not only be a special occasion, but would help create a halo car that would draw buyers to the rest of the TC range.

A naturally aspirated version of the Ennis engine, stroked to 3.2 liters and cast in a new aluminum-silicon alloy, was meticulously integrated to the front of the car. It sent 255 hp to the front wheels through an all new 6 speed manual transmission (only available option) with a helical limited slip differential. Other changes include revised suspension, bigger wheels, wider tires and body, and new, more aggressive styling. This would be the top level trim of the TC series, retailing for around $40,000. With class leading roadholding, a 0-62 of less than 6 seconds and a top speed of over 155 mph, the VTCs 50th anniversary edition is a hatch that can terrorize sports cars. Successfully increasing interest in the whole TC series, the VTCs 50A not only get a slice of both the typically crazy 80s-90s Japanese performance car engineering and hot hatch power wars, but gave buyers a unique, hot hatchback that is still fast appreciating today. It would eventually be compared favorably to similar cars like the Alfa Romeo 147 GTA and the Volkswagen Golf R32.

Praised for its surprisingly sporty handling, a muscular and slick powertrain combination, and it’s raucous demeanor that set it apart from most other hot hatches, 5966 Kaizen VTCs 50th Anniversary Editions were sold, only in Japan, Europe, the United States, and Canada. JDM variants came with a 260 hp, higher compression variant of the V6 engine specifically tuned for higher octane fuel (93 aki/~98 RON). The VTCs 50th Anniversary has been quickly coming out of its depreciation curve over the last few years, and values look to only increase exponentially over the years ahead, as buyers recognize that it caters to passionate drivers and not outright numbers-beating performance. The steering is a tiny bit light, but very precise and fast. It responds immediately to your inputs, with tenacious turn on. However, a mid corner bump might cause instability, although the standard traction control helps. Brakes are responsive and stop with authority, fortified by ventilated 4 wheel ABS discs, pedal feel is quite firm and confident. The pedals are perfectly set up for heel and toe maneuvers, which bring out a sound that often emits from much more expensive and exclusive automobiles, and the bolstered seats offer plenty of support. Like the somewhat restrained exterior, the interior is quite subdued, full of black trim, but it is logically designed and ergonomic.

But what dominates this experience is the absurdly big engine under the hood, helped by a slick 6 speed manual transmission. As we accelerate out of the tight switchback, it is quite easy to select a gear that allows us to utilize its strong, linear powerband. The limited slip differential make effective use of the sports tires, scrabbling enough grip to pull is in the corner and lead us out of the corner.

The engine can be a little finicky. It could use some better throttle response (although much better than many modern engines), but in low revs, it has a very usable amount of torque, and is easy to modulate. It is somewhat mild under 3300 rpm.

Keep that foot planted and it comes to life. The V6 charges all the way up to its 7500 rpm redline as it adopts a more aggressive cam profile, and requires fast reaction time to shift properly. Do be prepared for some hints of torque steer when to step on the “go-fast” pedal.

Reliability is rather fine, but many owners were younger, and were less able to afford maintenance, a notorious characteristic of the VTCs 50th Anniversary due to its engine. Because of this, they were often neglected and changed owners many times. Many have also been modified, supported by the aftermarket industry of the Ennis, as they shared a similar engine. Bigger brakes and performance exhausts are a common modification.

More akin to 147 GTA than Golf R32, this is not a car known for outright refinement, comfort, or even composure. At the end, you’ll probably be sweating profusely, too bewildered to walk, but you are guaranteed to smile. Sure, there are comparable cars that give you more confidence and perform betters on numbers, but in the automotive world, few hot hatches offer the adrenaline, soul, commitment, and driving passion of the Kaizen VTCs 50th Anniversary

Specific car

This example is number 1256, built to USDM standards in 1996, sold new in Rochester, New York to a Rochester Institute of Technology mechanical engineering professor who was also an amateur racer and car enthusiast. He wanted a car that was somewhat easy to park, but had performance comparable to full blown sports cars. With meticulous maintenance and no modifications, it is in excellent condition, especially given the fact that New York isn’t the friendliest place for cars. This is a single owner car.

Some additional images and stats

1996 Kaizen VTCs 50th Anniversary

VEHICLE TYPE
Front-engine, front-wheel-drive, 5-passenger, 5-door hatchback
PRICE
$39,900
ENGINE TYPE
NVU 32S5R0
Naturally aspirated DOHC 24-valve V6, ALSI block and head, multi port electronic fuel injection, 90 AKI
Displacement
3.2L, 195 cu in, 3196 cc
Power
254.5 hp @ 7000 rpm
Torque
220.8 lb-ft @ 4900 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension (F/R): double wishbone/multilink
Brakes (F/R): 11.6-in vented disc/9.3-in vented disc
Tires: 235/45R-17 93Y (No speed limiter)
DIMENSIONS
Wheelbase: 97.638 in
Length: 159.842 in
Width: 66.929 in
Height: N/A
Passenger volume: 79.458 cu ft with rear seats up
Trunk volume: 22.072 cu ft with rear seats up
Curb weight: 2908.7 lb
PERFORMANCE
Zero to 62 mph: 5.8 sec
50 to 75 mph: 3.37 sec
Standing ¼-mile: 14.10 sec
Standing 1 km: 25.20 sec
Braking, 62–0 mph: 111.55 ft
Roadholding, 66-ft-dia skidpad: 1.11 g
Roadholding, 656-ft-dia skidpad: 1.06 g
EPA FUEL ECONOMY
Combined: 29.5 US mpg

NVU = New VentUre
32 = 3.2L displacement
S = Sport
5 = V6
R0 = Zero revisions (original design)

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Might as well use this rather laid back challenge to relax from modding for a second.

The 1984 Halcón Salvaje GT :

The Salvaje is a small, lightweight roadster with gull wing doors designed for enthusiasts. It is powered by a 2.4 L Twin Cam V6 producing just north of 130 HP and 130 foot pounds of torque. This small engine gives the car decent economy, while still powering the car to 137 MPH, and 0-62 MPH in 7.7 seconds. The five speed manual gearbox is fairly standard for what was expected at the time, four speeds and then an overdrive gear. The pedal feel is very linear, to help with rev-matching and fit sportier driving styles.

This performance and weight does not mean that the car is completely lacking in substance. Inside the car are leather bucket seats and a sporty interior meant to help hold and assist you during cornering. There’s also a completely functional cassette player for long rides, with a full suite of rewind, skip and other controls. The two-seater also comes with the best safety equipment available for the era, including tensioning belts, airbags, safety glass, collapsible steering column and more.

The GT trim in the ad is for the GSDM (Gasmean States Domestic Market), and has the larger bumpers to prove it. The trunk lid located on top of the rear lifts up and out more like a cover than a trunk. The small Spanish flag on the passenger side of the car is representative of the country where the manufacturer, Halcón, is located.

The car shipped to market with all season tires which left something to be desired in corners, but makes the car comfortable to drive in almost all conditions, aside from a Hetvesian blizzard. The car wasn’t necessarily innovative aside from the early EFI, or spectacularly rare, with almost 25,000 made, but the gull wing doors, diminutive frame, and playfulness of the chassis gave it a cult following for the rest of the decade, before being nudged out of the spotlight by faster, fancier cars. But, this means if anything does break on a relatively reliable car, the parts are far easier to come by than an exotic.

More Images




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The 1978 Boulder L150 StepSide "Road Train"


Produced for just one model year in 1978, the Boulder L150 Road Train was introduced as the new flagship of Boulder’s “Adult Toy” line: flashy, highly spec’d trucks and vans more oriented to recreational and personal use than the rest of Boulder’s utilitarian lineup.

What made the Road Train special in this lineup is what was under the hood. Or more importantly, what wasn’t: emissions controls. The Road Train exploited a loophole exempting vehicles classified as trucks above a specific GVWR from the tight emissions regulations strangling the power outputs of American cars at the time. With the loophole closed in 1979, the model was replaced after just one year by the Highway Star trim, which contained all of the same features but was considerably down on power.

Special Equpment

Free from emissions controls, it’s Gen II 420-69 Turból big block (420 cubic inch, 6.9 liter) V8 produced a massive 272 hp and 345 lbft of torque. It propelled the truck from 0-60 in 7.7 seconds, through the quarter mile in 16.15 seconds, and to a top speed of 129 mph. Sending the power to the wheels were a close ratio 3 speed auto and a 3.93 Lok-Grip rear axle. The Road Train was designed with more than straight line speed in mind, though. Compared to the regular L150, it featured upgraded springs and shocks, a lowered ride height, and a heavy-duty front sway bar. It was given an upgraded, quicker-ratio steering box. Large front power disc brakes came with all models, and even rear discs were available as an option. It was equipped with wide, HR60 high performance radial tires on 15" steel wheels. To go with it’s performance, the Road Train was given a very opulent interior and wild styling details, including a full red and orange graphics package, non-functional hood scoop, chrome bullbar with foglamps, chin spoiler with functional brake cooling ducts, and for StepSide models, a two-tone orange and tan bed. The Road Train was only offered with one color scheme, but more color schemes, as well as a more demure graphics package, were available on the Highway Star that replaced it.

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HELL YEAH PARTNER NOW THAT’S WHAT I CALL A REAL TRUCK!

Sent from my iPad

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Durendal: The formerly Australian, now American, upscale counterpart to Armor Motors.

Through the 1980’s they made some pretty interesting vehicles. Most iconically, the 1989 Durendal Spirit X Wagon. Like another notable off-road wagon, it featured a 6-cylinder engine with plenty of torque to spin all four wheels. The Spirit, however, utilized an AWD system for better comfort, along with upscale interior trim. It’s styling was decidedly '80’s.

As quirky as the Spirit was, the rarest (and least known) version was the SCX, which featured a V8 instead of the standard 6. It was only available in white over grey or red over grey. This particular example has been well cared for, with one repaint and the driver’s seat has been reupholstered.



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Overdone? Yeah.

Gallery

Announced in 1994, the Kadett Beatbuggy was designed to attract young buyers looking for a distinctive and “cool” vehicle, something which would look like nothing else on the roads. As a result, the convertible features a three-tone look, large plastic cladding around the fenders and distinctive design cues featured throughout. These design features do also deceive the looks; despite the cladding and name, the Beatbuggy was never intended to be an off-roader. Only FWD, no diff locks, no low range mode.

Underneath, it’s a Beat. The suspension, engine, gearbox and virtually everything else under the skin was retained from the original model, which means this model is equipped with a 1.8 liter inline-4 and a 4-speed auto. That also allowed to costs to be kept down - something that was useful once you looked at the roof.


The convertible top rolls down electrically on the side bars, ending up on top of the rear hatch. This results in the hatch itself opening up from top.

These paint net edits are some of the most embarrassing things I’ve ever done.

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Bermag Kanin Rally
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Miku Cosmo Super Mario Edition

Here we have a 1999 Miku Cosmo Super Mario Edition. This is one of the rarest models being a US Import. It's only done about 50k miles and has been religiously serviced to manufacturer specification.

Story

Miku is a famous Japanese conglomerate car company, competing with the likes of Toyota and Honda. They wanted a quirky car to beat the competition so they decided to partner with Nintendo to create the Miku Cosmo Super Mario Edition. In the 90s, the famous Cosmo well known for its hot hatch back in the 70s faded away to nothing but a grocery getter until Miku realised they needed a hot hatch. The Honda Civic Type R had released in 1997, so they needed to develop one fast. They took the newly released Miku Cosmo facelift from 1998 and made it with a unique paint design based on Mario. The wheels were yellow like in Mario Kart and they did a two tone design using Mario's overalls for the blue and the classic Nintendo red. They also included a higher performance engine albeit they couldn't squeeze above 140hp with the 2.0 from the LS, the highest spec they had at the time without affecting fuel economy.

In Spaceworld 1999, they revealed their new car. The Miku Cosmo Super Mario Edition. Here is a picture although it is very low quality due to 1999 crap cameras.
Hi-Res-Photo15-Cropped

It sold about 1000 units in Japan. This is one of the extremely rare US imports, selling just 150. Because the US imports are so rare, everyone just imports them from Japan. This is the most sought after model of the Miku Cosmo as it’s just so rare.

The Owner

I've kept this car ever since I bought it back in 1999. It's served me well and has rarely broken down. It's all serviced with OEM parts and at the proper intervals. It's pretty fast and nippy for a small hatchback, kinda feels like I'm driving an actual Mario Kart! I'm selling this because a kid is on the way and this hatchback is just not big enough for us. I have got literally every record on this car, from service records, ads and fuel reciepts and costs. Here are some ads I have had for this car. Campaign-1 campaign-2 campaign-3 Here is also a pic of me and my car at the canyons. Hi-Res-Photo14

This car is fully stock and unmolested unlike most of them which have been modified in one way or another. Hopefully this will go to a loving owner who will give this car the love it deserves and not abuse it.

Welcome to CSR!

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lol

So am I :smile:

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Nintendo Lawsuit incoming…

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Jupiter Splinter GT-X

More pics

           Zihatzu Apollo MEZ

The Zihatzu Apollo MEZ was a strange vehicle to begin with. A boxy family minivan from Japan, with a wraparound rear window and the aerodynamics of a double-wide in a tornado. For the 1992 model year, the refreshed Apollo was launched. Sales of the Apollo were slow and market research found that many buyers decided against a minivan as they were seen as slow and boring. Zihatzu decided to create a sporty van using their existing MEZ performance line, used on their saloons and hatchbacks. All came with a 170hp V6, through the rear wheels. This was more than enough power to move Zihatzu’s lineup of smaller cars, but not particularly fast for the heavy Apollo. Too remedy this, all Apollos of any trim had aluminum doors, hoods and trunks, to minimize weight and help fuel economy.

This particular MEZ was optioned with the somewhat rare 5-speed manual, standard on cheaper models but a dealer option on the MEZ. This car also has dual captain’s chairs in the second row, over the usual 3 fixed seats. The MEZ line also carries over the leather seats, A/C, dual sunroof and premium sound system.

Please forgive my awful pictures

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1992 Warren-PMC Portland

The most powerful and technologically advanced full-size sedan in its class*.

*According to our internal research

by @mcp928 and @mat1476

is it still your typical family sedan though? Maybe.

Monochrome Paintjob is also available

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Aliens stole my 1992 Warren-PMC Portland

Can’t have shit in Detroit

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