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Cult of Personality [LORE] [FINAL RESULTS]



Thanks for the review of my car. However, I have found a glaring discrepancy with it.

I did not say that Triton entered the Lexion into Group B. It has nowhere near the power to keep up with Group B cars.

In my lore I posted, I stated that it would dominate Mk2 Escorts. That is about the level I was aiming for with the Lexion, not Group B.

Because of this, I would appreciate it if the review was re-done to better reflect my intentions for the Lexion. Sorry if I’m being a bit pretentious (or whatever the word is), but it’s a glaring error to me, and my slight OCD won’t let me sit by and do nothing about it.



I’ll change it to Group N since that seems to be a little more what you’re saying it’s like. For the year you’ve chosen, well… that was 5 years after the discontinuation of the MkII Escort. Ford was running the RS200 that year, not an Escort, and there were no non-MFR backed teams running Fords.

Now… ahem… if you’re going to have OCD over anything else, perhaps address that your “rally” car has a 0.0 offroad rating. It doesn’t need to become a Jeep CJ suddenly, but I would expect something you’re touting as a rally car to have better than 0.0…


The one I sent to you is the standard version, not the rally-prepped version, so, at present, I don’t see any issue with the 0 offroad score.

  1. The market for small, front engine, front drive city cars is ever on the up, but the side of them was ever on the down, soon, the Anglo-French automaker Estrada realised that their Metropolitain was getting a bit on the larger end of the city car space, its petrol nomming 1.8l I4 didn’t help it sell either, something had to be done, something, something revolutionary, something to bring the brand into the forefront again, with unrecognisable styling, sure to be risky for an established brand, but every company has to take that risk at some point, right, most of them succeed, right. And so, in late 1965, one in a wave of small, trendy, chic small cars at Geneva.- the company had been sure to have their name in plain text somewhere on their stand due to the rebranding- in front of the big chromy ESTRADA sign, was, perhaps, THE most adorable, trendy little car at the show, the new Mk. 1 Citadel, in dark blue, matte effect window trim completes the stand out look, as well of course, the double grille front fascia, indicators integrated into the lower double grille, and the new logo at the top, and, on show for those who desire to know, was the all new 1l Boxer 4, with 51bhp, it was more than enough for a tiny car such as this. On the road, it was praised for its Mini-esque drive, sharp and engaging but while maintaining a refined manner, and its engine was potent enough for all bar the most challenging of slopes and rocky roads, and if even that wasn’t enough, the 70ish bhp 1200 Twin Carburettor (TC) was available, both the Metro 1000 and the Metro 1200 TC were available for order at Geneva, with deliveries for Geneva orders at priority and all Geneva ordered cars were in the hands of their new, eager, owners by Q2 1966.

The design was cute and trending at the time, elements such as the chrome tails on the indicators and door handles gave the car an air of prestige, while its cat like stance proved its rivalry with the bulldog esque Leyland Mini.


1975 TSR Comet Turbo


The wind in your hair. A winding road ahead. The scream of a turbocharged engine behind.

The nostalgia behind the TSR Comet Turbo is strong. Being one of the oldest turbocharged sports cars, there’s a certain mystical air about them.

Something that many who never owned one don’t realize, however, is just how forgiving and easy to use the Comet is. It wasn’t just good enough for TSR to make it fast. They had to make it right.

Having a 229 horsepower turbocharged flat-6 as part of your spec sheet, or noting that it has four-wheel disc brakes, doesn’t convey the same way that actually driving one does. Nor does it convey how the Comet’s interior gently envelops the driver, giving them a level of comfort not seen in many early, rough-hewn sports cars. True, they cost a little more than many, but were relatively modestly priced at the time.

It’s little wonder that enthusiasts of all stripes snatch them up as soon as they’re posted for sale, and run them all over creation. Tracks, country roads, and autocross. It’s all fair game.

Mainstream Culture - Sports Cars and Hot Rods: Very High (Currently in 2nd)


1966 Estrada Citadel


Dipping once again into the “hey, that’s unusual” file, today’s blog is going to be about the Estrada Citadel Mk.1.

Released in 1966, this diminutive hatchback, aimed at city folk who wanted something just a little more than basic transportation. As could be expected, it wasn’t a huge hit in the States, as those looking for better-appointed vehicles were also looking for larger ones. Still, the Citadel made a bit of a splash.

This is mostly attributed to the unusual hydropneumatic suspension, something that even many luxury cars at the time didn’t have. Yet this tiny car with a mere 1 liter engine had it. For its time, the ride of the Citadel was incredibly smooth. Those who owned them absolutely adored them, with the cars being willed to younger generations as part of an estate not being uncommon at all.

About 10 years ago, the Estrada Citadel was in danger of becoming lost to the automotive world altogether. It was only through the actions of an enthusiast who also owned a machine shop that the entire species was saved. He had begun piecing together a refit kit to replace the worn out, leaky, and flat suspension on his own Citadel using custom brackets and struts from newer vehicles. Once word got out that he had created one, interest boomed. He now has his own manufacturing business, cranking out suspension refits and oddball replacement parts for these beloved critters.

Now they have a happy life, puttering from car show to car show. Always shrouded somewhat in obscurity, but loved by audiences and participants equally.

Counter Culture - Classics: High (Currently in 1st)


Thanks for getting to my review so quickly in spite of its not following the name scheme, I would like to make a clarification though- when you say “in danger of becoming lost to the automotive world all together” do you refer to the Mk. 1 or the Estrada name in general, because the Citadel would still be made today, roughly on the Mk.9.


Just the Mk1.


1980 Arai Starling GTi

US-spec 1980 Starling GTi in Canary Yellow

The Arai Starling was first introduced worldwide in 1974, and was the first Arai model to be sold in the United States, where it proved to be a great success. It offered better fuel economy and performance than the equivalent Honda Civic, without sacrifing reliability or comfort.

The efficiency could greatly be attributed to the Starlings’ special engine. Featuring an overhead cam head with three valves per cylinder, and twin SU-type carburettors for better fuel distribution the KY4 engine ran on a very lean fuel mixture while still achieving a respectable for the time power output.

In 1980 Arai released a facelifted version of the Starling. External changes included plastic bumpers with integrated reflectors (US version featured bumper horns, though smaller than the pre-facelift model), a redesigned front fascia with a new grille design and projector headlights with integrated indicators (the US version had rectangular sealed beams), more streamlined side trim and door handles and new taillights with integrated reverse lights and foglamps.

The biggest news of them all though was the introduction of a performance model. The Starling GTi featured lowered suspension, low-profile tires on alloy wheels and an updated version of the KY4 engine, enlarged to 1.6 litres and equipped with electronically controlled throttle-body injection. It faced off against the other hot-hatches of the time, most notably the VW Golf/Rabbit GTi.

Stats for nerds

  • Engine displacement: 1598 cc
  • Power output (HP): 104@6200 (EU/Japan), 93@6200 (US)
  • 0-100 km/h: 8.7 s (EU/Japan), 9.7 s (US)
  • Top speed: 173 km/h (EU/Japan), 167 km/h (US)
  • Weight: 823 kg (EU/Japan), 832 kg (US)

I could write a little more stuff, but it’s already getting long-winded and I don’t wanna hijack Vic’s thread with too much lore crap.


Week 2 submissions are now open. Chipskate’s above submission was before the week 1 deadline.


The 1970 Sakura Duchess (D30) 30x was, for all of it’s efforts, marketed poorly. The Tag Lines did not work in it’s favour, making buyers think of it being slow or ugly. Those that did buy one, however, found a capable small sportscar, featuring a 3L boxer 6 at the core. The Car was also the first time the “Sakura Sport Orange” showed it’s head on a car, which became a long standing tradition in the Sakura Performance and Racing models.

The D30 however, did not sell very well in the States. The Market for the D30 eventually dried up come the Fuel Crisis. Sakura continued to press the model into the late 1970s, but by 1978, the D30 was pulled from the US market, and eventually Pulled from the global market in 1981.



You can see above the original advertisement for the Contendiente Estrato Copa, circa 1984. The Contendiente Estrato was the company’s first car that was not a rebadged Znopresk Z100 (Conte C100), and instead a fully Conte-built subcompact hatchback. It was sold in both 3 and 5 door format.

The Copa trim was the sportiest trim you could get. Instead of the basic carburated engine, you got a single point fuel injected 1.2l inline 3, naturally aspirated, developing 80 horsepower, as well as a firmer suspension tune. The Contendiente Estrato Copa was a sales success in Spain and Europe, and several of these were even imported to Mexico and the United States. If you live in North America, these two countries are your best bet if you want to find an Estrato Copa.


This is the 1976 300 series produced by Saint, a division of Retro Age Motors.
As a company, Saint is geared towards the production of premium family/utility type vehicles.
In previous decades, Saint used 400+ cubic inch engines to power its designs. 1976 saw a down sizing of engines to meet more stringent government demands and rising fuel costs across America. However, Retro Age Motors began business in 1948 rebuilding engines and expanded into custom engine design in the mid fifties, aiming to produce performance or race engines. So it should come as no surprise that when Saint proposed the 350 cubic inch engine for the 1976 model year and beyond …the engineers at Retro Age asked if they could tinker with it preproduction first.

The result …a station wagon that can lay down a three second long strip of burnt rubber!
It would be this very characteristic that would land a 300W in the 1981 film, Burnt Rubber, Burning Hearts , a film about a race car driver and his lonely wife and two kids. In the film, the angry wife, who is not a professional driver, uses her 300W to elude police pursuit before crashing (intentionally) into the local river.

Retro Age Motors
Parking Memories in the Driveway


The posts are coming very fast and I never posted an ad, but I would like to use a right of reply to point out the 2T trim is actually a mid cycle trim off the Talon. The original naturally aspirated form with 4 seats (the 4S) came out in 1974, hence the eyebrow raising combination of carbs and boost.


This is the original Thai advertisement after the launch of SBA Gracelet (Mk.III) 1.6 Swift Ti Twincam Turbo in late 1986. The Gracelet 1.6 Swift Ti Twincam Turbo (TCT for short) was sold only in 3 doors version with its distinct popup headlights.
The 1.6 Swift Ti Twincam Turbo was the brainchild of the legendary designer “Kanlayakorn Phusakul” and SBA’s special vehicle division to prove the racing technology into the road car, after years of the competition. With real heavy weight punch of turbocharged 1.6 liter with 175 horsepowers, capable of the top speed over 200 km/h. The Gracelet 1.6 Swift Ti Twincam Turbo was a sales success in Asia/Pacific and Europe, many were imported to the United States. But finding one is extremely rare, as the most of Mk.III Gracelets in the United States were non turbocharged version.


An early example of a Brigadeer Mk1, undergoing testing by the Mamayan army

It would not be completely right to say that the first (or any!) generation of the IP Brigadeer is one single car. While all the variants always have been sharing the same platform, it has been everything from pure workhorses to luxury limousines with offroad capabilities. But it all started with a vehicle developed for the army in the home country of Mamaya. There was just too much of a sales potential to not enter the civilian market too, and the Brigadeer was born. From the beginning just a plain jane workhorse, it was after all developed as a military vehicle, with 4x4, locking differentials, solid axles front and rear and a 4 cylinder “Saturn” engine with the modest power output of almost 57 hp.

January 1959 - the first examples are delivered to the Mamayan army.

May 1959 - the civilian “1900 DX” version hits the market. Chrome bumpers and trim and a (just slightly) more comfortable interior are the largest differences

1966 - First refresh of the model. Front lap belts, padded dashboard and a power steering box with a rag jointed column and a safety steering wheel with recessed hub now standard. 1900DX version replaced by the 1900DX2 with a 75 hp “Hicam” four cylinder (a change also done to military spec vehicles). New model introduced, the 2600 GLX with the 109 hp “Stellar” V6, automatic transmission, front disc brakes, much better sound insulation and more luxurious interior.

1970 - The short lived 2600 GLX is discontinued, and its replacement is the “Grand Brigadeer”. An even more refined interior with equipment on par with many luxury cars, square headlights and longer wheelbase. 154 hp 3.5 litre “Stellar” V8 engine. Metallic paint available for the first time in the model history, only offered on the Grand Brigadeer. Another new variant is the “Brigadeer Uti-Lite” pickup, mechanically identical to the 1900DX2.

1974 - The Brigadeer is withdrawn from the US market due to all engines requiring leaded fuel. Production for markets still using leaded fuel continues.

1977 - The last Mk1 Brigadeer is leaving the assembly line. Its replacement, the Mk2, features a more modern body and a coil sprung front axle. Also, the engines in the Mk2 models being able to run on unleaded fuel means the reintroduction of the Brigadeer in the US market.

2003 - After 44 years of duty for the model, the Mamayan army retires its last remaining Mk1 Brigadeers. Many military spec examples of course still survives as surplus on the civilian market.


The 1975 Meijer Monte Carlo Turbo

The Meijer Monte Carlo Turbo started it’s development in 1968 with Lancia, their goal was to build a fast and reliable rally car for the 1975 season. The co-operation didn’t go that smoothly and ended up with the two companies breaking up in 1973. The development team of Meijer were only left with the chassis blueprints and early prototypes of the body, and with only 1,5 years to go before the launch of the car the clock was ticking, and that would be the reason why the engine was rushed and unreliable. The car started production on the 5th of December 1974. After 1 month 2000 cars were recalled after a few engine fire related issues. The rally season didn’t go well either after catching fire in Monte Carlo, Africa, Greece, Morocco and Portugal and having gearbox related issues in Britain causing them to finish 17th in the championship. After 2 more unsuccesful tries in the championship Meijer decided to pull out of the sport and 1 year later the company killed off the production Monte Carlo even after a major engine revision in 1976.

Production years: End 1974 - Mid 1978

Markets: Europe

NOTE: price is in today’s pounds


1980 Arai Starling GTi


Let’s talk small cars post-Oil Crisis today, shall we?

No doubt, you’re thinking of small, cramped, and loud. That unmistakable odor of gas vapors and disappointment. And if I use the same “Arai Starling” you probably just shuddered.

For those of you who didn’t, props to you. You’re my peeps. You know about the Starling GTi that was launced with the 1980 facelift. I mean, sure, it was still on a front-wheel drive platform, but for the time, a sub-10 second 0-60 was really quite something. Especially in a 4-cylinder “economy” car.

This little 93-horsepower marvel may well be one of the first true Hot Hatches. They were, back in the day, far more appreciated overseas than they were here in the States. Not for lack of trying on Arai’s part; they had a clever ad campaign to distinguish the GTi from the more pedestrian trims. They were also fairly well appointed, too, with full cloth seating surfaces, optional power windows, and a halfway decent stereo system.

As time has passed, interest in them has picked up markedly. Collectors of this particular specimen tend to fall into one of two categories. The first is the Stance scene, which appreciates the inexpensive cost and ease of working on it. The other is the budget motorsports scene, with a smattering showing up at autocrosses or as a “dark horse” on track days.

The Starling may still be a bit of niche collector item, which is a bit of an injustice in our opinion. Maybe things will change in the future, and the remaining survivors will find appropriate driveways and garages.

Mainstream Culture - RestoMods: Medium (Currently in 1st)
Counter Culture - Motorsport: Medium (Currently in 4th)


(Old attack ad for the Fallow RUT)

Splitting a country the easy way: Create a vehicle which gets Hypermiled maaaaybe MPG’s in the two digits. While one half of the population supported the madness of DaH in the 80’s and wanted to see more crazy over the top creations straight from the factory, the other half was screaming about the polar bears or something. After one Dealership got burned down my Eco-Terrorist the trim was quickly pulled.