Cult of Personality [LORE] [FINAL RESULTS]

[SyberRacer]

In 1984, Triton released the Lexion, a small, affordable family car for the British public. The 2.4m wheelbase made it very nimble and agile and became an instant hit with young drivers wanting some fun in their car. The Lexion was offered as both a coupe and saloon, in both FWD and RWD configurations

In 1986, Triton released a sportier version: the T-RS Turbo. Under the bonnet, it featured a 1.9L twin-turbo Boxer 4, producing 190hp, more than enough for a small car like the Lexion. The T-RS Turbo was the only trim to feature an AWD system as its one, and only, drivetrain option, with a 45/55 fixed torque split (Front/Rear). It was also only offered with a 5-speed manual gearbox. Triton purposefully tailored it to the little hoonigans and automotive purists in everyone. As with the rest of the Lexion lineup, the T-RS Turbo was offered in both coupe and saloon variants.

The T-RS Turbo was now the hottest trim in the Lexion lineup. It was also the most sought after, being snatched up quickly from all the dealers, mainly by young teens who had just acquired their licence. All the young automotive enthusiasts loved it for it’s small wheelbase and agile handling, powerful Boxer engine, simplistic manual gearbox, and grippy AWD system. The same year the T-RS Turbo was released, Triton equipped one for rallying. This was using the coupe version. To tie-in to this, Triton made an option for a pair of rally lights to be fitted to the front bumper, mimicking the spot-light setup on the rally car.

For many years after its release, the Lexion proved its own in the rallying scene, with the works-backed one acquiring various wins and podium finishes, until Triton stopped production of this first generation of Lexion in 1989. Since then, the Lexion T-RS Turbo has become very sought after, with pristine examples selling for over £10,000 at auction, sometimes over £20,000. The coupe has become a very rare sight, with Triton having produced less of the coupes than the saloons. Few examples are still left on the roads, with most having been imported to the US by collectors seeking little gems like the T-RS Turbo.

To this day, the Lexion T-RS Turbo can be found participating in historic rally events with great success, often beating Mk2 Escorts that would usually dominate, due to its superior AWD drivetrain, while excited youngsters look on in awe, wishing they could own one of these lovely little sports cars someday.

[Blothorn]

The Martlet, in many revisions over the years, was the quintessential model of Rutherford Motors: a driver’s car, prioritizing weight and handling above all else. While the 1979 model was all new, refreshing aging visuals and introducing a new turbocharged, fuel-injected engine, itkept to the model’s reputation: a short wheelbase and fiberglass paneling kept weight below 900kg, while over 200hp from the top-end trim’s I6 engine provided surprising performance.

[VicVictory]

@Knugcab

How can the ACA 300 be #2 in the “Counter culture-classics” category while the Vagant is #1, yet the ACA scored high and the Vagant medium?

Quite possibly a typo caused by improperly cut/pasting my review template. I’ll look back and fix it in a bit.

Edit: Fixed two typos, including the one mentioned above. They were both incorrect copy/pastes. My bad. Doesn’t change any of the positions listed in the OP, though.

[VicVictory]

1960 Franklin Passenger 1600E

@Jaimz

Up next in our series of “quirky as hell” is the 1960 Franklin Passenger 1600E.

Marketed in the early 1960’s as a camper van, the Passenger 1600E was an oddly packaged vehicle. A single-cam 1600cc four cylinder motivated the 1600E, via a 3-speed manual transmission. The front bench seat was made of fine houndstooth vinyl with extra padding, but Franklin then proceeded to build a pair of pop-up, rear-facing jumpseats behind the first row, expanding the seating arrangement to five. Given the short wheelbase and overall lenght of the van, this was a curious choice.

Many 1600E owners ended up removing the jump seats and using the cavity below as under-floor storage for their camping gear or emergency supplies, extending their cargo space by just a hair.

As this was a niche market van, not many were sold to begin with. However, those that are left generally have ended up in the hands of dedicated restorers and campers. In 1997, the Franklin Passenger Owners Club held its first annual club campout, a tradition that has been held every year since, with each year’s event being held in a different state.

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

[VicVictory]

1968 Jaffil Hercules

@VG33E

By the late 60’s, Muscle Car Fever was in full swing. Every manufacturer had to get their own on the market, or risk losing out on a large number of potential customers.

If a manufacturer threw a huge engine into a big rear-drive body and showed that it could do donuts, chances are its name was known. Unfortunately for Jaffil, their Hercules was known as a poor performer.

Sure, it could spit out smoke with the best of them in a burnout, but that was really the only bright spot about its performance when compared to the competition. Its 5.8 liter Zeus V8 put out a respectable 283 horsepower, but major design flaws assured that the car’s nickname ended up being “Achilles”.

The worst of it was an transmission with an incredibly short final drive ratio, at 4.63:1. While this allowed a nice, quick 7.3 second 0-60 and a sub-16 second quarter mile, it also made the Hercules top out at a mere 108 MPH. Even a base 289-powered Ardent Chesapeake could eventually outrun a Hercules (at a fraction of the cost), and a comparably priced Ardent Marathon Super T/A had only slightly slower drag numbers (7.6 seconds and 15.66 seconds, respectively), while enjoying a 21 mile per hour top speed advantage, better reliability, and significantly better control. An aftermarket 4.10:1 rear end was eventually made available for the Hercules via aftermarket companies, which improved the top speed to 122 without affecting 0-60 at all, but by then it was too late; the Hercules couldn’t hang with the big boys.

But hey, at least drivers could enjoy sweet, kicking tunes as they were getting their asses kicked everywhere but the drag strip, which is about the only place you can still find any.

Scoring:
Mainstream Culture - Muscle: Low (Currently in 3rd)

[VicVictory]

1982 Bogliq Celestial 2000LT

@HighOctaneLove

Captive imports were a fact of life in the immediate aftermath of the Oil Crisis. As most American companies didn’t have ready-made subcompacts, smaller cars were imported and sold, with varying degrees of success, under American partner names.

Bogliq didn’t have to rename vehicles they brought over from their Japanese subsidiary, of course, existing under the same name on just about every continent.

In the early 80’s, Bogliq of America tried their hand at the captive import game, pitting their Celestial up against their own Coyote sports coupes. Celestials were cheaper, with small 2 liter motors, but reasonably sporty performance. It was hoped that these would gain a foothold and attract younger buyers to the brand.

It worked for Bogliq to an extent. While there were growing pains around the idea of competing Bogliqs on the same turf, the Celestial found enough of a market to warrant importation for a few years. This came at the expense of sales from the Coyote, however. But continued economic struggles and concerns over fuel economy led Bogliq to rethink their strategy in 1985.

The Celestial 2000LT was a neat enough car. It sported cloth-faced vinyl seats, with buckets up front and a folding rear seat with 2 belts. Its 2 liter motor put out a healthy 96 horses, allowing the economical little coupe to power up to 60 in 11 seconds. Fuel economy fell short of the expectations of the era, at a mere 20 MPG highway. This was topped by nemesis Ardent and their Piper, which had the same level of performance but managed 33% better economy. Buyers torn between the two would often have to choose between the thrift of the Ardent and the comfort of the Bogliq.

Speaking of the rivalry between the two, an interesting play has come to pass over the past decade. So-called “brand anarchist” gearheads have started taking Ardent engines and throwing them in old Bogliqs, and vice versa, then creating their own race challenges of all sorts. We have to admit, though. Watching old brand purists of both companies turn purple and vibrate out of sheer hatred and disgust is something absolutely hilarious to see.

Don’t believe us? Check out this video taken at a cruise-in two months ago where some old guy goes off on a kid for putting a 1S-34Mi Shrike from a fourth-gen Chancellor into an '83 Celestial. The kid’s shit-eating grin, and the subsequent burnout are absolutely epic.

Ardent Shrike power in a Bogliq Celestial

It’s also noteworthy that, now nearly 40 years later, the market for these old captive imports as show cars is finally starting to take off. It’s pretty small, now. But once the supply of old 70’s barges is completely dried up, we expect these to truly explode in popularity.

Scoring:
Mainstream Culture - Classics: Low (Currently in 3rd)
Counter Culture - Motorsport High (Currently in 2nd)

[Aaron.W]

TSR Comet Turbo

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In 1975, the Comet was born. It was a project of an affordable turbocharged mid-engined compact sports car. They wanted to introduce turbos to the masses. But because of the oil crisis, not many people bought these until 1981 when the Turbo 2 came out. But that’s for a different story… The Comets are recognizable by its rear wing.

A parked TSR Comet Turbo in Japan.

[VicVictory]

1986 LHE Satalite Mk3 X4RS

@Lordred

Killer B’s. No, not the insects from Africa. We’re talking FIA rally cars. Light, super powerful, and dangerous as hell to drive. Professional drivers have died trying to wrangle them around the blur of the courses.

And then you’ve got some rich schmucks who bought the homologation version. Required to be produced in a minimum quantity to allow competition, these cars weren’t quite as wild as their race-ready brethren. But an arrogant and outmatched driver would be a nightmare to himself and others on the road.

That’s part of why you just don’t see Satalite Mk3 X4RS’s anymore. With the other part being “they all crumbled away to dust long ago”.

Not quite all of them. Our senior editor was making a tour of high profile car shows in California this summer, and came across this blinding green beauty. An unmolested survivor with only 13,000 miles on the clock, it shows a glimpse into a bygone era of motorsports, before sanctioning bodies really gave a crap about driver safety.

This homologation version of the Satalite has only 233 horsepower, in a fat (by racing standards, anyway) 2500 pound chassis. Even in this so-called sedate tune, acceleration to 60 happens in under 6 seconds, and the quarter mile in just 14.23. Of course, our editor asked if he could “test” to make sure, and was told “no” in no uncertain terms.

Damn, what a shame. But we all agree here; we would very much have loved to see the real deal in action, back in the day. Even if it meant getting a high speed dirt shower.

Scoring:
Mainstream Culture - Retro Motorsport: Very High (Currently in 2nd)

[VicVictory]

1987 Lagau APG

@yurimacs

In today’s blog, we’re going to talk a little bit about insanity. Some define it as doing the same thing over and over and expecting different results. We’ll go a little different here.

Insane is a 4-liter, non-turbo straight-six that churns out over 300 horsepower. In 1987. And that’s in the TAME version.

We’re talking the Lagau APC, a fiberglass-bodied purebred sports car with fire in its soul. Available in N, S, and GT trims, the Lagau set a high bar for performance, even in its lowest trim. Able to slingshot to 60 in just over 6 seconds, and staying glued with better-than-1G handling, the 6-cylinder Lagau N absolutely destroyed most of the competition, in every aspect.

Including cost of ownership, and not in a good way either. With pricing approaching $80,000 for the N trim and north of $110,000 for the GT, this was a toy only the rich could afford. But what a toy it was. And we haven’t even approached the GT yet.

That GT version boasted a 6.5 liter V12 and all-wheel drive. While power was only marginally increased over the N version’s six, the GT’s tune improved low- and mid-range power. And while the N version had a very spartan interior, with sport seats and harnesses, the GT had all the luxury trappings expected of a larger grand tourer. Despite nearly 600 pounds of added weight from all of this, the overall effect was that the GT was even faster to 60, at 4.8 seconds.

You can see them come up at Jarret-Backson auction every now and then, commanding very high prices. But a number of owners, particularly of the GT version, regularly drive their cars. After all, not everyone appreciates a driveway ornament.

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

[Radster]

(OOC question: even if I had my car reviewed already and I can’t submit a new one until Thursday, can I post it here?)

[VicVictory]

Please don’t until you’re submission eligible, to keep down the clutter I go through when writing the reviews.

[VicVictory]

OK, going back and reviewing some things, I think I’ve let two entrants get away with a little bit of “murder” here. Certain body materials are No Mass Production in the early years, but only Limited Production in later years. I’ve actually rejected a couple cars for using the same materials, but in earlier years where they are considered No Mass Production.

I am considering my options here, but from here on out, I will NOT accept any full aluminum or fiberglass bodies. I am also going to update the original post to more clearly identify selections that are not allowed.

In the interest of fairness, rather than invalidating their entries, I am considering reducing their score from “Very High” to “High”. That will not affect their current positions, but will make them easier to “catch” in the future.

[VicVictory]

First off… I have officially dropped the scores of the Lagau and the Pfeil-Hunsrueck to “High” because of the body parts adjustment mentioned above. And after these next two posts, I’m all caught up! HOORAY! (no, you can’t submit your week 2 cars until I change the thread topic to say week 2… )

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1986 Triton Lexion T-RS Turbo

@SyberRacer

You may recall our recent article on a certain FIA Group B homologation car, and the insanity of the package that one could get if they were lucky enough to snatch one of them back in the day.

Today we’re back with another rally-inspired homologation car, this time a Group N contender. As sucb, the manufacturer had to be a lot less stingy about limiting production… We’re talking about the triton Lexion T-RS Turbo.

The Lexion T-RS, in 1986, went head-to-head against other rally giants of the era, creating an unforgettable season that year. But when you put these two homologation cars side by side, you can see how different they truly are at a basic level.

Most notably, the Lexion has significantly less power in this iteration, at only 191. This, along with the slightly different drivetrain setups, meant that Lexion was almost 2 seconds slower to 60, and topped out 10 miles per hour earlier. The Lexion’s interior was also not up to the same level of sophistication or detail as LHE’s.

Yet there are a couple major, key differences that swing in Triton’s favor. First of all, the Lexion stays absolutely glued to the road surface, pulling in well over one-g in the slalom. Second, and most importantly, is that Triton galvanized the chassis on the Lexion. Between that and higher production numbers, one can actually find a Lexion T-RS to restore and drive. Just make sure you have deep pockets, as this model is not exactly a paragon of reliability.

After our editor’s disappointment with not being able to secure a test drive in the LHE Satalite X4RS, he was determined to at least sate his apetite for dirt and speed. Thankfully, he was able to find a Lexion owner who was much more open to the thought of having his car tested by a publication.

We haven’t been able to get any details from him afterward as to how it went. His face seems to just be stuck with a grin on it. It’s been weeks. Someone please send help.

Scoring:
Mainstream Culture - Retro Motorsport: High (Currently in 3rd)

[VicVictory]

1978 AM Talon 2T vs. 1979 Rutherford Martlet T

@strop vs. @Blothorn

1978 AM Talon 2T

1979 Rutherford Martlet T

Alright, readers. Are you ready for a head-to-head beat down? We certainly are!

The late 70’s was a crazy time, to be sure. The muscle car was essentially dead, but performance lived on in a new generation of (generally) smaller, lighter sports cars. Suddenly, overhead cam configurations in the States were no longer just for “weird little foreign cars”. So when a glut of nimble, powerful cars was introduced across the globe, it was game on.

We managed too get our hands on a pair of rather high-profile sports cars, often found at the track doing any discipline their owners can find time for. The first is a 1978 AM Talon 2T (sadly never directly sold in the US, this one is an import from Britain), the other a 1979 Rutherford Martlet T.

At first glance, the two look worlds apart. The Talon is sleek and sculpted, with a design that flows from one end to the other. Next to it, the Martlet looks rather plain jane, with only side pillar scoops to break up the monotony on either side. Point for AM on this one.

Inside, both cars are very similar. Both are two-seaters, with cloth-faced vinyl seating, full carpeting, small storage cubbies in the shelf behind the seats, and AM/FM/8-track radios. The Martlet boasts a slightly better sound system, with two speakers and an extra mechanical station preset. Also, the Martlet has just a little more legroom than the Talon, and the wheel sits a hair higher. This last bit is critical, as some of us had problems hitting our knees on the steering wheel during spirited shifting in the Talon.

Both are impressive performers. The AM Talon’s front-engine, rear drive setup is headed by a 2.2 liter turbocharged engine with a 4-barrel carb, putting out 202 horses. This is good for a 6.5 second 0-62 and 123 mph top speed. Even harder charging is the Martlet, with a 2.4 liter turbocharged, injected straight six, with output of 235 ponies. This rockets the mid-engined speedster to 60 in 4.7 seconds, with a 146 mile per hour top-out. The Martlet’s longer overall gearing makes it nicer to cruise on the freeway as well, running only 2400 RPM versus 2900 for the Talon.

Both are extremely capable handling vehicles and an utter blast to drive in the twisties.

The only other factor is cost. At this time, it’s actually a little cheaper to import a Talon than it is to find a Martlet domestically in good condition. Maintenance and repair on the Martlet is also a pain due to its mid-engine configuration.

Either case, they’re both good for tons of fun on the track, and are guaranteed to turn heads anywhere else. But for us, we give a slight overall advantage to the Rutherford Martlet T. But if you’re on a bit of a budget, or style carries more weight than pure performance, the AM Talon 2T is your cup of tea.

Scoring:
(AM Talon) Counter Culture - Import/Export: Very High (Currently in 1st)
(Rutherford Martlet) Mainstream Culture - Rods and Sports Cars: Very High (Currently in 1st)

[SyberRacer]

@VicVictory

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.

Cheers.

[VicVictory]

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…

[SyberRacer]

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.

[Camjkerman]

1965. 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.

[VicVictory]

1975 TSR Comet Turbo

@Aaron.W

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.

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

[VicVictory]

1966 Estrada Citadel

@Camjkerman

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.

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