Cult of Personality ][ : The Boogaloo [LORE][RD 5 FINAL RESULTS]

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1970 Kaizen FCP19s

K401 USDM TU1


Intro

As a 4-door sedan, 2-door coupe, or 5-door wagon, the Kaizen F series has historically served as the entry-level model to Kaizen’s main automotive lineup, excluding the compact TR series. First introduced in 1965 as a direct response to the Ford Mustang and BMW 02 series, it would serve as a smaller, more affordable, and sportier alternative to the 1966 5th generation Kaizen S series it was based on. The K401 F-series adopted a galvanized steel monocoque chassis with 4-wheel independent suspension, consisting of a compact front MacPherson struts and rear semi-trailing arm arrangement, and 4-wheel disc brakes. Power came from a series of carbureted and fuel-injected SOHC 8-valve 1.5 and 2.0L inline 4s, producing up to 121 hp in the top of the line 2.0L fuel-injected 12s trim. 4 and 5-speed manual transmissions, along with a 3-speed automatic transmission, were offered, all driving the rear wheels. There would be two main variations: one being a standard, luxury-oriented trim, and the other being the performance-oriented sport (s) trim. The sport trim came with performance suspension, tires, aero, and engine tuning, along with a 5-speed manual. One notable difference for the American market was the larger quad-light and grill arrangement compared to international models.

While the F-series would be praised for high build quality, well-appointed interiors, high level of standard equipment, and feisty driving dynamics, they were not exactly considered “fast” by any means, owing to a lack of engines that could be considered “powerful” in the USA. This was a pressing concern for something that was supposed to compete with legitimate sporting cars. (For reference, the top trim 12s had a fuel-injected 2.0L inline 4 with 121 hp).

In 1970, as a response to BMWs plan to introduce the 2002 turbo (by this point the highest performance Mustang and Camaro trims were unreachable), the Technical Update 1 (TU1) update was released, introducing a series of SOHC 12-valve 2.5 and 3.0L inline 6s from the S-series, using either a multi 2-barrel carburetor arrangement or fuel injection, to correct the power deficit, along with standard alloy wheels for sport models. This meant that the 190 hp sport-tuned variant of the 3.0L fuel-injected inline 6 became the top engine for the sport trims of the F-series. These 6 cylinders would gun for the driver who requested the luxury and power more associated with larger models while keeping the performance/lightness and economy of a compact executive.

This specific example is a FCP, indicating a 2-door coupe (wagons were FCE, and sedans were FC). The 19s trim indicates that it came with the 190 hp inline 6, 5-speed manual, and the sport package. Sport trims would also prove to be quite competitive in motorsports (especially in SCAA amateur) due to Kaizen’s wide range of official factory support, and 4 cylinder sport trims would be a major presence in the Trans Am Series under 2000cc (and eventually under 2500cc) class, along with a modest presence in rallying (I am not able to specify on this topic due to lack of knowledge).

they were supposed to come with limited-slip differentials but the game is a troll

In a time when engaging American manufacturers in a hypercompetitive and ferociously domestic-loyal marketplace wasn’t working, with the TR series compact and Terravis 4x4 providing little profit margin, the K401 was Kaizen’s last chance at establishing its own identity, be relevant in the future, and save itself from certain financial ruin. By being Kaizen’s first major philosophical shift from regal American-style comfort to a predominantly German balance of sport and luxury, the K401 allowed Kaizen to tap into a very selective yet influential luxury and sport import markets, and bring up the fight with Europe’s best, including Mercedes-Benz, BMW, and Jaguar, along with Japanese competition from the likes of Toyota, Honda, Mazda, and Nissan. Enticing blends of traditional Japanese attention to detail, European driving dynamics, and American-oriented luxury would spearhead the Japanese luxury automobile presence in the United States, utilizing innovative technology, motorsports, and popular culture to engrain the Kaizen brand into the American mindset, proving that the Japanese were taking no prisoners in every new opportunity. To this day, Kaizen Corporation prides itself on being the first Japanese company to successfully break into the American luxury car market, and the K401 is the reason why this was all possible.

Specs

VEHICLE TYPE
Front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
$19,500
ENGINE TYPE
Eris 30S4R3
Naturally aspirated SOHC 12-valve inline 6, cast iron block and head, mechanical fuel injection, 93 AKI
Displacement
3.0L, 183 cu in, 2993 cc
Power
190.1 hp @ 5400 rpm
(~192.7 DIN ps/~237.6 SAE Gross hp)
Torque
192.8 lb-ft @ 4500 rpm
TRANSMISSION
5-speed manual
CHASSIS
Suspension (F/R): MacPherson strut/semi-trailing arm
Brakes (F/R): 10.4-in solid disc/8.9-in solid disc
Tires: P195/70R14
DIMENSIONS
Not available
PERFORMANCE
Zero to 62 mph: 7.6 sec
50 to 75 mph: 4.20 sec
Standing ¼-mile: 15.78 sec
Standing 1 km: 27.91 sec
Braking, 62–0 mph: 125 ft
Roadholding, 66-ft-dia skidpad: 0.902 g
Roadholding, 656-ft-dia skidpad: 0.882 g
EPA FUEL ECONOMY
Combined: 17.2 US mpg

NOTE: Power ratings are in SAE Net J1349, a measurement which didn’t exist in this time period. Thus, Kaizen would have used the DIN 70200 rating in hp (not ps), which would also influence the trim name. All models would also receive a DIN ps rating, while JDM models also received a JIS ps rating and most other export markets received a SAE Gross hp rating. In 1971, Kaizen switched from DIN 70200 to SAE Net as their main power measurement.




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1972 Turból Centurion Gladiator 420

Background

Following major management shakeups within the Turból Corporation in the early 1960s, the Turból nameplate pushed down-market in the mid 1960s with smaller, sportier mass market models intended to attract younger buyers; first the intermediate Cypress in 1965, then the Centurion pony car in 1967. A bit larger than most of the competition, The MKI Turból Centurion offered a slightly more upscale twist on the now-popular pony car formula.

The MKI Centurion was based primarily on the 2nd gen Legion Mallard, even sharing some sheet metal, and utilizing the same leaf sprung rear suspension. From the firewall forward, though, it had more in common with the intermediate Turból Cypress, giving space for larger engines, improved suspension, and Turból’s advanced for the time rack-and-pinion steering.

With a lightweight and inexpensive platform capable of housing most of Turból’s engine options, the Centurion was immediately put into service in motorsports to promote Turból’s sporty image. Centurions equipped with the 420-69 420ci (6.9 liter) big block V8 were prepped for multiple NHRA stock classes, and 305ci TCCB small block versions were prepped for a factory backed effort in the Trans-Am series.

Following the trends of the time, in 1969 a flashy and muscular top-trim was added to the Centurion: the Gladiator. Available only with high performance powertrains, it offered bold colors with trendy names like Moovin’ Mauve, flashy tape stripes, scoops, and spoilers to amp up it’s appearance.

In 1972, the MKII Centurion was released. Changes were relatively minor; to improve ride and handling, the rear leaf springs were replaced by coils, and relatively small styling changes such as a more fastback-shaped roof with a taller decklid, and available body-color elastomeric bumpers.

This Example

This 1972 Turból Centurion Gladiator 420 painted in the aforementioned Moovin’ Mauve is the first year of the MKII. Unfortunately, by 1972 the muscle car craze was beginning to die out, and the 420-69 big block wasn’t as powerful as it had been in the past thanks to reduced compression and a milder cam. However, with 299 net horsepower, a 420 equipped Centurion was still a very quick machine, especially when compared to the rest of the class of 1972.

Advertisement

Here’s an ancient ad for this car, from back when it won CSR120.


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1973 Falls Stand Mighty Oak

In the year 1973, sales of Falls Motor company’s flagship truck were slowly getting stale. To help stimulate sales of Stand trucks and improve overall brand image, Falls decided to soup up one of their trucks with a massive 6.5l v8 from one of their muscle cars, producing over 206 horsepower and 350 foot-pounds of torque. The result was the Stand Mighty Oak, an absolute unit that weighs over one and a half tons and can do the quarter mile about as fast as you would expect for the car that heavy. Equipped with 4wd, off-road tires and a lift right off the production line, this truck was known to be a beast off road.


Unfortunatunatley, this car did not last long at all. jus a few yers later the gas crisis hit, making it impossible to sell a car with less than 10 mpg. The spirit of the Mighty Oak still lives on through collectors, restoring the cars as well as it’s off road legacy.

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Round is closed to submissions. Will do my last processing tomorrow once I get home.

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The 1970 Courageux 1750s

Built on the platform of the 1500 saloon, the 1750s is a more sporting take on the design with a more raked windscreen and swept back rear window flowing into the engine cover.
In 1968 the new all aluminium 1751cc four cylinder engine was fitted meaning more power but still with a relatively light weight over the rear axle. In this “s” trim the engine makes 99bhp@5500rpm.

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Round 2 Reviews

1972 Armor Anvil

“SUVs are everywhere. I hate SUVs. SUVs ruin everything!”

Meanwhile, the granddaddy of the SUV is parked right over there, giving you the stink-eye. Meet the 1972 Armor Anvil, in case you’ve forgotten already.

This bad boy defined off-road fun in the 70’s. It had comfortable seating for five, and a removable hard top for those sunny days or beach blasts. It also featured Armor’s rather innovative-for-the-time 270cid SOHC motor, which put out a “would still be impressive in the early 2000’s” 181 horses. It put some pretty good pep in the step of the Anvil. And, of course, it had four-wheel-drive. The kind you had to get out and lock the hubs to activate. None of this fancy computer stuff. No fancy gadgets or gizmos on the dash, just a plain old AM radio. No funny business anywhere.

Sorry, started to sound like grandpa there.

In any case, Armor Anvils of the period are highly sought after both for restoration projects and for their offroad prowess, owning car shows, rock climbs and mud pits alike.

Scores in: Mainstream Culture - Classic Cars, Counter Culture - Motor Sport

1969 Keystone Q2600 GP

While Keystone D-series sedans were puttering around American roads in small quantities (along with C-series in Canada), the bigger draw to Keystone showrooms in the late 50’s and early 60’s was the Q-series roadster. It was cheap and fun, with a no-thrills sense to it. It wasn’t exactly a head turner as far as performance went, but most buyers didn’t care. It was those who didn’t quite pull the trigger that kept Keystone sales execs up at night.

When it was time to update the Q in the late 60’s a combination of a radical reskin, a new rear suspension setup, and a new engine offering was the combination that they hoped would capture new sales. And that it did. While the styling was very risky, the new 2.5 liter V6 power plant was just what American buyers in particular were looking for. And no, thats not a typo. The engine is actually a hair under 2550cc, so technically it’s a 2.5. Keystone’s marketing team was just… creative… in naming the car.

The Q2600 GP (Grand Prix) was the first Keystone model ever to break the 10 second 0-60 mark, and have a top speed above 130 MPH. Of course, muscle cars were faster and more popular. But the Q handled far better, and gave that one-with-the-road feeling that only a British roadster could do.

Keystone’s encouragement of road racing teams lead to many amateur and pro-am circuit wins over the years, and even to this day the Q GP’s can be found participating in vintage road racing. Or simply carving up a meandering river canyon road.

Scores in: Mainstream Culture - Hot Rods and Sports Cars, Mainstream Culture - Retro Motor Sports

1970 Rowlari Diamondback

927 cubic inches. Not cubic centimeters, cubic INCHES. Stop and think about that a little bit. Run it through a converter if you have to, because most people these days are used to liters and can’t fathom how big that is. That’s over 15 liters.

And that’s how big the engine in the Rowlari Diamondback is. “Well crap, how powerful is it?” Not that powerful. 400 horses. Still enough giddyup to go 60 in 8.3 seconds. Rowlari designed the engine more for smoothness and comfort than all-out power. To that end, they added mechanical fuel injection to this beast of a motor. That explains why this behemoth, powering the mega land yacht Diamondback, still managed as reasonable of fuel economy as a Madison Trebuchet 427. If you can call that reasonable, anyway.

Oh, and did I mention it does all of this without all of that pedestrian “change your own gears” nonsense? After all, the Rowlari Diamondback was an opulent luxury car, and rowing gears is for peasants. And peasants also don’t get power windows, power leather seats, power steering, central locking, and air conditioning. At least not in 1970.

Of course, we all know what happened in 1973, and that certainly hurt the long-term prospects of the Diamondback. Finding one is rare, but possible. And it will definitely turn heads anywhere you go. We know, times are tough, so you may have to drive it yourself instead of hiring a chauffeur. Such is life.

And don’t mind Steve over there in his Diamondback lowrider. He and his friends are actually pretty cool.

Scores in: Mainstream Culture - Classic Cars, Mainstream Culture - RestoMod

1971 Hessenburg C200 1700E

Hessenburg was trying to ride its quiet wave of popularity through its devoted fan base in the early 1970’s with the C200. A compact-sized sedan (or hatchback, depending on whose opinion you ask), this series didn’t quite catch fire like Hessenburg expected. At least, not for a couple years. The 1973 Oil Crisis changed the view of the general population and suddenly they were flying off of lots.

That same devoted fan base kept Hessenburg rolling for many years, and thanks to the C200’s reliability, they kept themselves on the road even longer. While they didn’t have quite the cachet of the “hippie bus” predecessor, there still to this day are enough people who try to keep original examples on the road to see a fair amount of them out in the wild. The North American clubs have several thousand members, which is quite respectable.

With sedate design, power on the low end of modest, and a selling price that wasn’t exactly rock bottom, the Hessenburg C200 easily could have passed quickly into the night. It didn’t. Nor did it roar and scream “I am here.”

Scores in: Counter Culture - Spiritual Classics, Counter Culture - Jalopy Culture

1968 Franklin HiWay GT

Ah, now here’s a truly rare beast. The 1968 Franklin HiWay GT was yet another example of an early British sports sedan. Smaller than the Shidley Skidmore of a few years earlier, the HiWay GT promised to be a true driving thrill that was easy to handle in even the most compressed roadways in the States.

Unfortunately, Franklin’s engineers badly miscalculated their suspension geometry and spring rates, making for an extremely harsh and unpleasant ride. While it could hold 5 people inside, the back seats of the HiWay GT rarely found use, except where back seat passengers had no choice but to get in. Ah, yes… families inflicting punishment on their children. Although it had overall better handling and control on the road than the Keystone 2600GP, it was so painfully uncomfortable that most buyers either opted for the two-seater, or stayed away from British cars altogether. Or perhaps purchased one for the sole purpose of road racing.

Today, a Franklin HiWay GT of the era is extremely rare to find. Those that are running , I can guarantee, are not doing so on top of their original suspension. And if an owner has gone so far as to make the radical change of refitting something like the Keystone suspension, you can pretty much guarantee they’ve upgraded other goodies, like the creature comforts inside.

Scores in: Mainstream Culture - RestoMod, Mainstream Culture - Retro Motor Sports

1969 CM Husky A20

An oddball choice to fill an oddball market niche. To some, that sounds exactly like something Hetvesian manufacturer CM would do. In 1969, they did exactly that by launching their oddly beefy Husky A20 coupe utility in the North American market.

The idea had been around for more than a decade, but this was the first time that anyone had seen a “ute” with both front and rear solid axles. Even more oddball when you consider that suspension available in a rear-wheel drive format, such as this example here. While that choice may seem odd, it worked well for the “utility” portion of the segment. CM also seemed rather in tune with buyers here, understanding that those who would choose a coupe utility over a traditional pickup also wanted far more creature features than were generally available on the latter. Air conditioning was a commonly fitted option, seats were made of prime materials and with more padding than typical for the era, and even a tilt column was integrated in all units.

The 4.8 liter V8 under the hood also gained a reputation for its ability to be hopped up. Back in the early 70’s, a couple aftermarket manufacturers tested the waters with hotter cams, better intake manifolds, headers, and the like. They were popular enough to be made well into the early 90’s. Front suspension upgrades for these hot rods were taken from the earlier Deerhound sports car, drastically improving handling.

Intriguing all-around that such a strange car panned out in such a way.

Scores in: Mainstream Culture - Hot Rods and Sports Cars, Counter Culture - Classics

1967 Ryuji Chariot 1300

How does one define success? Most, at least by today’s standards, would have a set of complex minimum metrics that must all be met. Perhaps why some great modern products are still considered “failures” by their makers. But decades ago, the idea of success could be nebulous. Take, for instance, the 1967 Ryuji Chariot 1300. Absolutely a sales success in their home market. With equal certainty, a sales failure in North America, with average annual sales throughout this generation of about 2000 units. But it was far from a failure.

The Chariot 1300 was absolutely gutless and underpowered by the standards of the day, and even by the low standards of 15 years later. They were small, didn’t carry much cargo compared to traditional American competitors, and didn’t have the flash necessary to attract low-budget buyers away from even basic models of other manufacturers. But its reliability set a tone, and sowed early seeds in public opinion. When the Oil Crisis snapped Americans out of their fever dream 6 years later, who was ready to cash in on the fruits of that labor? Ryuji. Their inexpensive fuel-sippers exploded in popularity.

So very few Ryuji Chariots are left. Every single one can be categorized either as a restored show car or a parts car, with absolutely nothing in between thanks to rust, time, and limited initial numbers.

Scores in: Counter Culture - Classics

1970 Madison Trebuchet 427 HP

At the height of the muscle car wars, Madison was expected to improve their top gun Trebuchet 427 to keep competitive. They did not disappoint, with models such as this '70 Trebuchet 427 HP. The greatest earlier deficiency to muscle cars was their suspensions being too similar to more pedestrian models, and not being able to handle the extremes to which they were subjected.

“HP”, in Madison lingo, is a Handling Package. The motor was basically unchanged; 350HP from the factory, with additional aftermarket support available, was enough. But having the suspension tuned to rein in roll, oversteer, and general sponginess made the Trebuchet HP a whole different beast. The change could even be felt on a drag strip, but anyone who limited themselves to just that was simply denying the joy of possibility.

For those who could not afford such a beast, they could at least live vicariously through others; the Trebuchet was extensively raced in stock car and Trans Am formats throughout the early 70’s, winning many races and even capturing a title or two.

Scores in: Mainstream Culture - Muscle/Pony Cars, Mainstream Culture - Retro Motor Sports

1970 Solariego Copihue

Now this interesting model that I recently ran across at a Concours event is something even I had not heard of, and had to do research on. It turns out, this beast called the Solariego Copihue was the Presidential car of just about every Banana Republic in the 70’s. Not this exact one in the picture, though. No, that one was actually ordered brand new in 1970 by a rather flamboyant doctor in Miami.

Solariego didn’t have its own dealer network in either the US or Canada, and only a small one in Mexico at the time. As the import laws on vehicles were still rather lax in the pre-emissions era, it wasn’t unheard of for a wealthy person to take a couple vacations to Mexico within a year. The first one would be spent negotiating options and interior specifications, and the second would be for delivery of the vehicle. At which point, the proud (we guess?) new owner would drive their new whip right across the US border and on home.

Not many came across into the states this way, perhaps a thousand or so over the 4 years before the importation door was slammed shut. Of those originals, only a handful are left, and nearly all are Concours quality, or very near to. Curiously, there are now more registered Copihues in the US than there were back in 1974. We’re guessing that the less than stellar economies in South America are allowing curious collectors to get their hands on them for what is probably quite the bargain. As long as they’re not TOO riddled with bullets.

Scores in: Mainstream Culture - Classic Cars, Counter Culture - Import/Export

1968 Angus Vagabond 353 Sedan Deluxe

While Madison may have been on the forefront of muscle cars with their early Trebuchet 427, every manufacturer had a comeback. Angus’s came in 1968, in the form of the Vagabond 353. It didn’t have as big of an engine as the Trebuchet, and wasn’t as fast. It still offered significant performance and driving thrill, and did so at a significantly lower cost than the Trebuchet. They were also much easier to find. This led to somewhat of a sales rivalry between the two.

Naturally, this rivalry also made its way into motorsports, with Vagabonds competing in many of the same series and races as Trebuchets. Yes, they often got their butts handed to them, but nonetheless made a good showing of themselves.

So what happened to all the Vagabonds after so many years? Well, similarly to the late 60’s and early 70’s, they have become somewhat of a “poor man’s” collector version of the Trebuchet. Doesn’t take as much scratch to pick one up, and often they’re in better shape. Parts are still cheap thanks to how plentiful they were. All in all, not a bad way to get into the muscle car game, even this late.

Scores in: Mainstream Culture - Muscle/Pony Cars, Mainstream Culture - Retro Motor Sports

1967 IP Icarus 2000DX Wagon

Though the import market was small in 1967, there was quite a head-to-head battle for family transportation. IP was already established in the US, and they weren’t going to just step aside and let Ryuji take over their market share. What the Mamayans brought to the table was a cleverly packaged, greatly downsized version of what American manufacturers were giving to large families: an 8-seat station wagon. Yeah, two of them were jump seats in the rear, and the benches in both rows were pretty tight, though not as tight as a Ryuji Chariot. But if your budget was as well, it was a worthy consideration.

83 horses under the hood from its 2 liter engine? Yeah, quite a bit strained if you were trying to go up a hill. Forget any actual high mountain passes, or going over the Continental Divide. But staying along the coast or in the flat lands, and this thing would (slowly) putter around for what seemed like forever on a tank of gas.

Unfortunately, most of them rusted away over the years. But many of those remaining have been passed down through generations of families, with the odd one now and then coming up at estate sales. Quite an interesting item from pre-Embargo import history, if you ask me.

Scores in: Counter Culture - Spiritual Classics

1973 Ivera 120 C6-C6T

When innovation fails, persistence can pay off instead. In Ivera’s storyline, that seemed to be the mechanism at work in the early 70’s. After their overly-advanced 77S failed years earlier, Ivera went back to the drawing board, seeking a design that better suited the lucrative North American market. The fruit of their labor was the 120. Much more conventional, and much larger than its predecessor, this premium sedan gained the attention of buyers looking for an upscale European alternative to Asian imports or American land yachts.

The Ivera 120 quickly gained a reputation for safety and comfort. Combined with even, measured handling in all weather conditions, it easily became a favorite of import buyers, and even a number of skeptics.

With how beloved these rides became, it was no surprise, then, that so many owners and their families held on to them, trying to keep them in as pristine condition as possible. It should also be noted that up in the True North, Ivera 120’s that were close to becoming parts cars are prized as ice racing cars. Probably due to its absolutely predictable behavior across the board.

Scores in: Counter Culture - Classics, Counter Culture - Motor Sport

1971 Bazard Flamenco

The late 60’s and early 70’s saw Bazard struggling to find a way to distinguish itself and carve out a large chunk of the pie. In 1971, they launched one of the first examples of a captive import, bringing the Centara Flamenco over nearly unchanged. It was a gamble, for better or worse.

And like many other early captive imports, it was for worse. The six-cylinder boxer engine installed in some of the imported cars was wildly underpowered for the displacement, giving the Flamenco absolutely atrocious acceleration. It was hoped that the lower production costs of making it overseas would translate to higher margins, but Bazard embarassingly had to put significant rebates on them just to move them. It was on the girthier side as well, meaning that anemic motor also couldn’t motivate the Flamenco very far on a gallon of gas. Which, when the Oil Crisis rolled around, had Flamenco owners basically abandoning their cars at the side of the road and hitchhiking to the nearest Ryuji or Mara dealership.

Now, if there’s one bizarre constant in the world, it’s that everything uncool becomes cool again. That’s where the Flamenco gained its following. What can you do with the worst car from a bad era? In essence, they’ve now become a way for people to rebel against the “status quo”, the “establishment” of the car collector world. They’ll show up unannounced to car shows, and their owners grin as their neighbors in more promenant, beloved cars wince and chug Pepto.

Scores in: Counter Culture - Classics

1972 Mara Irena Wagon

It takes a certain kind of person to rock any Mara, particularly something as utterly despised by the public as the Irena wagon. Slow, ugly, clunky, and to top it all off, brought to us by the man we love to hate the most, Maxsim Bricklov. Don’t worry, the swear jar is handy. We’re professionals around here.

Of course, history would be kind to the Mara Irena, with fortune blowing definitely in its favor just a year after its introduction. No matter how cheaply built they felt, and no matter how underpowered they were, Irena wagons started popping up everywhere (often in the driveways of former Bazard and Madison owners. Something about being able to go almost three times farther on a single gallon of gas was just irresistable to so many whose wallets burned to the ground in 1973.

The sheer number of Mara Irenas brought into the US and Canada has allowed many of them to stay on the road, even if they are often found in a patchwork of different-colored body panels with bubbling rust as seasoning. After years and much retrospect, current owners find them to be both satisfying and horrifying at the same time. Perhaps there is a lot more self-punishment amongst gearheads than we realize.

Scores in: Counter Culture - Spiritual Classics, Counter Culture - Jalopy Culture

1968 Taube 3000 Rennsport

Behind the Iron Curtain, automotive development was much different than in the West. Small, efficient, and cheap was the order for the masses, with Party leaders and other prominent figures getting rare models that had a bit more room, power, and even a modicum of style. That philosophy doesn’t explain what would be the ultimate cultural aberration for an East German automaker, then, when Taube came out with the 3000 Rennsport.

It was svelte, sexy, and even pretty damn fast. Despite having just a 116 horsepower 1.5 liter 4-banger, this black sheep forebearer of the European supercar could actually give the Keystone Q2600 GP a run for its money. It was only slightly slower to 60, but topped out 15 miles per hour faster, at 147 MPH. Sure, the Madison Trebuchet could outrun it in a straight line given a long enough road, but any turns would have the Trebuchet mowing wheat in a field. Meanwhile, the Taube 3000 Rennsport, in its stock form, could put some professional motorsports classes to shame in the turns. It was capable of over 1g on the slalom pad long before that was even a consideration to some sports car manufacturers.

Naturally, they were only built in miniscule numbers. Don’t get too invested in any dreams of owning this rare beast; there are only 18 known left in existence. It takes industry mega-titan kind of wealth to consider picking up such a toy.

Scores in: Counter Culture - Import/Export

1970 Shidley Chips 231 Street-Stock

British carmaker Shidley took a little of the schizophrenia out of their lineup when they added the Chips 231 SS to their lineup in 1970. No longer was anyone confused as to whether their Shidley was supposed to be an upscale sedan or a sports coupe. Performance of the Chips was quite sprightly, getting up to 60 in 7.3 seconds.

Their main competitor with this model, both at home and abroad, was the Keystone Q-series. The Chips was the car to have if you had a bit bigger of a budget, and also offered the advantage of being able to stuff two of your younger offspring into the package shelf with seatbelts rear seats. It also gained a few sales from folks who weren’t into Keystone’s flying wedge design. Unfortunately, many ended up parked in barns for years after the Oil Crisis revealed that its suddenly subpar fuel economy wasn’t good enough to save it from the fate of many muscle cars.

Time passed. Some made it back on the roads in one piece. Others had their engines invariably seize. Then, as their owners passed on, they came onto the market, often in rough shape.

With such a distinct, cultured sports coupe bodies available in the era of modern technology, there have been several prominent resto-mod examples built and shown off. My favorite happens to be one where the original 231 was given a custom multi-point FI manifold and supercharger. Not only is it lean and mean, the interior’s been taken to a new level with quilted panels galore and a fully integrated, RobotOS-based entertainment and climate control computer. Talk about fusing the old and new.

Scores in: Mainstream Culture - RestoMod, Mainstream Culture - Hot Rods and Sports Cars

1970 Courageux 1750s Corse

As we were saying, before we cut ourselves off, Shidley and Keystone were locked in competition for the title of “Favorite Sports Car of North America”. It was pretty clear…

France has entered the chat

Ah, crap. Who invited them?

Trick question. They invited themselves, with the Courageux 1750s Corse. And what a little marvel it was. Some could mistake it for a sedan, and had it been built a little to the south, “Berlinetta” might have been a better descriptor. An all-aluminum 1750cc engine gives this model its name, and was quite an advanced trick for the time. At 97 ponies it wasn’t a firebreather, but its light weight and location in the rear of the car made up for quite a bit. It would run out of breath sooner than either of its competitors, but on a winding road that didn’t matter so much.

But it was so very, very French. It was an unmistakable car.

And to this day, they remain unmistakable, especially when one shows up at an autocross course to light up its skinny little tires. Definitely not fast by modern standards. But so much more intriguing and special to watch.

Scores in: Mainstream Culture - Hot Rods and Sports Cars, Counter Culture - Motor Sport

1973 Quezon Buenavista 427

What’s got 355 horsepower and is longer than a horny longhorn? Wait, what’s HR doing here? No, it’s a joke for the blog! Jeez, guys.

The answer is the 1970 Quezon Buenavista 427. Never sold in the US, but there are a few here thanks to some weirdos who imported some in the 90’s and early 2000’s. The Buenavista was a very unique model out of the Philippines. It would be difficult to classify. Is it a muscle car? Is it a personal luxury coupe? It has elements of both, but isn’t fully committed to one side or the other. If we had to pick, we’d go a little more on the muscle car side. The giant trunk on the Buenavista, well… we stopped counting how many bodies it could hold at 4.

Partially because there was a thought that, having seen some shit in the Philippines in the 70’s and 80’s, there may have actually BEEN bodies in that trunk before.

Scores in: Counter Culture - Import/Export

1973 Wells 500 Convert

Starting in the 1950’s, you could get just about any kind of car you wanted in a convertible form. From tiny British roadsters to American barges and everything in between, if it had a roof, you could find a trim that, well, didn’t have a roof. The 1973 Wells 500 Convert is a prime example of this. A reasonably large, spacious, yet unassuming model, it was something that a reasonably well-to-do family could afford. A little showing off to the neighbors, a little extra fun.

Starting the following year, and throughout the remainder of the decade, new safety regulations would be introduced that would almost kill convertibles entirely. That also makes the '73 Wells 500 one of the very last examples of the convertible craze, particularly of the V8-powered variety.

All good things must come to an end, so they say. Well, the Wells 500 Club owners are doing their part to make sure the legacy of the 500 Convertible doesn’t end. It’s a fair bet that any large classic car show there will be at least one hanging around, reminding us of the ending of an era.

Scores in: Mainstream Culture - Classic Cars

1967 King Pike II 2500 Roadsport V8

Phew. I’m winded after simply typing out that name. And I’m absolutely certain that it had salesmen tongue-tied back in the day.

It also must have taken an absolute superhero of a salesman to move the Pike II off the lot in 1967. After all, King was asking a near ransom for the Pike II luxury coupe, which had not yet moved on to a more modern 3-speed auto like many of its competitors. Apparently 485 horsepower was all that their customers cared about (beyond real woodgrain paneling, leather seating, and power options, that is.) Acceleration could have been described as “lazy” at best.

That’s fine for some, and not for others. This has meant that the remaining Pikes have taken very different paths.

On one hand, the stout frame and advanced safety engineering of the Pike Roadsport makes it a true King in demolition derbies. On the other, the low and cool cruiser crowd likes to take a much more modern 4-speed auto transmission (and of course, a thoroughly modern stereo system) for shows and boulevard cruises.

Scores in: Mainstream Culture - RestoMod, Counter Culture - Motor Sport

1972 Turbol Centurion Gladiator 420

In our previous reviews, we’ve seen the go-to cheap muscle car and the go-to performance muscle car. What could possibly be left? Of course, the go-to prestigious muscle car: Turbol’s Centurion Gladiator 420.

For the immature crowd out there, 420 is referring to the engine size in cubic inches. And it smokes tires, not grass, so settle down there. Of course, being a product of the early 70’s, there’s a good chance that more than a few joints were smoked in most, if not all, at some point in their life.

In any case, the Centurion Gladiator had very competent performance with a 0-60 time of 6.7 seconds and a 145 MPH top speed. Both of which are topped by the Madison Trebuchet. We’d suspect that most owners didn’t care that it wasn’t top dog all the time, as it was a much more pleasant car to drive on long stretches.

That’s a good thing for current owners, as hopping from car show to car show can really put on the miles, if it’s not a trailer queen.

Scores in: Mainstream Culture - Muscle/Pony Cars, Mainstream Culture - Classic Cars

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(PART 2)

1970 Kaizen FCP19s TU1 (US Market)

With the inroads that Japanese manufacturers started to make in the 60’s, it was only a matter of time before one of them brought some hot form of transportation to the roads of the US and Canada. That honor went to Kaizen in 1970, with their FCP19s sports sedan.

190 horses from a 3 liter straight six was no joke in the early 70’s. They used more advanced technologies in their engines than American competitors to achieve that, though it is thought that might have turned off some potential buyers. After all, the pushrod was still king, even if his crown was tarnished.

The FCP19s had near-muscle car performance in a compact sedan format. It billed itself as a luxury sports sedan, which we suppose it was by Japanese standards. It was still considered quite upscale for an import. In the end, sales weren’t as strong perhaps as Kaizen had hoped, though by no means was it weak.

Early Japanese car collectors absolutely fawn over these when they come across them. We’re sure that all of the restorable examples have already found homes across the US, and those remaining in barns and fields are at best parts cars. If you’ve never seen one in person, try to find a large import show in your area. That’s the most likely place you’ll get to see it, and see just how the engineering stacked up back in the day compared to other imports.

Scores in: Counter Culture - Classics, Mainstream Culture - Muscle/Pony Cars

1972 Cabrera 3700R

And thus began a seemingly never-ending cycle of a certain Big Three company importing an overseas model to plug a hole (real or perceived) in their lineup, only to fail to meet their goals, lining up the next loop through the cycle.

Behold, the 1972 Cabrera 3700R. It’s actually a surprisingly quick car for something powered by a slant-6. The lightweight fiberglass body kept the weight of the car down, allowing the smaller power plant to do yeoman’s duty. But the massively increased cost of that coachwork, combined with the cost of importing the Cabrera, made it quite a bit more expensive and less viable than the regular-bodied V8 fleet twin already available over here.

It’s a shame, since we think the bodywork on the Cabrera 3700R looks much, much better. It seems, though, that it’s easier to just call it a “body kit” on the original car than to explain that its actually a Spanish-made import. We’re not sure which answer sounds “cooler”.

Scores in: Mainstream Culture - Hot Rods and Sports Cars

1973 Falls Stand Mighty Oak

In today’s episode of “cars that were too far ahead of their time”, we have the Falls Stand Mighty Oak. It was an attempt by Falls to stave off flagging sales of their Stand series of pickups. By going upscale and up mountains, it was thought they could attract new buyers.

Unfortunately, the concept of luxurious pickups was about 25 years too early, and American buyers were put off by the lack of a bench seat.

That hasn’t stopped those who did spring the extra money for the top trim from keeping them up and running all this time. That beaten up, rusted and primered pickup you see belching smoke as it drives down the highway? It could be a Mighty Oak, with a mighty comfortable interior. For a truck of its time, anyway.

Scores in: Counter Culture - Jalopy Culture

Round 2 Rankings

Mainstream Culture - Muscle/Pony Cars
1968 Angus Vagabond 353 Sedan Deluxe
1970 Madison Trebuchet 427 HP (tie)
1972 Turbol Centurion Gladiator 420 (tie)
1970 Kaizen FCP19s TU1

Mainstream Culture - Classic Cars
1972 Armor Anvil
1973 Wells 500 Convert
1970 Rowlari Diamondback (tie)
1970 Solariego Copihue (tie)
1972 Turbol Centurion Gladiator 420

Mainstream Culture - Hot Rods and Sports Cars
1969 CM Husky A20
1969 Keystone Q2600 GP (tie)
1970 Shidley Chips 231 Street-Stock (tie)
1970 Courageux 1750s Corse (tie)
1972 Cabrera 3700R

Mainstream Culture - Retro Motor Sports
1970 Madison Trebuchet 427 HP
1968 Angus Vagabond 353 Sedan Deluxe
1968 Franklin HiWay GT
1969 Keystone Q2600 GP

Mainstream Culture - RestoMod
1970 Shidley Chips 231 Street-Stock
1970 Rowlari Diamondback
1967 King Pike II 2500 Roadsport V8
1968 Franklin HiWay GT

Counter Culture - Spiritual Classics
1967 IP Icarus 2000DX Wagon
1972 Mara Irena Wagon
1971 Hessenburg C200 1700E

Counter Culture - Motor Sport
1972 Armor Anvil
1970 Courageux 1750s Corse
1973 Ivera 120 C6-C6T
1967 King Pike II 2500 Roadsport V8

Counter Culture - Classics
1970 Kaizen FCP19s TU1
1967 Ryuji Chariot 1300
1973 Ivera 120 C6-C6T
1971 Bazard Flamenco
1969 CM Husky A20

Counter Culture - Import/Export
1968 Taube 3000 Rennsport
1973 Quezon Buenavista 427
1970 Solariego Copihue

Counter Culture - Jalopy Culture
1971 Hessenburg C200 1700E
1973 Falls Stand Mighty Oak
1972 Mara Irena Wagon

12 Likes

Round 3 - Malaise Haze - 1974-1979

The Oil Crisis of 1973 has absolutely and irrevocably changed the course of automotive history. Will it be for the better or the worse? Only time will tell. What achievements will your company garner during these tough years?

Requirements for ALL Entries:

Model trim year: Trim year may not be earlier than 1974 or later than 1979.

Engine variant year: Variant year may not be later than 1979 or the model trim year, whichever is earlier.

Regulations for North American Compliance:

Fuel: Regular Leaded (optional for SUVs, Trucks, Vans ONLY, 1974-1977), Unleaded (required for cars, required for 1978-79 SUVs, Trucks, and Vans, optional for earlier SUVs, Trucks, and Vans)

Emissions, passenger vehicles: Max engine emissions of 3500 OR catalytic converter required (1974-77), max engine emissions of 3000 AND catalytic converter required (78-79)

Emissions, truck, SUV, or van: No emissions requirement (1974-77), max engine emissions 4500 AND catalytic converter required (78-79)

Bumpers: 5 MPH bumpers required (large chrome or plastic bumpers that protrude significantly from the bodywork) (This bumper requirement didn’t apply to trucks, vans, or SUVs until 1978… however, in reality, all real-world designs incorporated visually similar bumpers)

Safety, passenger car: minimum 30 (1974-77), minimum 33 (1978-79)

Safety, truck, van, or SUV: no minimum (1974-77), minimum 30 (1978-79)

Front lights and fixtures: At least one pair of headlights is required. These may be large 7" round or 5x7 rectangular lights. If 5" round or 3.5x5.25" rectangles are used, there must be TWO pair. No glass or plastic coverings over the headlights, though pop-up lights are allowed. Parking lights optional before 1977, one pair of parking lights required for 78-79 (these may be any size/shape)

Front light colors: No red may face forward. Headlights must be white. Turn signals must be amber. Parking lamps must be white or amber.

Rear lights: At least one pair of brake lights. At least one pair of turn signals. At least one pair of reverse lights. Turn signals and reverse lights may be placed in bumpers. If turn and brake lights are in the same fixture and of the same color, there must be a minimum of THREE bulbs in the fixture.

Rear light colors: Brakes must be red. Reverse must be white. Turn signals cannot be white.

Side marker/signal lights: One pair of front side marker lights is required. Must be forward of the A-pillar. One pair of rear side marker lights is required. Must be rearward of the rear wheels.

Side light colors: Front side markers must be amber, rear side markers must be red.

Mirrors: Driver’s side required.

Aerials: Long mast antenna required if car has a radio.

Fuel fillers: Fillers on the rear panel and hidden behind fixtures are legally allowed through 1977. 1978-79 MUST have fillers on the quarter panel.

Tires: No semi-slicks

File Naming Convention:
Model: COP2R3-(username) Trim: (MFR Model Trim)

Engine: COP2R3-(username) Variant: (Whatever you want to call your engine)

Export and PM me the .car file, make a post about your car in your lore thread (if possible), and make a post with picture or ad in this thread before the deadline. Also, as this is the first round, please make sure to include your company’s name and home country.

Round 3 deadline: Thursday August 5, 11:00 AM PST (UTC-7)

10 Likes

Huge fan of the format so far, but I am curious: no increasing max emission requirements per year for this part?

More than the bumper shenanigans, I found this to be an intriguing part in the just concluded 1970s sports car challenge. Had read up on this a bit and there seemed to be some truly massive impacts on performance between MYs in reality during this time.

Two questions:
No requirements on cats since IIRC they started appear for passenger cars in the US in this era?

5 MPH bumper regulations, do they apply to commercial vehicles too (I think they were less stringent there IRL)?

1 Like

1978 Hanseung Saturn 2400SE-L V6 Auto

Picture shown on the 40th anniversary of the Hanseung Saturn celebration in 2014, where the front is the then all-new 7th generation Hanseung Saturn.


First, let’s talk about Hanseung. Founded in 1929, Hanseung Group is one of the well-known chaebols that covers nearly everything in South Korea. While Hanseung is more famous for its smartphones and TVs these days, the firm actually made vehicles, just not as important to the firm.

Hanseung started making vehicles in 1967, with the help of German automaker Hessenburg, by assembling C150s and C200s for the Korean market. Unlike today, South Korea back then was a poor place, but still, it didn’t stop the company from making its own vehicles. However, the Germans are all against the idea, so alternate help was needed. Thankfully, the firm got their ideas from the Japanese firm Hinata, which provided some technology to help the company develop its own vehicles.

Thus, the first Hanseung-branded vehicle, the E-segment Saturn was born in 1974.

The original Saturn was available in inline-4 and V6 engines, ranging from 1.8 to 2.4 liters. Automatic and manual transmissions are also available, but the first gen is only available in a single sedan form - estate versions are non-existent until the second gen.

In 1976 the first exports of the sedan, as well as the Venus compact and Neptune mid-size which came shortly after, were initiated to Europe with modest sales. But the chairman of the group hoped that the company sells cars in the largest market of that time, America. So, the company seeked help with Hessenburg again, for some reason, but this time the German automaker agreed with the plan.

2 years later, the facelifted version of the Saturn was launched. And this is the vehicle where imports to the country started, via Hessenburg dealerships.

Like any other Hanseungs back then, it was not a good seller, its kinda boring, and reports of the car’s unreliability were everywhere. However, this doesn’t stop the firm from continuing selling vehicles, which eventually made Hanseung selling cars directly, without help, in 1980.

The model shown here is the top-of-the-line model, the 2400SE-L V6. This model is painted with yellow and equipped with an optional 3-speed automatic transmission (4-speed manuals were the standard back then), and with some options including a cloth sunroof and a premium 8-track sound system.

Of course, to comply to the American standards at that time some modifications were made, including the 2.4 liter V6 engine, which had to be detuned from 141 hp to 133 hp due to all those modifications. Besides that, the international model’s square headlights were replaced with dual round headlights (which was used on the pre-facelift model), and some other mods were also imposed to make the vehicle more America-friendly.

Sales of the Saturn were eventually be modest at best, and a replacement arrived in the year 1980 with America getting it a year after.

The original Saturn is kind of rare these days, and because of its low impact, not too much people remember or even know anything about the vehicle’s existence. It may remain hidden, but the vehicle isn’t really going to be forgotten, as some collectors got these vehicles, like this one in yellow, as part of their collection.


10 Likes

@AndiD and @Knugcab reminded me that yeah, I’m a derp and didn’t read through everything I wrote. There are requirements. I have updated the Round 3 requirements to include emissions, cats, and safety.

1 Like

A nitpick: CM is Hetvesian, not Swedish.

What about bodies with integrated bumpers? Do they need to have 5 mph bumpers tacked on to them as well?

If the bumper on the car is already a 5 mph kind, I would think not. Mine already has a bumper on the car and I didn’t need to put anything on top of it to make it legal.

Also, I saw that the entry from @interior isn’t shown on the results despite he has already posted in the challenge (or does he haven’t sent the file yet?) : Cult of Personality ][ : The Boogaloo [LORE][RD 3 SUBMISSIONS]
Just a reminder.

I would agree with this. Also, in real life, the C3 Corvette adopted integrated 5-mph front bumpers as early as 1973 (before gaining an equivalent rear bumper the following year), and still had them by 1979. Just to be sure, does the body shown below (which I am thinking of using) count as having integrated bumpers, or does it still need extra 5-mph bumpers tacked on at both ends anyway for compliance’s sake?

Last but not least:

We are no longer in the first round - in fact, the current one is the third (of five) - so this particular requirement should be waived going forward.

1974-79 IP RUGGER



(I made an ad. I forgot to save. I won’t do another one)

In 1974 IP released its fourth (or fifth, if you count the “Lily Rugger” based on the first generation Lily) generation of their Rugger pickup truck. Already with the previous generation the panel van and station wagon was gone, leaving the pickup truck as the only choice. It had a pretty conventional setup for a minitruck, with a ladder frame underneath, independent front suspension, leaf sprung solid rear axle and rear wheel drive. Engine choices were an 1.5 litre and an 1.8 litre inline four, and there was a choice between 3 speed auto and 4 speed manual. Later on, a 2 litre inline four and a 2 litre diesel inline four joined the lineup. Options the first years included things like front disc brakes, radial tyres and 2-tone paint. Later on, disc brakes and radials became standard equipment.

The fourth generation Rugger was built until 1979, when the fifth generation took over, now offering multiple alternatives like an extended cab and four wheel drive.

(Interesting facts: To get around the chicken tax, IP started building all their commercial vehicles for the american market in the Hillstrom plant in Mobile, Alabama, starting in 1972. It was a joint-venture with Hillstrom, which also resulted in a version of the Rugger with slightly different front sheetmetal being sold as the “Hillstrom Gnome”. All of this went on until 1990, when a failed fusion between the two companies resulted in a very infected situation, leading to IP withdrawing ftom the joint venture altogether. After that production of the Rugger for the American market was moved to the IP plant in Hermosillo, Mexico.)

8 Likes

1975 ARMOR CRICKET

AMC, Chevrolet, and Ford all beat Armor Motors to the punch when they unveiled their new sub-compacts in 1971 (the Gremlin actually came out in 1970). While the first generation Cricket became the obvious favorite after its release in mid-1971 (if only by default; quality problems and fear of exploding plagued the Vega and Pinto, while the Gremlin’s engine was inefficient), Armor was livid that they had let the other American manufacturers beat them at their own game. They vowed they wouldn’t let that happen next time.

So, Armor engineers started work on the next generation Cricket as soon as the original car hit the showrooms. Seeing the potential in the Simca 1204, they decided to reverse-engineer their own version, utilizing the new SOHC 4-cylinder they just developed.

The new front-drive Cricket arrived just in time to kick off the 1975 model year. Styling was conservative, and the car combined roominess with fuel efficiency and reliability. It was everything the AMC Pacer was supposed to be, and since Armor Motors had been smarter with their money by focusing on smaller cars (AMC was still trying in vein to compete in the full-size market with their Ambassador), they had been able to realize their vision. After no less than TWO oil embargos, perhaps Americans were ready for change as well.

10 Likes

I did send the file, i think i got binned for the glass covering on the lights.

2 Likes