(sees the pink and immediately thinks of Pepto)
4 Likes
http://discourse.automationgame.com/t/ip-automotive-ltd-1974-ip-rugger-brochure/37225/22
Also, if it does help spicing things up, I added some more lore in form of the 1974 brochure.
(Probably early version with misprint, should read “over half a metric tonne”, not “over a metric tonne” 
)
2 Likes
A week (minus 5 hours) left in the submission period.
I can almost guarantee this week I will not be so prompt on delivering reviews. I’ve got a failed crown and impending root canal (that won’t even be done for another week, hooray Pandemic)… so I’m not exactly on top of my game right now.
6 Likes
MY77 Keystone C1700 Savant
The new for 1977 4th gen was designed to ensure Keystone could maintain marketshare for as little financial outlay as possible!
Ever since it’s debut in 1949, Keystone has always marketed the C platform of cars as a budget friendly family car. A marketing position which makes more sense in the Commonwealth vs the USA. So the fourth generation model was not going to buck the trend, with the car being sold nearly worldwide (except the Eastern Bloc countries and eastern Asia), having a simple spec list and carry-over engine to keep costs down.
The 4th gen C series was powered by either a 1400 or 1700cc “Surrey” engine with a special “Savant” moniker reserved for the models fitted with the optional “Hurricane Injection System” (similar to a Bosch Jetronic system). The C1700 with the Savant option were the only model offered in North America and were available in three trim levels:
(Base) - Stripped model. Had a radio, a heater, crank windows, full vinyl seating, and that’s about it.
DL - Adds carpeting and an electric rear window defroster
GL - Adds a clock, cloth seating, and passenger side mirror
These trim levels were available over three seperate body styles; two door coupe, four door sedan and five door wagon (the 3 door hatchback was a European exclusive). The car was expected to sell well to families who couldn’t afford a bigger car, but it was hoped the C1700 would also sell to wealthier families who wanted a second car for the wife or a cheap commuter for the husband. Either way, the C1700 Savant was positioned to be a low cost, high volume best seller for Keystone; hopefully the buying public would come to the same conclusion!
8 Likes
1976 Mara Hussar V8 ‘Coupe’
In 1975, Maxsim Bricklov found himself in a strange position - it was not just him requesting yet another yearly contingent of Mara cars to import to NA. Instead, he was asked to take a lot off their hands and out of Archana.
What happened? Boldened by the Irena’s success domestic and abroad, and spurred on by state apparatchiks officials who have had their taste of more than automotive austerity, Mara had been tasked with developing a car a size and performance class above the Irena.
The resulting Kavaler (‘knight’) had gone on sale in Archana in 1975 in 4-door sedan (2.5l I4 and 4L V8) and 2-door sedan (officially called coupe, V8 only) form, but public market demand especially for the larger V8 models was quite low, once all the pre and state orders were fulfilled. Production therefore exceeded demand and Mara was looking for ways to make the cars vanish from their lots.
Not the most enviable position Mara and their early Kavalers found themselves in in the mid-1970s
Feeling that this was an offer he could not refuse if he wanted to keep his export/import gig going, Maxsim reluctantly agreed after all, and got ready to prepare the Kavaler for a MY 1976 offering in NA. A new name for NA was quickly found - Hussar - so that they could keep the horseman badge on the car.
No change needed on the rear for a change
Apart from that this meant, of course, installing a catalytic converter, larger bumpers and sidemarkers, and the Hussars even received an 8-track player as standard. At least the rear light clusters already included proper dual reverse lights this time…
With all the changes going on in the NA car market, Maxsim was curious himself how the Hussar’s initial and long-term reception of the market to its newest surprise addition would be…
Car thread: Mara Motors Company Thread (now up to date till 2000) - #3 by AndiD
8 Likes
The 1979 Wells 500.
All new from the ground up.
More comfort, More style, and a better ride as ever.
In a new package that’s just for you. Excellence has never been better.
Who said downsizing had to be painful?
We just made it a no-brainer.
Drive the new 500 and you’ll see,
it’s STILL one of the best ways to get from point A to B.
5 Likes
Cyanide Motors 1977 Spaniel
CM Spaniel B100
Spaniel was by many considered the flagship of Cyanide Motors, if only due to the fact that the company’s first car was a Spaniel, released in 1946. The hisotry of 1977 model would be an interesting one. Not only was it influenced by a shift in automotive industries and growing concerns about emissions and fuel economy, it would also turn out to be the last car designed by Henry Cyanide - one of the two original founders of Cyanide Motors - before his passing away in 1978. There were plans to release a special limited edition of the Spaniel to comemorate that sad event, but they were stopped by John Cyanide, unwilling to use his brother’s death as a marketing tool.
Since 1946 the Spaniels were traditionally using boxer engines, and it was no different in case of 1977 model. The B100, considered the standard trim, would be powered by a 2.8L Boxer-6, giving it a bit more grunt than the average sedan of the time. With growing enviromental concerns and increasingly strict emission regulations, Cyanide Motors would spent a lot of time and money over the 1970s on development of fuel injection systems and the 1977 Spaniel would be offered with fuel injection only, no carburated engine option available. Over the course of production, modifications would be introduced to comply with stricter and stricter regulations of various countries, which would gradually rob the Spaniel of its spark, making the original production models more sought after on the used car market than the later variants.
Apart from the B100 sedan, Spaniel was offered as a coupe or wagon.
Engine
CM-1977 E-1 M281
- Capacity: 2.8L
- Power: 145hp @ 5800RPM
- Cylinders: 6
- Valve train: 12-valve SOHC
The presented version is a Spaniel B100 =sedan of the original production series (before modifications) in the American market version, with larger bumpers and rear markers.
5 Likes
sorry to be really, really nitpicky but on the Roadsport the company is Cross, the car is the King Pike II. King is another company that assisted in the production of the Roadsport. I understand the confusion with a name the size of mainland Asia though. :]
1978 SHIDLEY VIOLET
“Shelsey Walsh GT180”
During the fuel crises years, Shidley’s signature V8 powered GT cars/sports saloons temporarily went out of fashion due to poor fuel economy, and their smaller fuel-saving offerings were way too small for the US public. To try and gain more ground in the US, they took their small saloon platform, available in europe as a 2 door coupe, 4 door sedan, or hatchback of 3 of 5 door variety, and readied it for the USDM market. Instead of the sleek grille with 2 square lights on either end, the lights were replaced by 2 round units and a “premium” styled grille in the middle. The sculpted chrome bumper bars were replaced by large plastic parts. Engine wise, not much changed except the addition of the larger 2.4 and the removal of the basic 1.6 from europe. The Shelsey
Walsh version used the almost brand new SOHC 1.8L i4. Strangely, all though this was the sportiest model available, it traded the extra power of the 2.4 for better weight distribution and a higher revving experience. In europe, this trim featured a ferocious DOHC 1.6L engine and stiff racing suspension. This USDM edition was reduced to basically an appearance package, with slightly tuned suspension. it still retained comfortable progressive springs and a fairly tame engine tune. This definitely helped the fuel economy and the versatile “GT on a budget” driving experience, however it did take the performance down a bit.
6 Likes
Neko Maniki Targa
Neko is a japanese vehicle manufactor starting first in the late 1890’s with building bikes, over trains and then building cars, motorbikes and trucks. In the earlier days the company focuses more on smaller cars and small commercial trucks.
The Maniki is the most exclusive and sportiest car Neko has to offer. Its always has been a Halo car and a testbed more future tech. The Maniki is the only car in the brand which never switched from a alphabetic name to a alpha-numeric one
The 1978 Neko Maniki is the gradfarther of all other Maniki’s. This Alu-bodied Mono Coupe features a 2.2l mech injected Inline 6. The transverse mounted engine sits right behind the driver and produces 162hp and pushes this targa to a top speed of over 230km/h.
6 Likes
Approximately 39 hours remaining for Round 3 submissions.
5 Likes
Ah, the 1970s…a time when America took a hit with the oil crisis. Franklin Marshall saw some success with their “bread and butter” models (Street, HiWay & to some extent, the Horizon). This was mainly down to producing quality stable cars that didn’t drink fuel like most US born cars. In 1975 they brought out a brand new model of the Cerberus, the first since Marshall took a controlling interest in Franklin. The new model boasted a 2.6 V6, but this time, it was turbocharged. It was also relatively frugal and could get upto 40mpg (imp).
5 Likes
Dixiecar’s attempts to avoid downsizing their flagship station wagon, the Levitown, lead to them attempting to push the name upmarket in an attempt to compete in the luxury car market, hoping that those with plenty of cash to spare wouldn’t care about fuel economy.
9 Likes
Hey! Welcome back @nerd! And you’ve come back entering Cult of Personality II with the same company you entered Cult of Personality Ver. 1 with! 
Three cheers everyone for nerd is back in town!
Hip, hip…
7 Likes
Round 3 Instabin
1972 Sandhurst Louisianno RT 290 - Trim year not within the allowed range
Round 3 Reviews
1975 Armor Cricket
The Oil Crisis was certainly a nightmare for American manufacturers. Their world changed overnight, and for the most part they were unprepared. Big and thirsty was out, and small and frugal was in.
Armor was’s entirely caught out in this, having released the original Cricket in 1971. They then went to pen a second generation of the model. It wasn’t a bad concept on paper, with fuel economy in the 20’s and an available automatic transmission and power steering. Unfortunately, problems with the 2.2 liter motor, poor timing to market, and increasing pressure from import competitors left Armor in a predicament.
The Cricket sold relatively well, owing much to brand loyalty. But its poor reliability was, to to speak, a chink in the Armor. Many were abandoned, parted out, or rusted out over the years. Only a small percentage are left on the road, and their draw and following seems to mostly be limited to those whose family members owned one at one point. I would imagine, however, that showing up at car show in one would draw quite a bit of attention away from more mainstream collector cars.
Scores in: Counter Culture - Spiritual Classics
1978 Bricksley Grand Sorcerer Pressurized
The Energy Crisis brought Bricksley down to earth, at least in the aspect that gluing together a pair of straight-sixes was a bit of a faux pas. They did become one of the first manufacturers to utilize turbocharging to their advancing, in the form of the still-freaking-Titanic 464 cubic inch (again, not a typo) TURBOCHARGED six in the Grand Sorcerer “Pressurized” model.
“Oh God, that must have breathed fire!”
Well, compared to other large mills of the day, yeah, somewhat. But everyone was in conservation mode, and gone were the days of the 300+ horsepower V8 (at least for now). Also, the Grand Sorcerer was about the size of an Essex-class carrier, so even with the 256 horses under the hood, it was only BARELY able to get to 60 in under 10 seconds.
True, original Pressurized models are hard to find, and absolute collectors items these days. You’re certain to find one at just about any large car show these days. But try this on for size; ever seen the Pressurized 464 doing a tractor pull? Yeah, some people have repurposed a few of those motors for that purpose, just for grins.
Scores in: Mainstream Culture - Classic Cars, Counter Culture - Motor Sport
1974 IP Rugger 1800
Not all manufacturers struggled during the Malaise period, especially early on. Mamayan automaker IP was in the right place at the right time with the Rugger 1800 pickup. And they saw their North American sales, at least on this model, sharply rise.
The Rugger had a half-ton rating, but only 90 horsepower. Not unusual for import pickups in the day; they could work all day long, but it might also take all day to get the work done. But besides its ability to work, the Rugger 1800 had two incredibly important features: its low price tag, and its excellent fuel efficiency.
Yeah, there were pockets of the US that wouldn’t readily accept a small import truck in those days, but they were incredibly popular in coastal areas and parts of the upper Midwest.
Now, in the late 80’s and early 90’s, something interesting happened with old Ruggers. For a number of years, they became fixtures at dirt short tracks, where many of them were raced and flogged to death. Then, due to their simple construction, they were rebuilt and the process done all over again. There’s a certain stock car champion from the early 2000’s whose first ride when he was 16 was a Rugger that he and his Uncle dragged out of a field and rebuilt.
The dirt track run-what-you-brung craze died out eventually due to regulations and shifting focuses to other classes of cars, but IP Ruggers are no less loved today than back then. No less crusty, no less patina, no fewer holes in their beds.
Scores in: Counter Culture - Jalopy Culture, Counter Culture - Motor Sport
1979 Madison Ballista 350 GT
- The effective end of the muscle car. 1979. Rebirth and redirection, at least for Madison.
Between horrific gas prices and new regulation, the Madison Trebuchet was effectively dead. But that didn’t mean that Madison was going to give up on their performance image altogether. It may have taken them 5 years to revive it, but when they did, it was worth the wait. The '79 Ballista was an unapologetic grand tourer-style sports car. 350 cubic inches (with a whopping 205 horsepower) and a 5-speed manual in the top-trim GT model, a lighter platform, and revised suspension helped bring Madison’s image to new heights. A 6.7 second 60 MPH run was quite respectable for the time, as was the 156 MPH top speed.
It was, and still is, the premier large sports car for the era. For the refined driver who doesn’t like bashing their knees on their teeth every time they shift. If you’re ever interested in hearing what they sounded like “back in the day”, go to any vintage race event. You’re guaranteed to see at least a few taking to the track, carving up curves the way Madison originally intended.
Scores in: Mainstream Culture - Hot Rods and Sports Cars, Mainstream Culture - Retro Motor Sports
1975 Lumbaxo Tornado 5.8L
Definition of adding insult to injury: A recession immediately after the Oil Crisis. Victim of this: Lumbaxo.
While it’s true that a lot of luxury car buyers can afford to continue buying expensive models and fueling them, even in bad times, such tumult can often shake loose those who are stretching their budgets somewhat to reach for the golden apple. In late 1974, Lumbaxo was still cranking out Tornadoes like crazy, with the expectation that they would sell a million. Those sales, not surprisingly, didn’t materialize, and Lumbaxo was forced to cut back sharply on production. This did not help the recession at all.
The Tornado 5.8L was a fine vehicle. It was enormous, its plush pillowed leather seats were opulet, and it even had an amazing stereo-phonograph system. Twin camshafts and 4 valves per cylinder helped it breathe and lower emissions. It also scared off some potential buyers for being too complicated. But the far bigger crush to its sales aspirations was the pressure exerted on the car industry as a whole during the mid-70’s, to which Lumbaxo seemed to be somewhat blind.
It’s not SUPER hard to find a resotrable Tornado, though engine and suspension parts are definitely hard to source these days. These ultra-cushy cruisers still dazzle at shows, perhaps exuding more prestige now after their sunset than during their clouded, hazy noon.
Meta note on the above review: Your lore said they sold a million in '75. Cadillac didn’t sell a million cars in '75. Not even close.
Scores in: Mainstream Culture - Classic Cars
1978 Hanseung Saturn 2400SE-L V6 Auto
They say that timing is everything. In 1978, South Korean automaker Hanseung decided to throw their hat into the North American market with the Saturn. And their timing was… not fantastic. It wasn’t disastrous, either, but the market wasn’t quite ready.
There are those that might argue that the American economy was fine in periods of the late 70’s, but the reality was that the overall health was not particularly hot at any point past October 1973. And while it was true that consumers were clamoring for efficient imports, they would not find it in the Hanseung Saturn. Instead, they’d find a mid-size car (classified larger in other countries) with tepid performance, a shockingly high price tag, and a thist almost on par with a Quezon Laguna Super Eagle.
So why are there still some running around? Well, ever seen your typical Hanseung Saturn driver? At this point, they’re old enough their keys should be taken away. There’s a good chance that this was their first car, and by some of their attitudes, it’s going to be the car they’re buried in. But then your non-typical Hanseung owner understands a little something else about the car. Strip away its fuel economy. Strip away its lackluster engine and transmission. The car itself is FANTASTIC. It is smooth, comfortable, and suprisingly beautifully designed. Honestly, a car worth saving, and a car that probably would have fared better at almost any other time in history.
Scores in: Counter Culture - Classics, Counter Culture - Jalopy Culture
1976 Ryuji Shisa 1100 CAEE
Ryuji’s fortunes only continued to rise post-Oil Crisis. Their cars were among the popular models Americans bought as they ditched their old gas hogs. The 1976 Shisa 1100 added depth to Ryuji’s lineup, and a new possibility for driveways.
This little 3-door hatchback was actually an enlarged version of their successful home-market Kei car, with an engine more suitable for wide open North American roads. It was a tiny 1.1 liter affair that put out just 51 horsepower, but it met Federal regulations without the need for a catalytic converter, at a time when few others could say the same of their own mills.
As a commuter car or a second car for a family, the Shisa was brilliant. It was capable, surprisingly well planted for a subcompact, and even bordered on “fun to drive.” It was expensive for a small car, but long-term owners could easily make up the difference with massive fuel savings, as it returned a remarkable 32 miles per gallon in the city, and nearly 50 on the highway. (Don’t try this with more than one person in the car, and it helps to have a tail wind.)
It’s a car that many GenX-ers and even Xennials grew up in, and some of them pine for the days of their parents’ simple, reliable, cheap-to-fuel little tin cans. As interest in Malaise-era cars has picked up recently, this has been on the radar of collectors. Finding them in restorable condition is difficult, owing to the large numbers lost to wear and corrosion over the intervening decades.
Scores in: Counter Culture - Classics, Counter Culture - Spiritual Classics
1974 Bazard Lad
While Hanseung and Armor were victims of poor timing, Bazard was set up for a potential windfall due to excellent timing. With their '74 Lad debuting only a few months before the Oil Crisis, the car existed (at least peripherally) in the consciousness of North American buyers during the initial shock, and there were plenty on dealer lots at first to handle the crush of buyers. After the initial shock wore off, however, Bazard had a rather difficult time attracting buyers.
Let’s ignore for a moment the Pepto Pink with Whitewalls model you see before you. There were plenty of other color choices available. Bazard’s failing with the Lad was that it was too much of a sacrifice from the opulence that Americans were used to. A meager 35 horsepower was difficult to swallow. A 24+ second 0-60 time was flat out dangerous for highway merging. The pop-up jump seats in the rear were a joke for anyone over the age of 6 to sit in. And while the front seats felt like a nice, comfortable wingback chair in a living room, the driving experience was about as thrilling as sitting in your living room.
Bazard eventually sold enough of them to more or less recoup their investment in the project, but the model ended up being the butt of jokes in movies and stand-up routines throughout the 80’s and early 90’s. Thousands sat rotting until the early 2000’s, when they started being exported to Cuba (via Mexico, for legal reasons). Destitute populations don’t care about image, and something dirt cheap that gets the job done is just what the Comrade ordered.
Scores in: Counter Culture - Spiritual Classics, Counter Culture - Import/Export
1979 Schnell L4 Mk1 Sport 8v
In a time period marked by much chaos, uncertainty, and jockeying for position, Schnell seemed to be an aberration. They had a steady course, often flying under the radar of both the automotive press and the general public.
It might seem odd, then, that so many L4 Sports were sold in the late 70’s and early 80’s. Then again, in a way it makes perfect sense. Early Schnell owners would have been turning in their cars and looking for something new. The L4 Sport was a dependable company from a steady company. Fresh design and solid mechanical underpinnings laid the foundation for a somewhat understated generation of cars. Yeah, 87 horsepower and front-wheel drive didn’t make a thrilling driver’s car. It was, however, a reasonably priced, comfortable, competent car with good looks. It ended up, over the run of this generation, being the companion of hundreds of thousands of families.
Over time, the L4 Sport became a symbol of pride for many owners. The philosophy for how they share that pride seems to differ. Some elect to leave their cars in a “natural” state, clothed in patina and perfumed with leaky carburetor. Others scour the globe for new old stock or near perfect parts, bringing their decades-old ride to showroom masterpiece condition.
Scores in: Mainstream Culture - Classic Cars, Counter Culture - Jalopy Culture
1975 Monterenzio Rana 305NA
The post-Embargo marketplace was like a magnet to any foreign company that had a small car. It seemed that anything that got better than 20 miles per gallon could sell, no matter what it was or where it came from. Monterenzio was one of these companies, packing up Rana compacts in Italy and unloading them in Eastern harbors from Savannah to Halifax. From there, these little cars made it… not very far.
It wasn’t an issue with consumer tastes. Certainly, there were enough consumers close to where the cars landed willing to part with the modest outlay that Monterenzio asked that they were quickly snapped up. No, the problem was just that; they were quickly snapped up, and Monterrenzio couldn’t provide enough Ranas after the initial surge. By 1977, once production was able to be ramped up sufficiently, reports had come out about the Rana’s poor safety record, and the fickle American consumer had moved on to other offerings.
From a value standpoint, the Rana 305NA was pretty good. It offered a reasonable level of features, good driving dynamics for a compact FWD, and a surprising amount of pep. Some pickier buyers might have scoffed at the 3-speed manual being outdated, but it was well-matched to the car.
All of these are why the Rana became, in retrospect, one of the better autocross contenders to come out of the 70’s. If you wanted one to run on the course, you can still find them. You just might have to argue with a French-Canadian farmer to get him to part with his.
Scores in: Counter Culture - Spiritual Classics, Counter Culture - Motor Sport
1975 Cabrera Trubia GT
(Meta note on the image: There was a fixture used that is missing from my collection that caused a huge tear/hole in the hood when I opened the car. So you get Pikachu.)
Ah yes, the time the Spaniards triggered a movement that nearly ended up in Congressional legislation.
OK, that may be a bit of an exaggeration, but there were a good number of folks, mostly muscle car fanatics and sports car owners, who took issue with a car badged as a “GT” that made less power than a Keystone C-series. And, as the grain of truth to every good tale, there was actually a letter written by one Mr. Lanier of Los Angeles to his congressman, asking if there was any way that Congress could make a law saying it was illegal to use “GT” on any car with less than a hundred horsepower. To his credit, after laughing for what we guess was probably a week straight, the congressman framed the letter and never pursued it any further.
This was neither the first time nor the last time in history where a reliable, efficient vehicle has become the target of hatred and vitriol, only to be begrudgingly (and tersely) acknowledged as “good” in the ensuing years. If you think we’re referring to the Beerus Hybrid, you’re right. Unlike the Beerus, it actually IS certifiably “god awfully slow” with a 17.5 second 60 mile trip, and a top speed of 89. Thank goodnes we were over our desire for speed in the mid 70’s, right? Right? Guys?
We digress. The Cabrera Trubia was brought to the table by the same school of thought as most of the rest of the import flood: sip fuel, be reliable, gain a foothold. The Trubia ended up doing the first two very admirably, but they never gained a foothold. Exchange rates, export costs, corporate holdover fees, you name it. If it could jack up the price, the Trubia GT was a victim of it. While on paper it could have competed with the Monterenzio Rana and Keystone C-series, it was considerably more expensive than both, and buyers in general failed to find the value in it.
Those who did lay out the extra money for the Trubia GT (or bought them second hand) may just have had the last laugh. Quarter-million mile Trubias are not only not unheard of, they’re fairly common. And remember, this is from the 70’s, when 100,000 miles was considered the final milestone, and time to send a car to the junkyard.
Scores in: Counter Culture - Jalopy Culture
1977 Quezon Laguna Super Eagle 427
The Quezon Laguna Super Eagle 427. It came out 9 years too early. No, not because it would have been a cool 80’s car. It’s far more abstract than that. The Super Eagle’s theme song didn’t come out until 1986.
Yeah, go on, keep looking at me funny. But if you think about it, in a dark way, Crowded House’s “Don’t Dream It’s Over” basically sums up the late-bloomer muscle car. After everyone else had shut down and backed off from the giant mills spitting out 300 or 400 HP, Quezon marches across the Pacific and drops what can only be defined as the quintessential Malaise muscle car on our collective doorstep.
And it was everything that we wanted. We think. It was menacing. It had a V8. It had… 185 horsepower. I mean, that was good… for the time. An absolute far cry from where the segment stood a decade earlier, but also a far cry from what constituted a “muscle car” at some other manufactuers.
The Laguna Super Eagle got much unwarranted hate from enthusiasts and the press, and it’s taken the better portion of 40 years for us to understand that Quezon actually did the best they could given the strict restrictions and without the modern technology we now have to solve the problem.
That’s why this enthusiast, at least, truly appreciates seeing one in the wild, or at a show.
Scores in: Mainstream Culture - Muscle/Pony Cars
9 Likes
1977 Mara Hussar Coupe
It was inevitable. At some point, Maksim Bricklov had to sell something with a V8 in North America. And you know what? SCREW HIM. Because it was actually GOOD.
What’s that, you say? Yeah, I said it. Good. Not great, so don’t get your hackles up.
For such a cheap, third-world import, the Mara Hussar had some quite impressive features. Things that would be expected on much more expensive cars, like air conditioning, power windows, and an in-dash clock. It came with power steering, but you could tell corners were cut with a cheap radio and even cheaper speakers that sounded like they were made out of tissue paper.
Under the hood, that uh, beastly? V8 engine displaced 4 liters, and put out a yawn inducing yet not insignificant 112 horsepower. It could more or less give the Wells 500 a run for its money on the track, and definitely beat both the hit to the wallet and the feeling of the seats.
Of course, it was still a Mara, and most people wouldn’t want to be caught dead in it. Those who do, do so ironically. Either those who will polish the old turds and hope they can park next to a nice, shiny Bricksley, or yank the rattly 4 liter and LS it. Because hooning. Either sounds like a good time, if for nothing more than to make other peoples’ eyeballs twitch.
Scores in: Counter Culture - Classics, Mainstream Culture - Hot Rods and Sports Cars
1977 Keystone C1700 DL Savant
Perpetually cash-strapped Keystone headed into the late 70’s looking for a model that would provide more stability and nurture brand loyalty that had eluded them so far. The new-for-77 C-series looked to be exactly what the executives’ doctors ordered.
Inexpensive, efficient, with generous cargo room, the C-series ticked all of the boxes for many buyers, and Keystone saw a sales influx they had not seen in a long time. There wasn’t much revolutionary about the C-series, save for coupling the Hurricane fuel-injection system that first premered on the B-series Savant two years earlier with a 5-speed manual gearbox. Still, North American sales of the C1700 Savant exceeded a quarter million by the time Reagan took office, a blistering new pace for Keystone.
Reviews in the press were positive, and public reception was warm. So why did the C-series fade into obscurity until recently? Possibly because what made it special, its low cost and reliability, lost their significance as time went on and economic conditions got better. Possibly because the inflow of cash into Keystone’s coffers allowed them to develop and launch much more prominent models in the future. Yet when the focus of collectors started to turn towards Malaise, memories of family trips in a bygone era came back for many who grew up in these cars.
Even when they show up at car shows, they’re mostly forgotten. But for those who know, the heart definitely skips a beat. Even if we don’t always show it.
Scores in: Counter Culture - Jalopy Culture, Counter Culture - Spiritual Classics
1977 CM Spaniel B100
For every fire, there is a spark. If the fire is the sports sedan, the spark has to be the CM Spaniel B100.
In an era of lifeless cars, CM had the audacity to make a comfortable, posh sedan and make it do 0-60 in under 10 seconds. They had the gall to give it a 5-speed transmission and dynamics that made the heart race.
And it was greeted initially with contempt. Too expensive. Too complex. Too foreign. But slowly, over time, buyers looking for something… ANYTHING… other than the same old American Anethesia Barge, would find the CM Spaniel to be a breath of fresh air. And thus, slowly and year over year, their sales would rise. A new breed of car and a new type of car owner were born.
Enter the Automotive Yuppie.
So yeah, screw you too, CM Spaniel. We really didn’t need THEM. But we love you so, so much. You were truly the first sports sedan worth a damn. And you played with our hearts.
Scores in: Mainstream Culture - Hot Rods and Sports Cars
1979 Wells 500
Speaking of everything antiseptic, Wells redesigned their 500 for 1979. We’d like to say that it was dated, but it really wasn’t. We’d like to say it was anemic, but it wasn’t the worst offender. We’d like to say it felt like driving a sofa… well, ok, that part is accurate. It was a decently comfortable one at that, not one of those build-your-own meatball couches.
This car is basically the embodiment of the Malaise Era American car, with the exception of its weird 5-cylinder engine. When things aren’t working, innovate, right? Innovation can only save you if you get it right. While Wells marginally increased their fuel economy, it wasn’t by much.
In hindsight, the 5-cylinder engine is probably the only reason the 500 didn’t fade into obscurity. Instead, it’s embedded, albeit as a faint recollection, in the collective memory of enthusiasts as this odd curiosity. Hey, we all need a little weird now and then for us to appreciate the universe right?
Scores in: Counter Culture - Classics
1978 Shidley Violet GT180 “Shelsey Walsh”
Far from the “traditional” definition of a “British Sports Car”, the Shidley Violet GT180 was brought to the US to plug the displacement gap left by Shidley backing off their V8 motivation post-crisis. Any sales that could be stolen from the Keystone Q-series would be icing on the cake for Shidley.
Shidley made it everything that they promised: light, nimble, powerful enough to be fun. It wasn’t particularly hard on the wallet, either. It did have two seats in the rear, accepatable for small children in an era before child seats were mandated. Truly, it could be a budget “family” sports car. Sales were reasonably good… for a British sports car, in any case. Reliability problems put a damper on its viability as a family car, unfortunately.
Still, it is one of the more intriguing “sports” cars of the era, if nothing more than for its uniqueness in the context of the era. To solidify its pedigree, Shidley “Shelsey Walshes” (Walshii?) take part in vintage races every year, showing their continued strength, even after more than 40 years.
Scores in: Mainstream Culture - Retro Motor Sports, Mainstream Culture - Hot Rods and Sports Cars
1978 Neko Maneki Targa
This car. This car, as a poster, hung up in the rooms of so many children and teenagers (and sometimes even adults), all throughout the 80’s. This was the dream car of so many. It looked so fast, even standing still.
It was pretty fast on the road, as well. 8.5 seconds to 60, able to hit 144, all from a naturally aspirated 2.3 liter straight six. Sure, the insurance companies and federal government kept bitching about how it should be safer. But it met the regulations. It was legal. Everything else was just the big middle finger of freedom, jutted in the air through the wide open t-tops. Imported from Japan, but still…
They were not imported in huge numbers. The early years saw major attrition as their reckless owners put them just about everwhere but the road. But starting in the late 80’s, there was a concerted effort on the part of remaining owners to keep them running, registered, and clean. The cost to keep a Neko Maneki on the road for over 40 years in pristine condition must be… well, an owner probably could have bought a house instead. It’s not about that. It’s about the passion. Passion in carnate. Just look at it, and feel it.
Scores in: Mainstream Culture - Hot Rods and Sports Cars, Mainstream Culture - Classic Cars
1975 FM Cerberus
Speaking of poster children, the '75 FM Cerberus was another one. One whose long, sloping rear hid the mid-mounted 2.6 liter turbo V6 that catapulted the Cerberus down the road.
It was an even more extreme sports car, bordering on exotic. Most definitely an upscale car, aimed at the tastes of affluent buyers who, despite being in the midst of an economic downturn, still wanted to flaunt their wealth. People who could afford the frankly outrageous cost of keeping a mid-engine car on the road in a world full of massive front engine bays. It was for people who wanted to look the owners of a Madison Ballista in the eyes and say “I’m better than you.”
It was a car that would pass anything, except a mechanic’s bay. Oh, boy that early turbo system was a nightmare. It gave Ballista owners plenty of fuel to fire back, as they at least “wouldn’t be scraped off the road by a tow truck.”
The years have changed but the times have not for the FM Cerberus. Current owners of these classic sports cars are just as rich and arrogant as they always were, Madison Trebuchet owners still hate them, and Mara Hussar drivers still try to find them at shows to park next to them.
Scores in: Mainstream Culture - Hot Rods and Sports Cars
1976 Dixiecar Levitown 519
The cliche of “growing up in the back of a big American station wagon” is probably more true of GenX’ers than their younger counterparts. Most of them were born while pushrod V8 iron was still being made, when jump seats were the de facto standard on battleship-sized wagons, and during an era when “eh, kids bounce” was a valid school of thought with respect to automotive collisions. Between that and having to huff all that exhaust from the exhaust leaks way in the back, well, that explains a lot of our damage. It’s not our fault, so go easy on us.
It can be difficult explaining to someone how absolutely thrilling it was to sit way in the back of one of these, being able to slip out of your seatbelt without your parents noticing (or in many cases caring), making faces at other cars, and pretty much shitting a brick squealing when a semi got too close to the tail gate. It was the best of times, it was the worst of times, all balled up in the vast expanse of the interior. It’s something that I’d love to replicate in a drive with my friends in some sort of classic. But I can never replicate the feeling, mostly because I’m now tall and jaded.
I still get that sensation, a flash of carefree memories, every time I see a Dixiecar Levitown wagon. That was what my cousin’s family owned, and I spent a lot of time with them as a kid. That rumbly 519 cubic inch V8… I had no idea that it was an endangered species. I didn’t know that even stricter fuel regs in a few years would push the price of V8 wagon beasts to beyond reasonable, and precipitate yet another round of reengineering and downsizing. I wouldn’t have cared even if I had known, because all that was important was getting to the lake for swimming and fishing.
It’s exciting to see a running, driving Levitown. So imagine my fascination last month when I ran across an absolutely gorgeous modernized twist on one. It had an Ardent Scorpius V8, very tasteful lowering, a slight roof chop, and a subtle yet wild ghost flame job. Now there’s a wagon I could reminisce about, without constantly smelling unburned unleaded.
Scores in: Mainstream Culture - RestoMod, Counter Culture - Spiritual Classics
Round 3 Rankings
Mainstream Culture - Muscle/Pony Cars
1977 Quezon Laguna Super Eagle 427
Mainstream Culture - Classic Cars
1978 Bricksley Grand Sorcerer Pressurized
1978 Neko Maneki Targa
1975 Lumbaxo Tornado 5.8L
1979 Schnell L4 Mk1 Sport 8v
Mainstream Culture - Hot Rods and Sports Cars
1975 FM Cerberus
1979 Madison Ballista 350 GT
1978 Neko Maneki Targa
1977 CM Spaniel B100
1978 Shidley Violet GT180 “Shelsey Walsh”
1976 Mara Hussar Coupe
Mainstream Culture - Retro Motor Sports
1979 Madison Ballista 350 GT
1978 Shidley Violet GT180 “Shelsey Walsh”
Mainstream Culture - RestoMod
1976 Dixiecar Levitown 519
Counter Culture - Spiritual Classics
1976 Ryuji Shisa 1100 CAEE
1976 Dixiecar Levitown 519
1977 Keystone C1700 DL Savant
1975 Armor Cricket
1975 Monterenzio Rana 305NA
1974 Bazard Lad
Counter Culture - Motor Sport
1978 Bricksley Grand Sorcerer Pressurized
1975 Monterenzio Rana 305NA
1974 IP Rugger 1800
Counter Culture - Classics
1979 Wells 500
1978 Hanseung Saturn 2400SE-L V6 Auto
1976 Mara Hussar Coupe
1976 Ryuji Shisa 1100 CAEE
Counter Culture - Import/Export
1974 Bazard Lad
Counter Culture - Jalopy Culture
1975 Cabrera Trubia GT
1977 Keystone C1700 DL Savant
1974 IP Rugger 1800
1979 Schnell L4 Mk1 Sport 8v
1978 Hanseung Saturn 2400SE-L V6 Auto
10 Likes
Round 4 - Digging the Trench - 1980-1986
Optimists say that the Malaise is behind us, but most agree that the early 80’s aren’t going to be much better. Technological improvements look to reverse some of the design issues brought on by smog regulations, but these introduce their own potential pitfalls. Still it’s a time to dig in and work hard to bring the auto industry into a new era. It’s time for an icon to be born. Will it be of your design?
Requirements for ALL Entries:
Model trim year: Trim year may not be earlier than 1980 or later than 1986.
Engine variant year: Variant year may not be later than 1986 or the model trim year, whichever is earlier.
Regulations for North American Compliance:
Fuel: Unleaded (universal), Premium Unleaded (uncommon until 1984)
Emissions, passenger car: Catalytic converter required. Max engine emissions of 2500.
Emissions, truck, SUV, or van: Catalytic converter required. Max engine emissions of 3500.
Bumpers: 5 MPH bumpers required (large chrome or plastic bumpers that protrude significantly from the bodywork, or small integrated bumpers starting around 1985)
Safety, passenger car: Minimum 35
Safety, truck, SUV, or van: Minimum 30
Front lights and fixtures: At least one pair of headlights is required. For 1980-1982 these must 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 for 1980-1982, though pop-up lights are allowed. Starting in 1983, “Euro-style” lights (covered with glass or plastic, and shapes and sizes other than rectangles and rounds) are allowed. One pair of parking lights required. These may be any size/shape, and starting in 1983 may be integrated to a Euro-style light housing.
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. Only reverse lights and optional reflectors 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. 1986 only: There must be a Center High Mount Stop Lamp (a red lamp in the center of the car, usually placed at the top or bottom of the rear glass, but must be placed higher than the main brake lights)
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. 1986 only: Driver and passenger side required.
Aerials: Long mast or retractable antenna required if car has a radio.
Fuel fillers: Fuel filler door must be on a quarter panel on the opposite end of the car from the engine.
Tires: No semi-slicks
File Naming Convention:
Model: COP2R4-(username) Trim: (MFR Model Trim)
Engine: COP2R4-(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 4 deadline: Thursday August 19, 11:00 AM PST (UTC-7)
10 Likes
With regards to the Spaniel’s review:
I have no idea what an Automotive Yuppie is but I guess that part of review was… a good thing? 
https://en.wikipedia.org/wiki/Yuppie
No. No it is not. Lol… they were about the most obnoxious thing in the 80’s.
2 Likes
What, then, is exactly meant by this? Does that mean that cars with a trim year of 1985 or 1986 no longer need large bumpers tacked on if the body they use has integrated bumpers? And if integrated bumpers are being used, then what other changes must be made to simulate them?
I take that to mean that Euro headlights can have glass/plastic covers, any shape/size other than rectangular/circular, or both.
Does it count if the Center High Mount Stop Lamp is integrated into a rear wing/spoiler fixture, or below the rear glass but above the main brake lights?
Anyway, I already have something ready to go for this round, and would be happy to submit it as-is unless I am told otherwise.