Epoch Industries - lore and model lineup thread (1867 onwards)

[machalel]

- - - - - - - - - - - 1967 - - - - - - - - - - -

The first half of 1967 passed with not even a hint of what was about to be released by Epoch. They had dropped hints in the years leading up to this that they would release something exciting, but no matter how hard journalists and industry pried, there was absolute silence from the company this year. Then, in October, at the British International Motor Show at Earls Court, London, the Epoch stand featured nothing but a sleek and sporty shape hidden by a black sheet. The contours of the car underneath was like no other Epoch ever released before, and hinted at something truly special. When the time was ripe, the CEO of Epoch held a small presentation (although the audience was anything but small) and went through the history of the brand. Each of the models that they had produced was discussed before coming to a conclusion about where the company stood that day. Announced as a birthday present to itself, the CEO stepped forward and pulled the sheet off the car and announced the Epoch Artemus 3000, limited to only 200 produced and, much to everyone’s surprise, to be sold for cost-price at $1,487 ($11,153 adjusted)

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Whilst there was no shortage of praise to be heaped upon the Artemus for its looks and road presence, it was also a very capable sports car underneath as well. With a mid-mounted 2996cc (183cui) 60-degree OHC V8 (tweaked version of the M20 V8), fed by a single 4-barrel carb and featuring a tubular exhaust manifold, the focus of the car was unquestionable. Peak power was quoted as 129kW (178HP) at 6400rpm, which was not amazing on paper compared to many other sports car offerings (especially those from the US), but achieved this with Epoch’s signature guarantee on quality and reliability foremost. The car was also designed and built to be light and nimble, with this being both Epoch’s first recorded use of a monocoque chassis on a production car and first recorded use of double-wishbone suspension front and rear, meaning that its conservative power output was utilised to its full potential when driving this sub-1100kg (2425lbs) machine. All of this combined to give the Artemus 3000 a 0-100 time of just under 7.3 seconds and a top speed of 200km/h (124mi/h). Most people saw the car and the performance figures and assumed that it would be an uncomfortable track-focused vehicle, or an uncompromising and challenging car to drive, but this was not true at all. Epoch had not sacrificed everything in the pursuit of performance, but rather had attempted to deliver a complete package that could be used as a pure sports car, but also to cruise about in a reasonably relaxed manner. The interior of the Artemus was trimmed in quality materials and contained features and comforts that would not be out of place in a premium sedan, as well as offering a radio as standard.

[Fayeding_Spray]

I like everything on this but the front. It looks so off. It makes it look much older than 1967, too. Like some odd concept car from the late 50s, early 60s

[machalel]

It’s their first time designing a real proper sports car, and most of Epoch’s designs are a bit dated anyway, so it fits the lore.

Completely nothing to do with me not being able to wrangle the front of this body into looking how I wanted it to…

[machalel]

- - - - - - - - - - - 1968 - - - - - - - - - - -

1968 was another year of consolidation for Epoch, this time unfortunately unplanned. Whilst the company had managed to get their finances back in order, and had completed an efficiency assessment of their production facilities, the time and effort spent getting the Artemus 3000 out the door meant that the focus had been taken off the R&D efforts that were going to deliver revised models.

[machalel]

- - - - - - - - - - - 1969 - - - - - - - - - - -

Epoch was still lagging behind in the development stakes for 1969, with the M30 being discontinued due to a decline in already underperforming sales. Something that did get released, however, was a vehicle out of left field that nobody was expecting. Epoch executives had noticed that sales of the M10 were still peaking in the UK and Europe, however over in the USA they had dropped considerably. Upon closer analysis, it was determined that the car was viewed as being too small, even for a budget entry model, and thus the Epoch M10 Maxi was born. This car replaced the M10 in the US market, whilst being sold alongside the ‘regular’ M10 in UK and European markets, and was sold in three trims: The A1500 Sedan for $1,157 ($7,902 adjusted), A1500s Sports Sedan for $1,195 ($8,156 adjusted), and B1500 Wagon for $1,173 ($8,005 adjusted).

The A1500 and B1500 were both powered by a reworked version of the standard M10 A1500 engine, but with less of a focus on economy due to the cheaper fuel costs, resulting in an output of 44.2kW (59HP) and 108.3Nm (80ft lbs) compared to the standard M10 A1500 results of 37.7kW (50.5HP) and 103Nm (76ft lbs). This was offset, however, by an increase in weight, leaving the 0-100 performance figures worse off by about 1 second.

The A1500s was sold as the Maxi variant of the M10 A1600s, featuring a version of the base engine that was pushed harder to deliver a surprising 60kW (80HP) and 110Nm (81ft lbs). This allowed the heavier Maxi to post a respectable 0-100 figure of 13.7 seconds, whilst not sacrificing a large amount of comfort or economy. All three vehicles found a reasonable measure of success, and still maintain a cult following amongst automotive enthusiasts.

[machalel]

- - - - - - - - - - - 1970 - - - - - - - - - - -

It had been 12 years since the M40 was first released, and whilst the model had undergone two facelifts (in 1961 and 1963), it was getting very old-in-the-tooth. For 1970, Epoch uncovered a new replacement, based upon the previous year’s M10 Maxi chassis, released as the Epoch M40 Atlas 2300. Utilising an upgraded and oversized variant of the previous M40 engine, the M40 Atlas now boasted a 2290cc (140cui) inline 4 that output 63.5kW (85HP) and 158.5Nm (117ft lbs), allowing a 0-100 time of only 11.8 seconds. Developments in suspension design and manufacturing, along with increased chassis stiffness and durability, meant that the 1970 M40 Atlas could carry a load of over 2250kg (4860lbs), an amazing achievement for a car that weighed less than 1000kg (2200lbs). All that being said, this M40 was definitely more utilitarian and basic than any of the previous variants, and whilst it was an amazing commercial success it never the less alienated those who had previously used the M40 as a dual use every-day car / utility vehicle with its price of $1,334 ($8648 adjusted).

[machalel]

- - - - - - - - - - - 1971 - - - - - - - - - - -

Epoch had been researching the market for quite a while now, with the intent of avoiding a repeat of the 1963 economic failure that was the M30 3.3. Realising that their prior offering was behind the times to begin with, and then failing to execute the idea with any consideration of market demand, both the designers and engineers had been wracking their collective brains for many years. Eventually there emerged two camps who’s opinions divided the organisation, with one group arguing for a downsize in engine capacity and a reduction in ‘luxury’, whilst the other argued for keeping the larger engine and better equipped interior but sacrificing quality and reliability.

Eventually the second camp won out, and the 1971 Epoch M30 Regalis was born; a move that would later be described “as if the executive of the company, looking at the failure of the previous model, turned to the market and said ‘you think that was something? Just wait and hold my beer…’ before committing probably the worst decision the company had ever followed through with.”

The M30 Regalis was a monstrosity of American proportions, featuring slightly ungainly styling, awkward chrome trim, and an overbearing presence. Under the hood was a gargantuan 5491cc (335cui) inline 6 that somehow only produced 126kW (169HP) at 4400rpm, although did manage an impressive 378Nm (279ft lbs) of torque. The engine was surprisingly quiet and smooth, however, which allowed passengers to fully appreciate the luxurious interior and beautifully designed radio system. Once up to speed on a highway, the M30 Regalis came into its own, where the combination of pillowy suspension, torquey engine, solid construction, and hydraulic steering meant that the car felt like it could cruise for days.

Whilst the comfort, safety, and practicality were exponentially better than previous offerings, the driving dynamics were woeful due to its massive 1714kg (3779lbs) kerb weight, solid rear axle, and soft suspension. With a purchase cost of $2,673 ($16,604 adjusted), sales were minimal in the UK and disastrous in Europe, with only the American market posting anything close to a profit.

In case the M30 Regalis wasn’t enough of a money pit for Epoch, the US branch of the company managed to convince the head office that Epoch needed its own Muscle Car in the M30 Regalis Rex. As there was no existing engine in the Epoch stable that was deemed suitable, Epoch US received approval to develop the first US designed and built engine to go with it. Unfortunately for Epoch Head Office, but fortunately for the few buyers who managed to get their hands on one, the approval paperwork contained mistakes that were not picked up until work was almost complete in developing the new engine. In a comedy of errors, a transcription mistake in the capacity meant that whilst Epoch Head Office had thought they were approving development of a reasonable powerplant of up to 4200cc (256cui) capacity, they had actually specified a capacity of 526cui (8619cc). To make matters worse, the approval was written in a way that this capacity was to be exact (rather than a maximum), and instead of mandating a maximum fuel usage figure in US MPG they had specified an exact figure in UK MPG. Investigations into this matter after-the-fact did alleviate some of the blame from the US arm of the company, as they did go back to Epoch Head Office to question these mistakes, however again there had been a breakdown of communication and the mistaken directions were confirmed as correct rather than be checked properly.

Development of the engine was fraught with challenges, as it was almost twice as large as any previous Epoch engine, and the US engineers and technicians were not experienced in engine design from scratch. Eventually, Epoch USA bought a handful of other V8 powered cars to pull apart and try to reverse engineer, such as the Pontiac GTO, PMI Usurper Scud Sabre, Dodge Dart, Everette Bellevue, and Ford Thunderbird, and even a Bogliq Maverick Enthuse! In addition to this, several leading engineers were brought in as consultants and experts to assist in specific areas where Epoch needed help, such as engine cooling and forge works, as the company did not want to lose Epoch’s reputation for reliability. All of this combined to make the development of this a very expensive endeavour, although the finished product was a very competent engine. The production engine eventually came in at 8619cc (526cui), with performance figures of 270kW (362HP) at 4500rpm, and 634.5Nm (468ft lbs) at 2400rpm, all whilst being unleaded-fuel compatible.

The finished package was a mixed bag, as whilst the engine was a gem (albeit rough around the edges), the base chassis and suspension was obviously rushed and corners had been cut to lower costs after the budget blowout on the powerplant. Where the standard M30 Regalis was disappointing and wallowed badly on the road, the M30 Regalis Rex was downright unpredictable and dangerous, and whilst the engineers had tweaked the 3-speed automatic gearbox to achieve the fuel economy target, when combined with the monstrous engine, allowed the M30 Regalis Rex to reach a theoretical top speed of 233 km/h (145 mi/h) and dispatch the 0-100km/h sprint in 7.1 seconds.

Whilst the development and sale of the vehicle has been used in university and business courses as a textbook case of commercial failure and project mismanagement, the car itself sold in more numbers than people would otherwise think, partially helped by its eventual cost price of $2,710 ($16,832 adjusted).

[machalel]

- - - - - - - - - - - 1972 - - - - - - - - - - -

An emergency update was made in 1971 to the Regalis in order to address mass criticism of its appalling fuel economy (known as the Regalis 1.5 Gen). The engine was reworked and retuned properly, as the prior effort had been uncovered by many owners to be suboptimal and lazy, with engineers managing to retain very similar power and torque figures whilst bettering the fuel economy by almost 10%. In addition to this, the suspension was revamped to give a more predictable and reliable handling (although it was still very vague and insulated). Similar rework was also put into the Regalis Rex, with a similar 10% decrease in fuel usage, whilst maintaining the same performance figures.

[machalel]

- - - - - - - - - - - 1973 - - - - - - - - - - -

1973 saw Epoch re-release a version of the Artemus as the Epoch Artemus 3000 Mk2 with some minor updates, this time world-wide. Where the previous model sold in 1967 was restricted to 200 examples in right-hand-drive only, this time it was offered in both right- and left-hand-drive, with 2000 built of each variant. Whilst only small changes were made to the exterior (new, more aerodynamic headlights, for example), the engine and suspension setup was improved and modernised. This allowed the new Artemus 3000 to handle a lot more predictably, give a much more usable power band, ensure it was unleaded fuel compatible, and return a more reasonable 16.8L/100kms (down from the previous 23L/100kms). The performance figures were either matched or exceeded, although the final cost increased from $1,487 to $2,132 ($12,102 adjusted).

[machalel]

- - - - - - - - - - - 1974 - - - - - - - - - - -

It had been ten years since the last M20 was released, and although it was one of the more successful models that Epoch had in its stable, it had definitely become outclassed in the market. For 1974, Epoch revealed the fruits of several years of prototyping and design studies, in the Epoch M20 Falconeer. This vehicle was quite a bit smaller than the older M20, and the bodyshape was now offered in both a coupe and a fastback.

The two standard models on offer were the Falconeer GL4 (coupe) and the Falconeer SL4 (fastback). The GL4 was the more comfortable and plush offering, featuring a distinguished interior with all the extras you would expect in a premium family car, including a quality radio system with two speakers. Powered by a redesigned and refined version of the M40 engine through an automatic 3-speed, the GL4 could perform the 0-100 sprint in 15.4 seconds, and featured a top speed of 155km/h (96 mi/h). Power was only rated at 64kW (86HP), mainly due to need to be compatible with unleaded fuel, but the vehicle was lighter than the previous generation, which helped soften the performance hit. Fuel economy had improved to 11.6L/100km (20.3MPG), and the car eventually costed $1,836 ($9,367 adjusted).

The Falconeer SL4 presented a much more sporty focus than the GL4, with only a spartan interior and basic radio system on offer. Whereas the GL4 could comfortably seat five, the SL4 offered four seats and manual transmission only. Again, this car was powered by a revised version of the M40 engine, however power had been raised to 72kW (97HP) and the car weighed almost 50kg (110lbs) less than the GL4, leading to an improved 0-100 time of 10.5 seconds. The suspension setup was much more performance focused and the car offered slightly larger wheels and brakes. All of this combined with a cost of only $1,669 ($8,515 adjusted) meant that the SL4 was the choice for many budding car enthusiasts.

Atop both of the GL4 and SL4 was the Halo model, the Epoch M20 Falconeer v8 GT. Featuring a revised version of the classic M20 v8 engine, the GT was without a doubt Epoch’s pony car contender. The 2797cc (171cui) v8 was relatively tiny compared to some of the competition, however, the 115kw (154HP) output combined with a kerb weigh of about 1020kg (2249lbs) meant that the GT could hold its own in the performance stakes, with a 0-100 time of only 8.3 seconds and blistering cornering speeds. Whilst this sort of car would normally be out of the price range that the majority of people would consider, Epoch managed to get the cost of the Falconeer GT down to an amazingly low $1,887 ($9631 adjusted), making it one of the cheapest performance cars on the market.

[machalel]

- - - - - - - - - - - 1975 - - - - - - - - - - -
For 1975, minor updates to some cars within the Epoch range were released, mainly to remain compliant with new safety standards. In addition to this, requirements in some countries meant that engines needed to be updated in order to be compatible with unleaded fuel. Some cars were affected more than others, but it was a decision that was made to ensure ongoing sales and was utilised by marketing as another positive for the brand.

Cars updated:
M10 Maxi range (except the A1500s)
M40 Atlas

[machalel]

- - - - - - - - - - - 1976 - - - - - - - - - - -
In 1976, the M10 Maxi A1500s was released with similar updates to those in 1975.

[machalel]

- - - - - - - - - - - 1977 - - - - - - - - - - -
1977 saw a refresh to the regular M10 range, with updates to each variant. The model was still selling reasonably well, so only minor changes were made to help keep it up to date.

Both he A1500 and B1500 Trayback saw a 10% increase in power, and the 0-100km/h time drop by 1.5 seconds. Fuel economy improved by about half a litre for each trim.

The A1600s delivered the same power and torque figures as the previous model, however peak torque had been dropped by 1000rpm, leading to a 0-100km/h performance improvement of 0.6 seconds and a much more tractable engine.

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Also released in 1977, in order to celebrate Epoch’s 110th Birthday, came a special edition of the Falconeer. Based upon the ‘standard’ v8 GT package, the Engineers at Epoch Motorsports Division tweaked and tuned almost every aspect of the vehicle to create the ultimate expression of the M20 line - the Epoch M20 Falconeer GT8. Highlights included the 3.0L v8 engine (descendant from the Artemus 3000), sport tuned suspension, 5-speed manual gearbox, larger brakes, a race-proven aerodynamic package, exclusive “Burnt Orange” paint and decals, and a premium sports interior. All of this didn’t come cheap, with the Falconeer GT8 costing $3,585 ($14,934 adjusted), almost twice the price of the Falconeer v8 GT.

What the GT8 did bring to the table, however, was well worth the investment. The 3.0L v8 in the GT8 was rated at 134kW (180HP) at 6400rpm, and 215Nm (156ft lbs) at 5600rpm, making it a sprightly and strong performer. The car was lightweight, weighing in at about 1080kg (2380lbs), and with the factory sports tyres the GT8 could get up to 100kmh/h from a stand-still in only a touch over 7 seconds. This was no stripped-out racer however, with the interior featuring all four bucket seats trimmed in leather, an 8-track entertainment system with stereo speakers, and generous storage areas.

[machalel]

- - - - - - - - - - - 1978 - - - - - - - - - - -
Designed to be Epoch’s “World Car”, the M30 Augustus 27 was released internationally in 1979. It was obvious from the styling that America was the main target market, however the Augustus ended up being a compromise in almost every aspect, with the exception of passenger comfort and safety. Whilst the interior fitout was fairly standard for its day, the Augustus featured several innovative and class-leading safety features such as 3-point seatbelts for all passengers, front passenger and driver airbags, and anti-intrusion bars. The car’s engine, a 2694cc (164cui) straight-6, put out 77.5kW (103HP) at 5400rpm and 182Nm (134lbf.ft) at 2900rpm. When combined with the 4-speed automatic gearbox, the Augustus 27 could reach 100km/h in just under 13 seconds, and topped out at 158km/h (98mi/h). Pricing for the Augustus 27 came in at $2,768 ($10,697 adjusted, 0% markup).

Alongside the standard car, was the “sports” model, the Augustus 27 Rex. Based upon the same platform and engine, Epoch’s engineers managed to wring out more power to the tune of 115kW (154HP) at 6100rpm and 203Nm (150lbf.ft) at 4000rpm. This improvement was somewhat dampened by the more luxurious and well equipped interior, however performance still improved to demonstrate a 0-100km/h time of 9.6 seconds, with a top speed of 175km/h (109mi/h). All this came at a premium of around 20% extra cost.

[machalel]

- - - - - - - - - - - 1979 - - - - - - - - - - -
A special edition of the M30 was released in 1979, as the Epoch Augustus 27 Rex Turbo. Available only in a coupe bodystyle (albeit with 5 full-size seats), this car was powered by a turbocharged variant of the same 2.7L engine, which allowed an increased in output to 130kW (174HP) and 258Nm (190lbf.ft). Tweaks were made to almost every part of the car, with a upgraded gearbox, unique alloy wheels and larger tyres, larger wheel flares, rebalanced brakes, sports suspension, a new rear wing, and a prominent intake scoop on the bonnet. The 0-100km/h performance time was reduced down to 8.6 seconds, and lateral handling was now reasonably compeditive. All of these improvements came with an increased cost however, and the final price for this special edition ended up being $3,732 ($12,953 adjusted, 0% markup), a fair increase on even the ‘regular’ Rex.

[machalel]

- - - - - - - - - - - 1980 - - - - - - - - - - -
It had been 15 years since the last proper update of the Epoch M10 was released, which reflects its success in finding and keeping a market niche. Thus, when Epoch announced a new replacement model was to be released in 1980, people were both excited and wary. Throughout the 1970’s, Epoch had only either released refreshes of old models, or had released fundamentally flawed vehicles (with the exception of the M20 Falconeer), and after the disaster that was the M30 Augustus 27, even die-hard Epoch fans were starting to have second thoughts.

There was much anticipation at the reveal, however, much to everyone’s surprise, once the covers were taken off, the design of the new Epoch M10 A13 looked much like the old version, although surprisingly was now offered in a front-wheel drive layout. The similarities were such that it could be taken as a simple refresh, rather than a completely new car that shared no mechanical components with the model it was replacing whatsoever. Whilst most industry reviewers and critics were less than complimentary about the looks, and the fact it was the wrong sort of combination between conservatism and progressive design, consumers in the market didn’t seem to mind.

Of course, market acceptance was definitely helped by improvements to the model all round. Starting with the engine, the new M10 A13 was now powered by a brand new fuel-injected 1300cc three-cylinder, making it the first fuel-injected car for Epoch. Running on regular 91 octane fuel, the engine was good for 41kW (55HP) and 88Nm (65lbf.ft), which allowed this 725kg (1598lbs) car to accelerate up to 100km/h in just over 15 seconds whilst still returning fuel economy figures of around 7.5L/100kms (31MPG) at a recommended 80km/h cruise speed.

Again Epoch also offered a utility variant, the Epoch B13 Trayback, which varied slightly in specifications from the A13. Both power and torque were actually reduced, down to 37kW (50HP) at 85Nm (63lbf.ft) respectively, however peak torque was delivered much lower in the rpm range and the torque curve was much flatter, as was more suitable for this kind of vehicle. Load rating had dropped dramatically from the previous model, from over 1000kg down to 575kg, which was due to the combination of stress-cracking being an issue in previous models, and the create a larger market delineation between the B13 and the M40 utility model.

Costs for the A13 and B13 were now $2,514 ($7,688 adjusted) and $2,229 ($6,817 adjusted) respectively, making them an amazing value proposition.

[machalel]

- - - - - - - - - - - 1981 - - - - - - - - - - -
At the start of 1981, Epoch finally released the sports variant of the M10 model to the world, the Epoch M10 A14s. Featuring alloy wheels, flared arches, sports brakes, close-ratio gearbox, sports suspension, and the traditional “Bahama Yellow” and black paint scheme, the A14s definitely looked the part. The engine was based upon the fuel-injected unit in the A13, bored out to 1400cc (85cui), and was tuned for a more sporty and lively driving style. Output figures were increased to 55kW (74HP) and 96Nm (71lbf.ft), which led to a significant performance improvement, and dropped the 0-100km/h time down to 11.6 seconds. The price for this vehicle was still quite reasonable, coming in at $2,862 ($7,935 adjusted), making it a very popular option for those looking for a cheap fun car.

[machalel]

- - - - - - - - - - - 1982 - - - - - - - - - - -
To everyone’s surprise, in the year following the release of the A14s, it was announced that a special more sporty version of the M10 was to go on sale to the public. The Epoch M10 A14 Super S was revealed, featuring a high-compression engine, limited-slip differential, sports tyres, hood scoop, front and rear spoiler, lightweight 2-seat interior, and sports suspension. Power was increases substantially to 67kW (90HP), and over 30kg of weight was shaved, leading to a 690kg (1521lbs)mass. This helped push the A14 Super S into sports-car territory, completing 0-100km/h in about 9.5 seconds, and with such little mass, it became a giant-killer around any tight track. All of this did come at a cost, with minimal comfort, drastically worse fuel economy, and a price increase of $3,393 ($8,861 adjusted).

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Also announced in 1982 was a replacement to the M30. Initially only released in the UK and Europe[1], the new Epoch M30 2.4 was worlds apart from the previous Augustus 27. Where the outgoing model was awkward and sluggish, the new M30 was refined and responsive, and the market reacted accordingly. Within the first two years of sales, the new M30 had outsold the old Augustus completely!

The new M30 came in three trim levels: two sedans (the “2.4 Executive” and the “2.4 Sport”), and one estate/wagon (the “2.4 Super Sport”). These were initially only offered with a 91-Octane compatible 2398cc (146cui) four-cylinder running Single-Point Electronic Fuel Injection, delivering power through a state-of-the-art 4-speed automatic. These changes made this model the first of the M30 lineage to abandon the traditional straight-six. Whilst this meant that in the base 2.4 Executive trim both power and torque had dropped slightly from the old model, down to 71kW (95HP) and 158Nm (116lbf.ft) respectively, both fuel efficiency and reliability were ahead. The car itself was also much lighter and more rigid that the outgoing model, allowing it to obtain similar straight-line performance figures, and much better handling.

[1] The USA wouldn’t receive the new M30 2.4 until 1984, and even then the M30 Augustus would continue to be sold in parallel until 1986.

The 2.4 Sport trim focused more on performance, as the name would suggest, and upped the engine output over the 2.4 Executive model to 88kW (118HP) and 164Nm (121lbf.ft). Whilst this model was not as fast as the Augustus 27 Rex in either acceleration or top speed, it was far more controllable, comfortable, reliable, and responsive. In testing on the famous “Automation Test Track”, the M30 2.4 Sport was able to definitively beat the Augustus 27 Rex’s record lap time by about 2 seconds, demonstrating how much the car had improved.

The third trim was the 2.4 Super Sport, which interestingly was only available in an estate/wagon body style. This variant featured an even more powerful version of the 2.4L engine, with published figures of 104kW (135HP) of power and peak torque of 168Nm (124lbf.ft). Whilst the combination of a range-topping sports variant engine and an estate body may seem unusual, this car became one of the most sought after of the M30 models in years to come, especially in Europe. Performance figures for this trim were quite reasonable for a wagon, with a 0-100km/h time of 11.5 seconds, and a lap of the “Automation Test Track” faster than the regular 2.4 Sport trim.

A final variant was revealed in late 1982 as a special edition, released as the M30 Six Sport, featuring a 5-speed manual and a revised 2395cc (146cui) version of the straight-six out of the Augustus 27, albeit with EFI, high-compression, and running on 95 Octane fuel. Also featuring a limited-slip differential, larger tyres, an exclusive bodykit, and premium interior fitout, the M30 Six Sport was an imposing and impressive car. Performance was a jump over both the 2.4 Sport and the 2.4 Super Sport, taking only 9.2 seconds to reach 100km/h, and topping out at 190km/h (118mi/h).

The M30 Six Sport was also used as a base for a racing variant that was offered for sale and taken up by quite a few privateer racing teams due to its good balance and light weight when stripped out of its interior finery.

Price for these vehicles was kept reasonable, with the various trims costing:
M30 2.4 Executive: $4,488 ($11,721 adjusted)
M30 2.4 Sport: $4,075 ($10,638 adjusted)
M30 2.4 Super Sport: $4,307 ($11,247 adjusted)
M30 Six Sport: $5,294 ($13,825 adjusted)
M30 Six Sport Race: $POA

[machalel]

- - - - - - - - - - - 1983 - - - - - - - - - - -

1983 saw a new version of the Epoch M20 Falconeer, revised and updated for the 80’s. A priority was made by Epoch at the start of the replacement M20 program to investigate and engineer lightness into the vehicle, in order to both improve performance (straight-line and handling) as well as economy. The goal for the Falconeer was to achieve a weight of under 1000kg (2204lbs) without sacrificing too much interior space, comfort, and engine size; a goal that the Epoch engineers managed to attain, with a base-model weight of 985kg (2172lbs). Featuring a fresh design, completely reworked interior, and the same engine as found in the heavier M30 2.4, the Falconeer was a sprightly and thoroughly modern vehicle for the new era of Epoch.

As per the M30, the M20 Falconeer initially came in three trim levels. The base model Falconeer GL4 featured a 4-speed automatic, mated to a 1999cc (122cui) variant of the M382 four-cylinder engine, which drastically improved performance over the old model it replaced. The 0-100km/h time reduced from 15.4 seconds to 13.3 seconds, whilst returning even better fuel economy figures. Advances in computer aided design and manufacturing meant that the costs for this vehicle could also be reduced, leading to a final figure of $3,442 ($8724 adjusted).

Similarly to the prior model, the Falconeer SL4 was more sports-focused than the GL4. Featuring a more sporty variant of the same engine (displacing 2398cc (146cui), with the tune as found in the M30 2.4 Sport) and a stiffer suspension setup, the SL4 was a much better driver’s car. The 0-100 dash was improved over the GL4 (down to 10 seconds flat), and the handling and braking was a lot more sharp, dynamic and predictable. This variant also featured a slightly nicer interior, and optional sun-roof, which also contributed to the increased cost of $3,789 ($9604 adjusted).

Finally, the range-topping model was found in the Falconeer GT6 (a replacement for the v8 GT). Unfortunately, due to increases in scrutiny around vehicle emissions, fuel economy, and crash standards, the v8 engine wasn’t able to be continued for this model. Whilst many fans were obviously disappointed, Epoch allayed their fears with a brand-new 2894cc (177cui) v6 engine that produced 110kW (148HP) and 210Nm (155ft lbs), and was much more reliable and efficient. The interior was not forgotten about, and carried on the tradition of providing more features and trimmings than you would expect in this sort of car, with a premium look and feel throughout. Interestingly, however, the sun-roof was removed as an option from the GT6 in order to ensure superior chassis stiffness. The beefed-up transmission did, however, mean that the car was a strict 4-seater, but when combined with the new engine allowed the GT6 to rocket up to 100km/h in 7.9 seconds - faster than even the previous GT8 special edition. Whilst the new engine increased the cost of the vehicle somewhat, Epoch was able to use the same efficiency of production with the GT6 as they did with the lesser models, meaning that the cost of this car was only $4,342 ($11,005 adjusted).

[machalel]

- - - - - - - - - - - 1984 - - - - - - - - - - -

The last of the M40 models had been discontinued and sold out years ago, and thus Epoch was left languishing without a utility-type vehicle. This gap was remedied, however, in 1984 with a brand new Epoch M40 line that came in a variety of trims. Buoyed by the success with all of their recent models, Epoch set out to reclaim this market, and thus the M40 was built from the ground-up to be competitive and competent in multiple markets. Whilst the prior M40 cars had been compromised by trying to cater to multiple markets with a single trim, the new 1984 M40 came in a variety of body shapes and trims in order to capture market share in a range of areas.

The first, and closest replacement to prior offerings, was the Epoch M40 Vanette. Featuring a much more car-like and aerodynamic body, the M40 Vanette was much more popular with buyers than the prior M40 Atlas. The old inline 4 was replaced by a brand-new 2185cc (133cui) v6 engine, with 74kW (99HP) and 150Nm (111ft lbs) on offer, creating a more flexible and forgiving experience. Whilst straight-line performance was down compared to the M40 Atlas, the M40 Vanette was completely superior in terms of handling, predictability, comfort, and general usability. Epoch attempted to keep costs reasonable, but with a final figure of $3,714 ($9,025 adjusted), it was slightly more expensive than expected.

Joining the Vanette in the line-up was the Epoch M40 Standard, essentially identical to the Vanette, but fitted with a utility-tray rather than a van-style rear end. This was the most successful out of the M40 range; attaining a reputation for being a capable, tough. and reliable little workhouse in every country it was sold. The lower cost for this model definitely helped with it popularity, with final figures of $3,509 ($8,526 adjusted).

The third variation of the M40 was actually designed to be a 5-seater commuter car for export to third-world markets. This model, the Epoch M40 Liftback shared the same base chassis and suspension lay ut as the other M40 models, it was fitted with a model-specific 4-speed manual gearbox, however, along with modified suspension settings. The engine was also swapped out for a 1796cc (110cui) inline 4-cylinder that produced 66kW (89HP) and 136Nm (100ft lbs), but was much more fuel efficient. The car was less focused on utility, and more on drivability and lowering the cost, which ended up at $3,270 ($7,947 adjusted).