Well its been a month since my last design. Time to get this rolling again. First off, a bit of history.
1967:
A tumultuous year for the United States. Race riots rampaged across the nation as the civil rights movement hit its climax. Gender boundaries were smashed as more women joined the workforce and ran in the Boston Marathon for the first time ever, effecting anything but peaceful protest from traditionalists. NASA suffered a major setback on its goal to put men on the Moon before 1970 after Apollo 1 caught fire on the launch pad killing all three of its crew. And the Vietnam War raged on at its absolute worst with President Lyndon Johnson sending yet more troops into a war that was already lost. The turmoil struck C Fenton Trunt Company as well.
Apart from the strikes and riots, the company underwent a drastic reorganization to stave off anti-trust lawsuits over the diversity of its businesses. It began spinning off certain divisions (same as GM at the time) and restructured the hierarchy into a holding company scheme. C Fenton Trunt Company was renamed to its modern-day name, Fenton Holdings Limited, and the Fenton Motorcars division was forked into the Fenton Division and the Everette Division, giving more brand autonomy. The Machine and Tool Division was turned into subsidiary CFTool & Die; and its Repair and Parts Services division was turned into subsidiary Trunt Repair & Parts.
All this is just a long way of saying, this is why its now called FHL.
1968:
Murmurs and whispers in Detroit suggested Ford and GM were finally taking wind of the imports and were getting set to fight back. FHL’s own business analysts were taking note of the foothold that overseas makes like Volkswagen, Honda, Toyota, and Datsun were gaining. Thus, in order to stay competitive not just with the Big Three but also the imports, FHL set to work developing their own subcompact to be sold under the Everette brand. This was the origin of…
The 1971 Everette Twisp
The Twisp was FHL / Everette’s answer to the imports as well as the Ford Pinto, Chevrolet Vega, and AMC Gremlin. Same as AMC had done with the Gremlin, the Twisp was not a clean sheet design. This was because of FHL’s lack of the shear resources of Ford or GM coupled with the fact that they had just released the brand new S Body platform in 1968 at the beginning of the Twisp’s development. Instead, the new “T Body” was derived from FHL’s hugely successful E Body. It was essentially an E Body with about 23 cm (9 inches) cut out of the wheelbase. Most of the shortening came out of the front end in order to keep the passenger compartment roomy which created a problem for mounting a power plant; the Fenton straight-6 engine was too long to fit and a V8 engine was nowhere near economical enough as well as somewhat heavy and overpowered for such a small car. Because of the aforementioned monetary restrictions, developing a brand new engine was too risky of an endeavor and so Everette had to get creative.
The solution was to adapt an engine via literally hacking and slashing. One proposal was for an inline-4 derived from the straight-6 but the straight-6 was still in production so this would require new tooling. This was less preferable compared to the second option of creating a rather unconventional (and nearly unheard of in the US at the time) V6 engine from the old gen-1 4.0L (244 cubic inch) small block V8, which had been out of production for several years and its tooling sitting about unused. The second option was used and the Fenton 90’ V6 was born of an old 4.0L V8 with two cylinders chopped out. This engine would later prove invaluable .
The Twisp retained the E Body’s default FWD configuration but used struts in the front rather than double A-arms in order to save space and weight. It rode on 13-inch wheels and was FHL’s first car to use radial tires which helped significantly with handling and fuel economy. With the new 3.0L (183 cubic inch) V6 producing 112 hp and a 4 speed manual gearbox, the Twisp was able to achieve 24 MPG combined and 28 MPG highway, on par with the Chevy Vega and Ford Pinto and a damn sight better than other American cars of the era.
On the interior, the Twisp was spartan but roomy being able to reasonably seat four adults. It offered simple cloth seats, rubber floor mats, and zero frills plastic trim pieces which although austere was noted for being utilitarian and hard to ruin. The Twisp gained a good reputation as a commuter car and solid low dollar buy.
(1975 model seen here with the downsized 2.6L engine (159 cubic inch) due to US emissions regulations and the 1973 oil crisis)
The Twisp came in several unique colors:
- Sunflower Yellow
- Electric Lime
- Firebird Orange
As well as FHL’s standard gloss red, white, and black. It was also notable as Everette’s first car to use the R / SR / GSR badging scheme. The base model was the Twisp R6 - for “Road, 6-cylinder” - and the upgraded trim was called the Twisp SR6 - for “Sport & Road, 6-cylinder” - which came with upgraded interior and a cammed 3.0L V6 which produced 136 hp. The final trim was the GSR6 - for “Grand Sport & Road, 6-cylinder” - which added the option roof / hood stripes and mag wheels as standard, and 4 wheel disc brakes (the default was front disc / rear drum).
(1975 refresh)
In its first two years, the Twisp was hugely successful and sold 412,000 units which prompted FHL and Everette the further invest in the car’s development. A pony car version called the TSR (Trans-american Sport & Road) was made for the 1973 model year that was RWD with sport tuned handling and features (more on this car some other time). The Twisp sold even better when the '73 oil crisis struck thanks to its fuel economy but even this wasn’t enough to stave off the coming storm.
US Federal emissions regulations mandated the use of catalytic converters in 1975 and the later CAFE regulations demanded fleet average fuel economy of 18 MPG by 1978. FHL and Everette had little choice but to comply which was unfortunate given that these mandates were somewhat at odds with each other. Catalytic converters required unleaded fuel which brought engine detuning and consequent drops in fuel economy. And thus began the steady detuning and downsizing fleet wide with not even the Twisp being spared. A smaller 2.6L V6 was developed for 1975 which replaced the 3.0L. The Twisp managed to maintain a 21 MPG combined with the biggest hit on the highway economy which dropped to 23 MPG. This was not enough though and an even smaller 2.4L (146 cubic inch) V6 replaced the 2.6L in the base model for 1977.
(1975 refresh)
Even despite the hits taken thanks to new regulations, the Twisp remained a popular model right up to its replacement in 1979, particularly in 1974 and 1975 where demand outstripped production. Its V6 engine was noted for being rough running and prone to electrical failures due to the vibration but this thralled in comparison to the issues faced by the Chevy Vega. While not often remembered fondly, it served its purpose as an economy car and in total, 2.38 million Twisps were made and is widly regarded as the reason FHL survived the 1970s.
Specifications:
- Wheelbase: 2.39 m (94 in)
- Length: 4.22 m (166.1 in)
- Body style: 2 door coupe
- Seats: 4
- Transmission: 4-speed manual, 3-speed automatic
- Engines: 3.0L V6 (6VA-E/P183), 2.6L V6 (6VA-E159), 2.4L V6 (6VA-E146)
- Layout: longitudinal front engine, front wheel drive
- Fuel economy: 9.8 L/100km (24 US mpg) 1971-1974, 11.2 L/100km (21 US mpg) 1975-1976, 10.7 L/100km (22 US mpg) 1977-1978
Engines
6VA-E183
R6: 1971 - 1974
- All cast iron; cast internals
- Cam in block OHV; 2 valves per cylinder
- 87.5 mm (3.445 in) bore X 83 mm (3.268 in) stroke - 2994 cc - 182.7 cubic inches
- 8.5:1 compression
- 4 barrel carburetor
- 84.4 kW (113 hp) @ 4300 RPM
- 227 Nm (167.4 lb-ft) @ 2600 RPM
- 4800 RPM max
6VA-P183
SR / GSR6: 1971 - 1974
- All cast iron; cast internals
- Cam in block OHV; 2 valves per cylinder
- 87.5 mm (3.445 in) bore X 83 mm (3.268 in) stroke - 2994 cc - 182.7 cubic inches
- 8.5:1 compression
- 4 barrel carburetor
- 102.4 kW (137 hp) @ 4600 RPM
- 238.0 Nm (176 lb-ft) @ 2800 RPM
- 5100 RPM max
6VA-E159
R6: 1975 - 1976
SR / GSR6: 1975 - 1978 (end production)
- All cast iron; cast internals
- Cam in block OHV; 2 valves per cylinder
- 84 mm (3.307 in) bore X 78.5 mm (3.091 in) stroke - 2609 cc - 159.2 cubic inches
- 7.1:1 compression
- 4 barrel carburetor
- 61.2 kW (82 hp) @ 4500 RPM
- 159 Nm (117 lb-ft) @ 2400 RPM
- 5000 RPM max
6VA-E146
R6: 1977 - 1978
- All cast iron; cast internals
- Cam in block OHV; 2 valves per cylinder
- 84 mm (3.307 in) bore X 72 mm (2.835 in) stroke - 2395 cc - 146.2 cubic inches
- 7.1:1 compression
- 4 barrel carburetor
- 56 kW (75 hp) @ 4400 RPM
- 148 Nm (109 lb-ft) @ 2800 RPM
- 5000 RPM max
Also, to help keep all of this stuff straight, I started building a timeline in Google Sheets
I will figure out all the 1960s stuff in due time but I wanted to challenge myself by making this little guy. Its easy to make cars when you have no care about anything but horsepower but making a saleable shitbox… that takes effort.