FHL - Fenton Holdings Limited

Sharing Car Design Sharing Forum
24

The 1969 Fenton LE

Nine months after FHL released the Everette Bellevue, a newcomer for the Fenton brand followed suit – the 1969 Fenton “Luxury Executive” car, abbreviated to “LE”. Fenton used the 1968 Everette Bellevue as a way to sort out the bugs in their new platform and once they were confident, the LE came to market determined to give the Oldsmobile Cutlass, Cadillac Eldorado, and Lincoln Mark III a run for their money.

Initially two trims were produced. The base trim offered the same 6.1L (370 cid) V8 that was optional on the Bellevue but unlike the Bellevue came with a much more refined interior and a trailing link rear suspension instead of the Bellevue’s solid axle thus giving the LE a fully independent suspension. The LE was also an exclusively 2-door model; it was never produced as a 4-door sedan.

The upgraded “Grand Luxury” or GL trim came with a with high performance version of the 6.5L (397 cid) V8 producing 307 hp and came standard with AM/FM radio, air conditioning, and even power windows. The standard transmission on both of the original trims was FHL’s Slipstream 3-speed automatic.

Being that he was now at the ripe old age of 70, the man himself, Charles Fenton Trunt, had announced his official retirement in early 1968 at the end of 1969. None other than Everette Haverford was named as his successor in the position of CEO. After his retirement was announced, Fenton was unaware that a third trim for the LE began development. Initially proposed by lead engineer Bill Waterson and backed by soon-to-be CEO Everette Haverford, a sport-tuned variant was conceived as an annual limited production model, the first of which would be a gift to Fenton in gratitude for his years of service to the company. The “Grand Sport” or “GS” trim debuted 7 June 1969, Fenton’s 70th birthday. (Trivia: There have been many false claims to it but the LE 397GS originally owned by Fenton himself is now in the possession of Jay Leno, officially confirmed by its chassis code S1FG-C6905-0001, which breaks down to S Body, Rev1, Fenton brand, GS designator, Lansing C Plant, 1969 May, S/N 1)

The GS was essentially the same as the GL, sharing an engine and most of its interior, but many of the standard features of the GL were made optional in order to save weight. In addition, the GS’s suspension was lowered and stiffened up for better handling as well as gaining a transmission not seen standard on any other FHL car until the late 1970s, a 5-speed manual, geared such and marketed as a “4 speed with overdrive”. Further goodies included Hurst floor shifter, ram-air hood scoop, and a special two-tone paint scheme with roof and trunk stripes. It also had improved aerodynamics and offered an optional limited-slip differential.

The car was no doubt expensive whichever trim was selected. But even despite this, it had no trouble hitting the sales figures originally intended for the troubled Fenton SE that proceeded it. The first year of availability, the LE sold 19,000 units not including the limited run of 1,999 publicly available GS trims, every one of which was snatched up by the public. The following year, 1970, the LE pushed 25,200 units, again not including the 2000 GS trims. After this, production of the standard trims continued steadily at about 27,000 units per year. The first year of surplus for the GS model was 1973 and its probably obvious why. Like the Bellevue, sales figures dropped off at an unhealthy rate after the 1973 Oil Crisis, but not nearly as badly as its sibling most likely due to its status as a luxury make. Production of the LE continued for 18 months longer than Bellevue, ultimately terminating midway through 1976, in part due to its profitability and again as a way of working out the bugs with its replacement which similarly shared a platform with an Everette make.

Also like its sibling, the LE was a willing participant in the horsepower wars. The 1970 model year brought 6.5L (397 cid) V8 as standard for the base trim and the 6.7L (407 cid) V8 became standard for the GL trim and optional for the GS. The 6.7L V8 ultimately became standard for all LE trims in 1971 with options on fuel systems instead. The LE’s wanton pursuit of bigger numbers however was like all other makes at the time, curtailed and reigned back in by energy crises and government regulation. The 1975 model year showed seriously impacted figures for the 407’s performance.

Apart from its luxury and performance, the LE was unusually committed to safety. This was brought in in part by Ralph Nader’s mention of the Everette Ellston as a car quintessentially unsafe for its occupants in his book Unsafe at Any Speed, very much due to its early, simplistic unibody construction which eschewed the frame in the center of the vehicle entirely causing it crumple horribly in crashes. While the book did not discredit the Ellston to near the same extent as the Corvair – and thus the Ellston remained a market boomer – FHL fought bad publicity over it nonetheless and made a commitment to safety going forward in order to nip it in the bud. The LE featured 3-point seat belts, bucket seats with head restraints, collapsing steering column, over-axle fuel tank with side filler, padded dashboard, driver / passenger / and rear view mirror, front and rear side markers, and strengthened center section.

The LE is now a coveted classic, like the Bellevue. It is part of the legend of American muscle and unlike many of its competitors, is remembered as one of the most safe and sane cars of its day. This is not to say that everything about the car was great however, such as its fuel economy which was atrocious at best. Its supreme luxury meant it was also an expensive car to upkeep. And finding one today with all its bells and whistles still working is nothing short of an act of god.

Regardless, its performance, style, and rarity are key attributes in its appeal and a fully restored GS trim in particular can fetch an $80,000 sale price without breaking a sweat and even more at auction.

Specifications:

  • Wheelbase: 2.87 m (113 in)
  • Length: 5.03 m (198 in)
  • Body style: 2 door coupe
  • Seats: 4
  • Transmission: 3-speed automatic, 5-speed manual (GS trim only)
  • Engines: 6.1L V8 (8VB-E370), 6.5L V8 (8VB-E/P397). 6.7L V8 (8VB-E/P407)
  • Layout: longitudinal front engine, rear wheel drive
  • 0-60 mph time: 7.39 s ('69 GS w/ limited slip and manual gearbox)
  • Quarter mile: 15.55 s ('69 GS w/ limited slip and manual gearbox)
  • Fuel Economy: Oh god. Pls no!
    • 27 L/100km (8.7 US mpg) - '69 GL trim (though the others aren’t much better)

Engines

8VB-E370
Base trim: 1969

  • All case iron; forged internals
  • Cam in block OHV; 2 valves per cylinder
  • 99 mm (3.898 in) bore X 98.5 mm (3.878 in) stroke - 6063 cc - 370 cubic inches
  • 9.0:1 compression
  • 4 barrel carburetor
  • 182.4 kW (245 hp) @ 4000 RPM
  • 466.5 Nm (344 lb-ft) @ 2700 RPM
  • 4500 RPM max

8VB-E397
Base trim: 1970

  • All case iron; forged internals
  • Cam in block OHV; 2 valves per cylinder
  • 102.5 mm (4.035 in) bore X 98.5 mm (3.878 in) stroke - 6063 cc - 370 cubic inches
  • 9.0:1 compression
  • 4 barrel carburetor
  • 196.1 kW (263 hp) @ 4000 RPM
  • 502.4 Nm (344 lb-ft) @ 2700 RPM
  • 4500 RPM max

8VB-P397
GS: 1969-1970
GL: 1969

  • All case iron; forged internals
  • Cam in block OHV; 2 valves per cylinder
  • 102.5 mm (4.035 in) bore X 98.5 mm (3.878 in) stroke - 6063 cc - 370 cubic inches
  • 9.6:1 compression
  • 2 X 4 barrel carburetor
  • 228.9 kW (307 hp) @ 4300 RPM
  • 550.2 Nm (406 lb-ft) @ 2700 RPM
  • 4700 RPM max

8VB-E407
Base trim: 1971 - 1976 (end production)

  • All case iron; forged internals
  • Cam in block OHV; 2 valves per cylinder
  • 102.5 mm (4.035 in) bore X 101 mm (3.976 in) stroke - 6667 cc - 406.8 cubic inches
  • Compression:
    • 9.0:1 (1971 - 1974)
    • 7.4:1 (1975- 1976)
  • 4 barrel carburetor
  • Power:
    • 204.2 kW (274 hp) @ 4000 RPM (1971 - 1974)
    • 163.4 kW (219 hp) @ 4300 RPM (1975 - 1976)
  • Torque:
    • 502.4 Nm (344 lb-ft) @ 2700 RPM (1971 - 1974)
    • 414.5 Nm (306 lb-ft) @ 2300 RPM (1975 - 1976)
  • 4500 RPM max

8VB-P407
GS / GL: 1970 - 1976 (end production; optional on the GS in 1970)

  • All case iron; forged internals
  • Cam in block OHV; 2 valves per cylinder
  • 102.5 mm (4.035 in) bore X 101 mm (3.976 in) stroke - 6667 cc - 406.8 cubic inches
  • Compression:
    • 9.6:1 (1970 - 1974)
    • 7.9:1 (1975 - 1976)
  • 2 X 4 barrel carburetor
  • Power:
    • 233.8 kW (314 hp) @ 4300 RPM (1971 - 1974)
    • 186.4 kW (250 hp) @ 4500 RPM (1975 - 1976)
  • Torque:
    • 564.9 Nm (417 lb-ft) @ 2700 RPM (1971 - 1974)
    • 452.8 Nm (334 lb-ft) @ 2700 RPM (1975 - 1976)
  • 4700 RPM max
13 Likes