FHL - Fenton Holdings Limited

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The 1968 Everette Ellston

By the late 1960s, the Ellston had become a dated design both stylistically and technologically and warranted replacement. Not only this, but the early marks had made Ralph Nader’s shit-list in Unsafe At Any Speed for a tendency to turn into paper balls in collisions. While the buying public had not seemed to care tremendously, it nonetheless contributed to slumping interest in nameplate. Furthermore, the arrival of such makes as the Ford Mustang and Plymouth Barracuda vitalized if not induced the public’s interest in sportier models, something the Ellston really was not. Consequently, the 2nd generation Ellston initially set out to be a pony car killer even despite it retaining its predecesor’s front wheel drive and basic sedan body style.

To do this, the straight-6 engine was pushed to its absolute limit of 2.7L (165 cubic inches) and given an aggressive cam, high compression pistons, and a 4-barrel carburetor. This allowed it to produce a respectable 146 hp which made the 1968 Ellston peppy if not necessarily fast. The 1968 models were initially offered also with surplus stock 4.3L (263 cid) Fenton small-block V8s while a V8 option based on the new small block design was in the works. Due to gasket and oil consumption issues thanks to the aluminium head on the 2nd gen V8, a cast iron head was being developed for use in FHL’s lower end makes.

Initially the trim offerings were the same as the previous generation, minus the coupe model since the Special had been moved into its own line. The 1968 Ellston came as either a 4-door sedan called the “Standard” or a 5-door wagon called the “Custom”. Colors included were:

  • Cream White
  • Candy Gloss Red
  • Sunshine Yellow
  • Olive Green
  • Desert Brown

Initially, the 1968 Ellston was more upgraded on the interior than its predecessor, offering standard AM/FM radio, cloth and leather trimmed finish, padded carpet, and bucket seats for the front passengers. This was part of its strategy to move it more up market and take on the pony cars. This strategy arguably backfired, though as the 2nd generation Ellston sold in lesser quantities than either its ancestor or other similar makes - only about 59,000 units the first and second year. The car barely broke even on its production costs and seemed to be trying for a role it was rather unsuited to fulfill. FHL had even considered canceling the line to focus exclusively on its larger makes such as the Bellevue, LE, and ZL.

(1973 styling refresh)

By 1971, FHL had realized the model’s deficiencies and repositioned it in their lineup with a number of changes. For the 1972 model year, the straight-6 engine was dropped and replaced with the V6 engine from its sibling the Twisp. This only marginally impacted the model’s performance while simultaneously boosted its fuel economy drastically and dropped production costs by a significant margin. In addition, an odd case of reversal on feature set occurred where the standard features, like the FM radio, became optional and many of the finer finishes of the car were reserved only to the upper trim Custom station wagon model. Sales figures for 1972 improved noticeably to 76,000 units.

The arrival of even more small makes on the market, like the Chevy Vega, AMC Gremlin, and Ford Pinto, prompted further revisions to the Ellston. In particular, foreign imports were growing as an expanding number of US buyers sought more fuel efficient and smaller models. The Ellston, being a smaller model, was well-suited to compete in such markets; after all, its ancestors used to own this market. For 1973, the styling was brought up to date but the car also received radial tires, a more refined 3.2L V6 engine, and a complete safety overhaul which allowed it to be marketed as one of the safest AND most fuel efficient makes around. Whether or not this is really what prompted its success is moot since the 1973 oil crisis left Americans scrambling for fuel efficiency. In 1973, the 2nd gen Ellston hit record sales of 114,000 units and sales figures for 1974 reached 194,000 with demand in fact outstripping production. Once the initial shock died down, sales naturally dropped but remained well above 100,000 for the remainder of its run until its final year 1977 when it finally dropped to 93,000.

The 1973 model year also brought Everette’s new designation scheme to the Ellston. The “Standard” trim was instead badged as the R trim followed by the cylinder count of its engine. Upgrade packages include the “Sport” package – designated the SR trim – which brought 4-point disk brakes as opposed to the base model’s front disks and drum rears, as well as improved interior; and the “Grand Sport” package – designated the GSR trim – which brought suspension improvements for better handling, as well as dual exhausts, and 15 inch alloy wheels. The “Custom” trim was renamed the E trim (short for “Estate”) and offered the same sort of upgrades as the R trim, thus giving the model the trim designations R / SR / GSR or E / SE / GSE.

Despite its focus on economy, the 2nd generation Ellston was nonetheless the target of harsh regulations on emissions, fuel economy, and safety. While its commitment to safety made this aspect much less of a concern, the requirements for unleaded fuel and catalytic converters heavily taxed the Ellston’s performance and late models struggled to even maintain the early models’ economy figures. The Ellston received gross detuning of its engines in the 1975 through 1977.

(1976 styling refresh seen here on a GSE8 wagon)

Most ultimately agree that the decision not to cancel the Ellston early in its run was prudent and crucial to FHL’s survival. Their larger models ultimately tanked in demand during the mid to late 1970s with the energy crises. The Ellston, while not even close to the most luxurious or even memorable model, was essential for FHL’s bottom line despite initial teething problems.

The rough start of the Ellston proved a valuable lesson it itself as well. Simple though crucial, it was obvious that you cannot be something you were never designed to be.

Specifications:

  • Wheelbase: 2.69 m (106 in)
  • Length: 4.62 m (182 in)
  • Body style: 4 door sedan, 5 door wagon
  • Seats: 5
  • Transmission: 4-speed manual, 3-speed automatic
  • Engines: 2.7L straight-6 (6LA-P165), 3.0L V6 (6VA-E183), 3.2L V6 (6VA-E196), 4.3L V8 (8VA-E263), 4.1L V8 (8VAB-E250)
  • Layout: longitudinal front engine, front wheel drive
  • Fuel economy: 16.8 L/100km (14 US mpg) - 1968 Ellston with 2.7L straight-6; 11.94 L/100km (19.7 US mpg) - 1973 Ellston with 3.2L V6

Engines

6LA-P165
(1968 - 1971)

  • All cast iron; forged internals
  • Direct acting OHC; 2 valves per cylinder
  • 80 mm (3.150 in) bore X 89.5 mm (3.524 in) stroke - 2699 cc - 164.7 cubic inches
  • 9.2:1 compression
  • 4 barrel carburetor
  • 108.6 kW (146 hp) @ 5500 RPM
  • 215.7 Nm (159 lb-ft) @ 2700 RPM
  • 5900 RPM max

6VA-E183
(1972)

  • 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-E196
(1973 - 1977)

  • All cast iron; cast internals with forged pistons
  • Cam in block OHV; 2 valves per cylinder
  • 90 mm (3.543 in) bore X 84.4 mm (3.323 in) stroke - 3922 cc - 196.6 cubic inches
  • Compression
    • 8.9:1 (1973 - 1974)
    • 8.4:1 (1975 - 1977)
  • Power
    • 98.2 kW (132 hp) @ 4600 RPM (1973 - 1974)
    • 82.8 kW (111 hp) @ 4600 RPM (1975 - 1977)
  • Torque
    • 250.3 Nm (185 lb-ft) @ 2600 RPM (1973 - 1974)
    • 205.7 (152 lb-ft) @ 2400 RPM (1975 - 1977)
  • 5000 RPM max

8VA-E263
(1968)

  • All cast iron; cast internals
  • Cam in block OHV; 2 valves per cylinder
  • 90 mm (3.543 in) bore X 84.4 mm (3.323 in) stroke - 4295 cc - 262.1 cubic inches
  • 7.2:1 compression
  • 4 barrel carburetor
  • 117.2 kW (157 hp) @ 4100 RPM
  • 301.6 Nm (222 lb-ft) @ 2300 RPM
  • 4500 RPM max

8VAB-E250
(1969-1977)

  • All cast iron; forged rods and pistons
  • Cam in block OHV; 2 valves per cylinder
  • 93 mm (3.661 in) bore X 75.5 mm (2.972 in) stroke - 4101 cc - 250.3 cubic inches
  • Compression:
    • 8.5:1 (1969 - 1974)
    • 7.2:1 (1975 - 1977)
  • 4 barrel carburetor
  • Power
    • 127 kW (170 hp) @ 4500 RPM (1969 - 1974)
    • 95.5 kW (128 hp) @ 4600 RPM (1975 - 1977)
  • Torque
    • 312.0 Nm (230 lb-ft) @ 2300 RPM (1969 - 1974)
    • 251.8 Nm (186 lb-ft) @ 2400 RPM (1975 - 1977)
  • 4800 RPM max (1969 - 1974); 5000 RPM max (1975 - 1977)

Did all this while rather intoxicated so please let me know if stuff doesn’t make sense. Beer is good but it also makes it hard to think.

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