The 1979 Everette Winthrop
With the Twisp as the company’s best selling model in the mid 1970s, the only logical choice was to continue it on into the 1980s. The Twisp nameplate suffered from an image problem however as it was known for its “affordability” or stated differently, cheapness. In addition, the V6 engine was known to be rough running, particularly in such a small car which would not dampen the vibrations as well as a larger one. It was a quintessential American import fighter which served its purpose at the time but was not desirable nor even memorable outside of that time.
Part of the Twisp’s problem was the fact that the platform was adapted from different car rather than purpose built, meaning that its design and ergonomics were lacking in refinement. With the success the company had enjoyed in the early 1970s, FHL began developing their new Beta platform (the Alpha platform was then under development for the 1978 Ellston) specifically to be a subcompact automobile. The name ultimately chosen was the “Winthrop”.
At the time it was originally developed, it wasn’t a sure thing that the high fuel prices seen in 1973 and 1974 would last. Thus there was money in the small car market, but fuel economy wasn’t the absolute top priority and the engine for the car remained to be the the Fenton 90 degree V6 even in 1979 when it came out. Specifically, it used a 2.4L variant of the new SOHC V6, an engine mostly created to stay on top of EPA emissions and CAFE regulations. This afforded the Winthrop reasonable fuel economy – lackluster when compared to other small hatchbacks of the era – but it had good performance and made the car fun to drive. Like the Fenton ET that it debuted alongside, it offered consumers more than just one of the late 1970s mutually exclusive triad of performance, comfort, and economy.
The Winthrop improved over the Twisp in several ways. For one, the interior was made less austere and while still cheap and economical, it was at least nice to touch, with cloth seats, a full headliner, and padded vinyl trim – a damn sight better than the simple floor mats, hard plastic, and exposed pillars of the Twisp. It also had optional power steering, larger stock tires for handling, and the hatchback body style improved packing space and headroom for the rear passengers.
The biggest improvements was in the chassis design however. The beam axle rear was replaced with a Volkswagen inspired torsion beam, which gave crisper handling without the expense of a fully independent suspension. In addition, a transverse front engine layout (as opposed to the Twisp’s longitudinal layout) reduced the weight and complexity of the drivetrain, improving handling, reliability, and fuel economy and stood almost no test of tradition since the Twisp had also been a front-wheel drive car. The purpose built chassis was just all-around better and made for a much nicer car.
This was not to say that the Winthrop was anymore interesting however and it remained FHL’s lowest of low makes, particularly after the 1979 energy crisis once again left buyers scrambling for fuel economy. FHL’s original design decisions made the Winthrop less competitive to especially foreign makes in this regard, with its engine choices being between an eco-tuned 2.4L V6 and a sport tuned 2.4L V6, but it nonetheless fit the demands and all the effort put into the car’s future after its release was put towards pretty much one thing - make it sip gas.
In 1982, FHL finally rolled out its first 4-cylinder engine, originally an experiment on ways to gain fuel economy in 1977 or so that was forced into reality by the '79 energy crisis. The Winthrop received a 2.0L variant with single point EFI that boasted less performance than the V6 but also brought along with it better fuel economy. The sport tuned V6 was dropped the same year, as its sales were lethargic at best, and the eco tuned V6 became the top option. In 1986, the V6 went away entirely and instead, the 2.0L straight-4 with a multi-port fuel injection system became the top option; fuel economy again improved. Finally, in 1987, the straight-4 received a 3 valve per cylinder aluminium head, a development brought on by the second generation Fenton ET and fourth generation Everette Ellston which used variants of the same engine. The new 2.0L engine featured only multiport fuel injection but offered two different tunes, one for economy and one for performance. This was merely a last gasp effort to boost sales before the Wintrhop’s replacement came in 1989 so it needed to be on the cheap, hence why there was essentially only one engine.
The 1986 model year also brought a minor face lift. The headlights were changed from square sealed beams to reflector housings with a removable bulb and the side makers were incorporated into the same housing. The tail lights changed from a vertical division to a horizontal division and the mandatory high-center brake light was attached to the inside of the upper rear window. 1986 also brought an optional sunroof, an option not seen in the 1979-1985 model years.
The original 1979 models came with an AM/FM radio only and an 8-track player was an option. In 1984, the AM/FM radio remained standard equipment but a cassette player replaced the 8-track player as an option. In 1987, the cassette player was made standard equipment. Other options included:
- Twin piston front brakes for added braking performance
- Fog lights
- 5-speed manual transmission (4-speed manual was standard)
- 4-speed automatic transmission
- 14-inch wheels + lower profile tires
- Power steering
The Winthrop carried on FHL’s tradition of safety and sense in automobiles with the original marks being ahead of the curve of 1970s safety standards with bucket seats, lap-sash seat belts, and crashbox design. After 1982, an airbag was an option (seeing as it was also offered on the Fenton ET) but was made standard in 1987 due to highway safety regulations requiring either automatic seat belts or an airbag. Regardless of this, the car’s small size attracted a perception of poor safety and accident performance despite it being at least good for a car of its size. Not the absolute best available of any car in the 1980s, but good.
At the time of its introduction, the Winthrop was slightly outclassed by other makes in terms of fuel economy and initial sales figures were lower than expected. By 1982, it had caught up however and experienced enormous success in 1984, 1985, and 1986 as the US economy of the 1980s slowly crawled its way back to health. By the late 1980s though, the design had become very dated and was getting killed in the market in particular by the new 1987 Honda Civic. The design finally ended production in late 1988 with 2.73 million units sold, more than the Twisp that preceded it.
Where the Twisp had faltered – namely brand image – the Winthrop came in strong. The car was no doubt cheap. Dirt cheap in fact. But it was well built, very reliable, and surefooted and nimble, earning it the love of its owners and a 2nd generation in 1989. Another example of FHL doing things the right way.
Specifications
- Wheelbase: 2.39 m (94 in)
- Length: 3.76 m (148 in)
- Body style: 2-door hatchback
- Seats: 4
- Transmission: 4-speed manual, 5-speed manual, 4-speed automatic
- Engines: 2.0L L4, 2.4L V6
- Layout: transverse front engine, front wheel drive
- Fuel Economy: (all economy figures with manual transmission)
- 10.2 L/100km (23 US mpg) - 1979 model with eco tuned V6
- 9.7 L/100km (24.5 US mpg) - 1982 model with 2.0L L4
- 9.0 L/100km (26 US mpg) - 1986 model with 2.0L MpEFI L4
- 8.4 L/100km (28 US mpg) - 1987 model with 2.0L eco tune L4
Engines
6VAB-L24J
Base engine (1979 - 1981)
Optional engine (1982 - 1985)
- All cast iron; cast internals w/ hypereutectic pistons
- Single overhead cam; 2 valves per cylinder
- 82 mm bore X 75.7 mm stroke - 2399 cc
- 7.4:1 compression
- Single point EFI
- 74.9 kW @ 5300 RPM
- 164.4 Nm @ 2600 RPM
- 5900 RPM redline
6VAB-W24J
Optional engine (1979 - 1981)
identical to L24J variant except as follows
- 80.6 kW @ 5500 RPM
- 171.9 Nm @ 2900 RPM
4LA-L20J
Base engine (1982 - 1986)
- All cast iron; cast internals w/ hypereutectic pistons
- Single overhead cam; 2 valves per cylinder
- 87 mm bore X 84 mm stroke - 1997 cc
- 7.3:1 compression
- Single point EFI
- 61.6 kW @ 5300 RPM
- 136.2 Nm @ 2500 RPM
- 5900 RPM redline
4LA-L20M
Optional engine (1986)
identical to L20J variant except as follows
- 8.0:1 compression
- Multi-point EFI
- 64.1 kW @ 5600 RPM
- 146 Nm @ 2600 RPM
4LAB-L20M
Base engine (1987 - 1988)
- Cast iron block; Aluminium head; cast internals w/ hypereutectic pistons
- Single overhead cam; 3 valves per cylinder
- 87 mm bore X 84 mm stroke
- 8.1:1 compression
- Multi-point EFI
- 67.6 kW @ 5800 RPM
- 150.2 Nm @ 2600 RPM
- 6200 RPM redline
4LA-W20M
Optional engine (1987 - 1988)
identical to L20M variant except as follows
- 75.4 kW @ 5800 RPM
- 152.9 Nm @ 3200 RPM