While I’m familiar with the Ford flathead, my knowledge of V8s is lacking. I know flatplane V8s are easier to produce, but how realistic would a crossplane crank be in these cars?
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Huh? Flathead refers to the valvetrain. Instead of using pushrods, the camshaft actuates the valves directly, which are placed at the side of the engine.
On the topic of crossplane cranks, these are the most common v8s regardless of valvetrain etc
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See, this is how little I know 
I’m a lawyer, that’s my excuse for anything mechanical or mathematical (although, that’s not completely true considering the field I work in, but that’s another story).
So it’s side-valve V8 then? Which you cannot get in Automation (yet)?
(I’m learning, thanks for that.)
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Yeah, that’s the case sadly. There’s people who rp that anyways, creativity is the only limit
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1946-1949 PMI Usurper V8 Coupe
The V8 Coupe was the first vehicle offered by the Usurper branch of PMI US. While the Prospect aimed at families, the V8 Coupe clearly aimed at singles and executive leisure markets and the car was indeed favoured by still single veterans and as a leisure car by business men.
This was the first US PMI car designed with independent front suspension, and because of this reason there were some issues with reliability compared to the other PMI sub-brands on offer. Apart from that, the car was well-finished and the top trim offered leather seats and a radio as standard equipment.
The Usurper as well only had a single engine option for the 1946 model year, the “Universal one-ten”. This 110 horsepower V8 was still very much designed with more utilitarian applications in mind, producing very high torque early on. Nonetheless, the engine worked on the model, coupled as well to a 3-speed manual gear-box, and it produced a deep and muscular sound fitting to the car.
The Usurper was a sturdy vehicle and this was needed, because despite modern independent front suspension the car was quite tail happy and did not take corners all that willingly. It was built and meant as a cruiser for long straight roads that could quickly pick up speed to pass traffic when needed without changing gears. In essence, it was the first dabbling of PMI into the market that would one day become the famous American muscle car.
The Usurper Coupe was marketed mainly to returning veterans as sports car with a kick, and it was well-received.
One aspect that helped sales, certainly only on, was an extremely favourable review by the highly-esteemed Motor World Review of August 1946, granting it the prize for best non-family car on the market of 1946.
Brawny and comfortable. These are two adjectives that come to mind after we tested the Art Deco-style Usurper from PMI. Part roadster and part luxury car, this V8 powered street figher is our Best Other Car of 1946.
Able to rocket to over 100 MPH, and cover the first 60 in just over 11 seconds, it’s plenty fast. Genuine wood trim all over the interior, two plush seats, and a radio round out the equipment list on the Usurper.
Perhaps it’s not the best handling car in the world, but the fun factor is undeniably there. As is the flash factor.
For those looking for a unique, thrilling ride, not much approaches the dollar for dollar value of this vehicle.
PMI may claim that the Usurper “has a way with women”, but we think that it is simply “the way” for sport in the current market climate.
In late autumn 1947, a special custom version with an adapted, 2 carburettor, version of the “Universal One-Ten”, referred to as the “Performance One-Forty” was introduced.
The increased power output made the Custom an even more fearful road warrior, reaching speeds of almost 200km/h (120mph). Prices were up at that point and you had to put down almost $200 more to own a Custom.
Apart from the badging on the rear was the specially designed from grille, which differed from the standard model. It also inspired the grille of later Usurper models. There are very view Usurper V8 Coupe Customs still out there, and they fetch an impressive amount of money at auction.
Both the standard as well as the custom model were built until early 1949, when diminishing sales figures and aging design compared to the fast moving competition made PMI Holding pull the plug on the model. All-in-all though, the first Usurper can be considered a success.
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1951-1954 PMI Usurper Sabre V8
Introduced in 1951, the Sabre was PMI’s answer on the early 50s restyling of other famous brands such as Ardent and Bogliq. The front grille was inspired by the 1947 V8 Coupe Custom and was typical of aerospace influences in the automobile industry. All Sabres offered comfortable seating for 4 adults and were more than capable to cruise at high speed.
The Sabre was built mainly around a newly developed larger capacity V8 engine, which was basically a bigger bored version of the Universal One-Ten, and which produced with the standard 2-barrel carburator 150 horsepower. This car was called the Sabre V8 Custom, although in reality production was standardized.
A cheaper version, simply called the Sabre V8 was also available, with an updated version of the well-known Universal One-Ten. The newly-installed 2-barrel carburator made sure it produced 126 horsepower.
An exclusive SuperSports version powered by a racing-inspired version of the new larger V8, sporting 2 carburators, was also offered. This was the top of the line trim and the 185 horsepower engine made it one of the fastest American compact coupes on offer.
The SuperSports trim was reviewed in the Motor World Review of August 1951:
PMI Usurper Sabre V8
“…lovely 185 horsepower 318 V8. The Usurper Sabre continues a tradition of performance, making it to 60 in 10 seconds flat, and being able to hit just shy of 119 MPH. While it handles competently, the level of comfort just doesn’t rise to our expectations…”
Pros: Good performance and handling, relatively low purchase price
Cons: Poor comfort, poor safety
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1945 - 1952 PMI Calliope Mk.I
Let us turn our eyes towards PMI in war-torn Europe now. Although, that has to be nuanced, as the Calliopes were manufactures in the UK, where the infrastructure was intact. Nonetheless, the first passenger car of PMI in Europe was a simple affair relying heavily on recycling World War II technology.
The chassis used was that of a light army truck, with coils in the front but leaf springs for the rear suspension. The engine was equally a PMI light army logistics truck powerplant. The highly undersquare OHV-4 cylinder engine (73,0x106,0mm) produced high torque but a measly 52 horsepower. Officially referred to as the 184 (here the 18 refers to 1800cc and the 4 to the number of cylinders) weighed a metric ton and was by no means fast. Top speed was somewhere between 120-130km/h (80-85mph) and acceleration with the 3-speed manual gearbox was a creeping 26 seconds from 0-100 (0-61).
In late 1948, a new version, the 226, became available, outfitted with a new 2,2 litre OHV straight six PMI engine (also highly undersquared at 68,3x100,0mm). The power unit produced 75 horsepower and made for a remarkable smooth ride. Next to the engine and gearbox ratio, the 226 had larger drums in the rear than the 184 and featured a padded dashbord as safety feature, but was for the rest identical. Top speed was increased to 145km/h (90mph) and acceleration from a standing start dropped below 18 seconds.
The truck chassis underneath made the Mk.I very utilitarian and allowed to carry almost up to a metric ton of cargo. Coupled to this was the interior, one of the few areas were no expense was saved. The Mk.I offered plush and comfortable seats front and rear, allowing 6 adults to take place in the car. This is the reason the Mk.I stayed in production until 1952, downpriced the last 2 years, seeing continued sales to farmers and artisans as family car that could double as a hauler.
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PMI Roamer-Spirit Model I
This is a placeholder.
PMI Roamer-Spirit Model II
A new version of the PMI Roamer pick-up truck was introduced in 1956, called the ‘Country’. Apart from design the most important update was the bigger and improved inline-6 engine in the standard truck. An optional small block V8 model was also availale.
Standard with the new 266 cubic inch inline-6 producing 142 horsepower and 223 ft.lb of torque, the Roamer could take on almost any terrain and could almost reach 100mph on straight asphalt.
The V8 option available was the trusty 248 cubic inch V8, the first V8 developed by PMI. Marginally cheaper, and actually less powerful with its 134 horsepower and 192 ft.lb of torque, this option was mainly offered to satisfy demand for a V8 offroad pickup. One minor advantage for the V8 version was that it received the 3-speed manual gearbox with overdrive from the '51 Usurper, while the inline-6 version did not have that overdrive gear.
As with the Model I, the Roamer had solid axle coils front and rear, focussing on high offroad capability and utility. Equally as with the Model I, PMI Spirit set out to make a more street-oriented version with independent front suspension and more expensive interior including a high-quality radio, called the ‘Vogue’. The bumpers and front fascia, especially the indicators, were adapted for the Spirit Vogue model, compared to the Roamer Country.
New for the Model II ‘Vogue’ was that the engine was changed as well, switching out the inline-6 or the small 248 cubic inch V8 for the 1955 Usurper 305 cubic inch V8 (5 liter). The engine produced 168 horsepower and 316Nm of torque (233 ft.lb). The '57 trim had a manual three-speed gearbox (without overdrive) and accelerated in 10,5 seconds to highway speed. The top speed was well over 100 mph (160kph).
In '59, a version was made available with a 2-speed superglide automatic gearbox.
The '57 Vogue was well-received and featured in the Motor World Review of August 1957, in which it was chosen as winner in the Best Utility category:
Rough and tough, utility vehicles have grown in number and popularity in recent years. No longer solely relegated to the docks or farm work, they have become more adaptable and thus more mainstream. This year, we name PMI’s Roamer the Utility of the Year.
A sturdy 305 cubic inch, 168 horsepower V8 hides underneath the hood, hooked up to an equally sturdy 3-speed manual. The rear differential has a mechanical lock lever, allowing the Roamer to handle rough roads and mud better
While the Roamer is only a 1/2 ton light truck, it is far and away the most comfortable vehicle of the group. It also handles quite well on the road, second only to the Ardent in this aspect.
“Roam” and “Impress” are what PMI would like you to do, and we think this truck may just be able to do that.
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PMI Usurper Sedan ‘Cannes’
The ‘Cannes’, named after the French town on the Côte d’Azur, was the first four-door developed by Usurper. At over 6 meters long, the ‘Cannes’ had more than ample space for that extra pair of doors anyway. Size also meant weight, this new Usurper, launched in 1959 and face-lifted in 1961, clocked in at a full two metric tons.
This amount of weight needed power, so the ‘Cannes’ was only offered with a single engine option, a large 390 cubic inch V8, for the first time tuned to run on super-leaded fuel. The 1959 version had a single 2-barrel carburator and produced 210 horsepower and 336 ft.lb of torque. A manual 4-speed gearbox was chosen over an automatic unit for more optimalized power delivery.
Beneath the car remained the standard PMI Usurper set-up of a ladder chassis, independent front suspension, and a solid coil rear axle, although actually this would actually be the last Usurper with a simple ladder chassis to be produced.
The 1961 update featured a new grille and a redesigned rear quarter, with lower, sleeker fins and more modern rear lights. The engine was updated as well with a 4-barrel carburator, meaning the 390 now produced 255 horsepower and 358 ft.lb of torque.
The high power-output meant good performance, but especially the high torque made it at times a difficult car to drive, with tendency towards oversteer when accelerating out of a slow corner. Top speed of the '61 model was 128mph; acceleration from 0-61 was achieved in less than 10 seconds. Fuel economy was not a worry in the sixties and that showed in the fuel consumption of this car and its mpg of well under 10.
Other critiques in the car media were its relatively high cost and issues with reliability. However, the engine, comfort and the prestige attached to the model were universally lauded.
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That thing would have been a muscle car before the term was coined; it’s quite obvious that this car is over-engined!
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That is exactly the Usurper philosophy!
(The engine is based on reality though, and was used from the late 50’s onwards.)
Private Miros is right, that’s actually based in reality, if not a hair on the small size, for a US engine in a large car in the early 60’s. The Chevy Impala rand with anywhere from a 230 I-6 to a 409 V8 (if you exclude the one-year only 427). And the same years of Cadillac DeVille would have had a 390 or 429 V8. In '63 the 390 put out 325 horses (Pre-SAE net. so probably in the 270 SAE Net/Automation terms)
So he’s right on the money with the power for this thing, historically speaking.
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PMI Usurper Elegant GT
A side project of PMI Usurper, at the end of the lifetime of the Sedan ‘Cannes’ and before the introduction of the ‘Scud’, the ‘Elegant GT’ was developed by a number of PMI Usurper engineers in their own free time with the idea to provide competition against the influx of lighter and smaller foreign imports on the US market.
Main aspect of development was the testing of a monocoque chassis, which was also planned for the upcoming ‘Scud’. Other engineering focus lay heavily on drivability and interior of the car, making it comfortable and easy to drive for the time. The car offered place for 4 in high comfort for the time, together with competitive safety and practicality. The suspension was a complete rework as well, opting for MacPherson Struts and a Semi-trailing Arm in this small family coupe, the first Usurper to not have a solid rear axle with springs.
Lesser engineering effort had been put in the design (the design head engineer just got twins and was not involved in this after-hours project) and in the engine, which was merely a 1962 update of the 1946 PMI small block V8. The updated 248 cubic inch unit now produced 180 horsepower, which was enough to propel this compact family sports car to reasonable performance figures.
Taken up officially by PMI Usurper in the Spring of 1964, the car was initially only available with the 248 and a 3-speed automatic gearbox. Further engine choices, such as a 4-cylinder budget model, and a larger performance V8, were offered after the 1967 facelift.
Reception of the first generation ‘Elegant’ was generally positive, although there were more than a few who were not a fan of it’s styling. The technical side of things, coupled with a reasonable price for a small but top-end car, as well as the fact that production at this stage was limited - adding to the exclusivity factor - made it popular among car enthousiasts who liked the styling, and who wanted something different than the big sleds that had dominated the toruing segment in the US so far.
It also helped that some of those enthousiasts hlped it earn the award of best Touring Car in the August 1964 Motor World Review Article - PMI (the Usurper branch especially) was really making a name for itself here:
Speaking of repeats, PMI has scored another victory in our book, this time with the Usurper Elegant GT.
PMI has restrained themselves somewhat this time around, with 248 cubic inch V8 under the hood that outputs a modest 180 horsepower. At least, modest when you consider the competition.
While not the fastest in any given direction, the Usurper holds its own, with a sub-10 second 0-60 time. It is, however, a very comfortable and chic cruiser, if not a bit controversial with regards to its styling.
For all that you get, the purchase price of PMI’s tourer is actually quite reasonable.
It is, in our opinion, the must-have in this class.
The second generation of the Elegant arrived in 1967 and offered a facelift, and further engine choices, such as a 4-cylinder budget model, and a larger performance V8. Apart from the lights, the biggest change was a more conservative roof line.
The 248 V8 engine was still the base model, but next to this a 127 inline four cylinder engine from PMI Prospect, and the trusted 305 V8 were offered as well. Horsepower figures varied from 99 horsepower to 228 horsepower; a significant number for a less than 3000lb car.
In the early 70’s a new facelift was decided on, focussing on a new version of the 127 four-cylinder and the 248 V8; both radically changed to make them more fuel efficient. The main reason for this choice was that the other two cars on offer by PMI Usurper, the Scud and Scud Sabre, were very much catering to the enthousiasts of big, thirsty engines.
The Usurper, despite the general design starting to become aged, was still PMI Usurper’s best answer to foreign imports. The Elegant was generally more expensive, but also offered better comfort, while staying in the same weight class.
The fuel economy changes hurt the performance limits of the Elegant, but the car was nonetheless considered very enjoyable to drive. True, the four-cylinder and automatic transmission V8 were not what you’d call fast or sportive (the manual V8 was better in that regards, but nothing world-shocking), but all trims were responsive and safe to drive in wet or cold weather.
Though still a coupe in body style, the drivability, cargo capacity and comfortable seating for 4, actually made the car quite popular as a small, spory family sedan.
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PMI Usurper Scud Sabre
The 1969 Scud Sabre was built on a different platform that the 1967 Scud Coupe and Scud Sedan. The name was a direct reference to the Usurper Sabre and Super Sabre from the 50’s. Despite being different from the Scud, it was chosen to keep the Scud name for sales reason and to differentiate from the first generation Sabres.
The most iconic Scub Sabres were the supercharged 390 and 464. Powered by huge high-torque V8s, they were considered iconic muscle cars. The engines produced 285 and 300 horsepower (at the wheels) with the 464 producing a massive 610Nm (450ft.lb) of torque. The top speeds were similar between the two supercharged engines, at around 230kph (143mph). The Smaller 390 actually reached 100kph (61mph) faster, but the 464 managed the quarter mile in 16 seconds, which was over half a second faster than the 390.
Smaller, non-supercharged, engines were available as well, a slower but cheaper and more economical 265 inline six engine with 200 horsepower; and the PMI V8 refurbished old Sabre 305 (5litre) block, producing 228 horsepower. The 305 was in fact the most selling trim, as it at least neared the performance of the 390 but was a cheaper car.
In terms of styling the Scud Sabre - usually just referred to as the Sabre, Sabre Muscle car or Sabre Supercharged for the 390 and 464 - used the popular for the era hidden headlights that popped up by rotating part of the grille. The solid part of the grille contained elements reminiscent of the styling of the first generation Sabre.
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PMI Usurper Scud
The 1967 Scud Coupe and Scud Sedan were built on the huge 3 meter wheel base platform. The Scuds were known for their premium and even luxury interiors and quality finishing, but performance-wise they were not up there with the competition. The size and weight made the car unwieldy and the suspension was basic with macpherson struts in the front and old fashion coils in the rear.
Interestingly, the sub-trim levels were all named after Asian cities. The Coupe was the Rangoon; the convertible the Goa; the premium sedan the Manila; and the luxury Sedan - only introduced late 1972 - the Jeddah.
Placeholder for First Gen
A facelifted Scud was introduced in 1971, although the same engines as in 1967 were still offered. The biggest change came in late 1972 when a - some would say megalomaniac - luxury version was introduced, marketed as the Jeddah trim level. It was in the first place based around massive 511 cu.-in. engine producing 350 horsepower.
With a top speed 145mph and 0-61 in 8.5 seconds, the almost 2 metric ton heavy car was at least fast in a straight line. The automatc three-speed gearbx and wide tires made the car controllable, but the turning performance was simply abysmal. Confort in the end was also hampered by the suspension set-up.
What hampered the car the most was the fuel economy, with less than 8 mpg, the engine-car combination simply did not survive the oil crisis a year after its introduction. A smaller 390 cu.-in. version with 300 horsepower was also offered, but fuel consumsion there was even worse, due to the weight of the car. Even a hastily retuned version of the 390, this time offering 250 horsepower, managing slightly over 10 mpg, could not save the Scud.
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PMI Usurper Consul
The Consul was the successor of the Elegant and in a large part formed the answer of PMI on the oil crisis. Although not the most fuel efficient cars on the market, the Consul used regular unleaded fuel, advanced -for the time - catalytic converters, and reasonable mpg, while still maintaining the sports luxury coupe standards that the Usurper brand strive to uphold.
The Consul started in 1977 with an inline six standard version and a V8 premium version. The engines were using tried and tested technology, including a single four-barrel carburator, but were detuned for fuel consumption and regular fuel. The inline six was based on the 1946 PMI six engine, now producing only 115 horsepower and the V8 was the well-known 305, producing 142 horsepower.
Performance in pure numbers was not spectacular. The inline six was coupled to a four-speed manual giving the Consul a 105 mph top speed and an advertised fuel consumption of 20 mpg (highway). The V8 premium used a three-speed automatic transmission and had a top speed of 110 mph. Fuel consumption was advertised as 18 mpg (highway). The two cars did not differ much in terms of acceleration, but on the US market a premium V8 model was considered almost obligatory, and increased conform and drivability was indeed was the V8 offered over the inline six.
The real innovation came in 1979 with the release of 4 new trims (though no exterior styling update). While top premium model still used the V8, but now with a more catalytic converter and producing 192 horsepower, the other two engines were real innovations. Fuel consumption of the V8 rose to only 17 mpg (highway), but top speeds of 120 mph and acceleration under 10 seconds to 61 were again possible.
One of the new engines was the same old 218 inline six, orginally from 1946, but the real innovation was in the fuel system, which was for the first time not a carburator but a single point injection system. This was an experiment from the engineering department as the real new base version was powered by a power plant developed by the Hajimura branch of PMI in Japan, a 2.2 inline four engine with a single overhead cam - the first non-OHV engine for PMI Usurper.
The four cylinder (mainly) and the injection six (limited numbers) were offered for a standard version (with a manual four-speed), while again the four cylinder and the V8 were offered for the premium trim (with a three-speed automatic). Despite only producing 100 horsepower, the four cylinder proved itself capable, and although top speed was low and acceleration average, the Consul provided an enjoyable ride experience, this time with fuel consumption figures nearing 25mpg.
1982 update:
Feedback in particular on the 4-cylinder Consuls was rather negative. The cars were not that economical and they were slow and not astronimically great to drive. Thus, the drastic decision was made to stop the cooperation with PMI Hajimura after only 5 years. Instead, the new standard version was the 1982 update of the PMI Prospect small (2750cc) inline-6 engine. Other engine choices included 3 (kind of) variants of a newly developed PMI Usurper engine.
Introduced in 1980, the new cast iron OHV 5 litre V8 was a replacement for the more than trusty old 305 cubic inch. More innovative, a V6 engine, a 3.8 litre, was introduced as well, although really it was little more than the same OHV V8 with two cylinders cut off. They might have been more modern than the V8 and I6 1940’s and 50’s engines used upto that point, but they were still OHV and carburated.
In terms of design, the headlights and the rear of the 1982 model underwent changes, giving the car a more modern look (for the time). Although even that is relative; the styling remained very much conservative American. This was the reason the V8 engine was still offered as well: the decision was taken that it would be unmarketable without V8.
The V8 offered 195 horsepower, but made the car heavy compared to the other trims (nearly 1.5 metric tons). Top speed was over 120 mph and acceleration a respectable 8.3 seconds from 0-61. By contrast the I6 standard version only had 115 horsepower and did not manage much over 100 mph and 12.5 seconds. All engine trims were connected to a new 4-speed automatic gearbox to improve performance.
The new V6 engine was a go between with 150 horsepower, but the real innovation was a turbocharged V6 version, and while less powerful than the V8 with 185 horsepower, it offered better mpg and lower weight, giving it slightly lower top speed and acceleration as well as handling characteristics.
(As always, overview in the opening post updated - further stats availble upon request.)
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PMI Usurper Sabre (Gen.II)
In 1986, PMI Usurper relaunched the mythic name Sabre as stand-alone brand (rather than a specific trim as with the Scud Sabre in the late 60s). As with the 50’s car, the Sabre was a stocky but powerful 2-door coupe, designed to travel long distances in comfort, rather than to corner around a track. Although, this Sabre incarnation did features independent suspension all-round. The car had a simple straight forward late-80s design, with a number of design features inspired by European brands.
Equally as with the original Sabre, the focus was on the V8 engine. Using the 1980 5 liter OHV, but now outfitted with fuel injection, the engine produced 206 horsepower and had reasonable fuel economy (up to 22 US mpg while cruising between 50 and 60 mph). The V8 trim was offered in Cruiser and Sports trims, where the former had an automatic 4-speed and the latter a manual four speed.
1987 and 1988 saw the introduction of 2 new engine choices; a inline-6, using a fuel injected 4.1 liter Matilda engine, the second SOHC engine PMI Usurper ever used, after the rather unsuccessful use of Japanese 4-cylinder SOHCs in the Consul in 1979. The Matilda engine was actually more powerful than the V8 with 220 horsepower, and cheaper. It was only available with automatic gearbox. The only reason it wasn’t more successful was that it wasn’t a V8 and the car looked designed for a V8.
Available with a 5-speed manual or the trusty 4-speed automatic, the last engine choice was a EFI fuel injected version of the V6 Turbo engine made popular by the PMI Usurper Consul. Only producing 192 horsepower, the manual gearbox Sabre V6 Turbo was nonetheless the best accelerating, getting from 0-60 in only 7 seconds.
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PMI Usurper V8 Coupe (Gen.II)
Yet another revival of a name, the V8 Coupe was the first car PMI Usurper ever put on the market. The 1992 version, just as the 1946 car, only had two seats and was all about big engine performance coupled to a luxurious interior and cruising comfort. Numbers produced were limited, and the car was never meant to be the main product of PMI Usurper for these model years. Nonetheless, even for limited model prices and maintenance were manageble compared to the competition on the sports market.
Initially offered only with a manual 5-speed gearbox and 5 liter V8 engine producing 220 horsepower, the V8 Coupe was sporty and luxurious with premium interior and acceleration 0-61 of 7 seconds and a top speed of 150mph (242km/h). Most obvious quirks and features in terms of styling were the round badge in the front, reminiscent of the 1947 V8 Custom, as well as the covered headlights - which was more a Scud Sabre thing, rather than a V8 customs feature.
1994 saw two additional new trims: a 5 liter V8 with a four speed automatic (and more lethargic performance - though 8 seconds on the 0-61 is not exactly snail pace either) but with updated premium interior features; and a massive V8L engine trim level with a 5.9 liter ASCAR-derived engine making almost 292 horsepower. Acceleration for this monster was well below 7 seconds and it topped out at around 165 mph.
In terms of driving performance, the V8 Coupe was enjoyable at low speeds and highway speeds. However, at high speeds and pushed to the limit in the corners, it was prone to wheel spin and sudden loss of rear wheel grip. This meant the car was mainly fast in a straight line (the V8L managed a 02:41,09 on our test track, by comparison the Japanese-made PMI Dotai 2.2 Type-B, with a naturally aspirated 2.2 inline-4 engine and a mere 150 horsepower, managed a 02:38,90). Nonetheless, normal everyday driving, both with manual and automatic trim levels was comfortable, the high V8-torque making gear changes with the manual transmission a relatively rare occasion anyway.
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PMI (Racing) Zelo 122 C
The very first car to bear the name Zelo, although developed by the team that has now been incorporated into the PMI Racing division. The First true PMI Zelo as an independent brand available for the broad public - although broad is relative for a luxury tourer - would be the PMI Zelo Inter 122 S, using an adapted, more reliable, but less powerful engine of this race car.
Powering the 122 C was a 1995cc (60.0mmx58.8mm) Direct-Acting Over-Head Cam 60° V12, producing 160 horsepower at 7100rpm and 175Nm of torque at 5600rpm. A light, hand-made tubular frame and light-weight aluminum body paneling ensured the light race car could reach speeds over 180 km/h fairly comfortably. If any critique could be given, it’s that for budget reasons - and the 122 Competizione was already an expensive car - a 4-speed manual gearbox was chosen. Damiano Colombio, the lead engineer in charge of the development of the PMI-Zelo 12.20 C power plant, wanted to use a five-speed gearbox as it matched the high revving V12 better than that of a traditional four-speed gearbox.
The main success of the 122 Competizione was its handling. With racing sway bars front and rear, and finely tuned brakes, it did not suffer the twitchiness and nervousness of many of its competitors in the day. Despite its exquisite driving abilities, and its success in late 40s, and early 50s racing, the car was very expensive to produce, even for a competition brand, and only 6 cars were ever produced.
PMI Racing - Zelo 122.car (35.0 KB)
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Classics from behind the Iron Curtain and the Archanian Badlands
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Today, we take a look at two historic cars from the PMI racing history from unexpected places: the 1970 Dniepro 1100 Rally, and the 1986 ZST Archania 123 Racing. The former a successful little rally car in the Soviet Union, based on the Ukrainian people’s car, the Dniepro 920B, a brand merged with Polezniy, and later PMI Polezniy. The latter a car built under Italian licence in Archania, powered by PMI Polloi engines, that actually had quite the racing career even in Europe with a special PMI Racing 1 litre engine.
1970 Dniepro 1100 Rally
When the Dniepro 920B, “Project B” as it was internally known, came out in 1968 it was aimed to provide cheap personal transport for the loyal hard worker. Despite cost-cutting measures at places, the air-cooled four-cylinder boxer engine, mounted above the rear axle, was actually made from aerospace grade aluminium by an aircraft company.
Despite its birthplace, the OHV 921cc engine did immediately make the Dniepro fly. With an output of merely 30 horsepower - but more than double the torque in Newton meters - it was utilitarian rather brisk in pace. Top speed was somewhere over 100km/h, which took about half a minute to reach. But the car was cheap, light and fairly economical, and quickly gained a reputation for being reliable and quite enjoyable to drive.
Following the success of Moskvich some years earlier, in the USSR as well as a broad, lead to the adaptation of “Project B” to a competition version. With the same boxer-4 engine bored out to 1198cc, the 670kg heavy Rally produced 61,5 horsepower. The suspension, remarkably enough, was basically unchanged from the standard model, rugged and designed for the Soviet back roads as it was.
Although not breaking any speed records either, the nimble Dniepro was a driver’s favorite, with fun and predicable handling. Some models, with later built years, but virtually unchanged from the initial model until the late 80s, even made its way into the hands of enthusiasts in Western Europe.
You can now rent our restored 1970 example for your recreational drives here (for export to BeamNG): PMI Polezniy - Dniepro 1200R.car (59.4 KB)
1986 ZST Archania 123 Racing
ZST was a short-lived (1986-1991) Archanian brand owned by PMI Polloi, powered by a last generation PMI SOHC-8 4-cylinder engine. Four variants were offered by 1988: a three-door 45 horsepower 1226cc (“123”), a five-door 56 horsepower 1372cc (“145”), a three-door 72 horsepower 1585cc (“163”), and the very rare turbo charged version of that last one with just a smidge under 100 horsepower (“163 T”).
The 163 T gathered quite some cult following on its own, with especially the dirt cheap 123 selling well when in production (and many examples not surviving much longer due to bad wiring and serious rust issues), but we’re not to talk about these here. Instead, we look at a little racing phenomenon, briefly popular enough to have its own touring class in Europe and in Archania: the 123 Racing.
Despite sharing its name with the regular 123, this ZST did not share the same engine block. Instead it used a PMI racing developed high-revving 3 cylinder engine with a displacement of 976cc. The little turbocharged engine produced 150hp at 7000 rpm and 163Nm at 6300. With a wider stance, racing tires and stripped out interior, this ZST was a zippy little 700kg rocket.
Enjoy the ZST Racing at our regular PMI track days (for export to BeamNG):
PMI ZST - Archania 123 Racing.car (50.1 KB)
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