Well for one it hardly difficult to match and or surpass the driving dynamics, performance, comfort and interior space utilization of a 1960s American full-size.
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Just as Martin Penrose was settling into his newfound success at Adenine, the 1973 oil crisis hit and shook the US automotive industry to its core. The Big Three automakers floundered as gas prices soared and sales of new cars tanked. Adenine was hit hard as well, although not to the same degree as the other automakers. Adenine had never quite been able to meet demand and its market base was strongly devoted, so sales did not drop off as sharply.
Still, Penrose struggled to readjust his market strategy in light of the sudden changes. The Veranda, Adenine’s most popular car, was hopelessly inefficient, and the Advent, which would have been ideal for the new landscape, had been discontinued a few years earlier. Luckily, Penrose had already commissioned development of a new compact sedan to replace the Advent. But what would he do with the Veranda, the star of the Adenine brand?
Development and tooling for the new compact sedan was eating into Adenine’s already declining profits, so Penrose didn’t have the money to design a new Veranda. Whatever he could do would be, at best, a stopgap measure. But he had to do something.
Penrose turned to Inline Designs, who were then working on the engine for the new compact sedan. The engineers at Inline Designs had been proposing some advanced new technology: turbocharging and mechanical fuel injection. Early test results showed remarkable gains in fuel economy and performance. Penrose asked them to work overtime and develop a new engine for the Veranda. (The full story of the Adenine-Inline Designs partnership will be told with the Adenine Valence series.)
Mechanical injection turned out to be too complex and expensive for large-scale production, and Inline Designs found that a triple-carb, single barrel eco setup could work just as well. But the turbocharging technology was very promising. Combined with a new multivalve head and a lean fuel mix, the new straight-six represented a technological leap over the old one. The engine was downsized to 3.2L, and it could still produce 163hp net - nearly identical to the old one - even with a catalytic converter attached!
While the stuff under the hood leapt into the space age, the rest of the car received incremental updates. The automatic transmission gained an extra gear and rear disc brakes replaced the old drums. The phonograph was replaced with a top-of-the-line 8-track cassette player. Outside, the body remained the same but the styling was updated with a more contemporary grille and rectangular lights.
The '75 Veranda was available for an inflation-adjusted price of $18500 (+40% markup). A wagon variant which could seat up to 8 people was also sold for $22000 (+40% markup).
The updated Veranda proved to be a moderate success upon its release in 1975. No, it would never reach the heights of the 1st generation, but the new technology meant that it was far more competitive in the new market. In terms of efficiency, the Veranda was miles ahead of anything else in its class. Competitor vehicles lost lots of horsepower in the switch to cats and unleaded fuel, while the Veranda was able to maintain the same or better performance while improving efficiency over 80%. Indeed, the Veranda could now run to 62mph in 10.1 seconds and it could still corner at well over 0.8g.
The big downside of the magical new turbo was, of course, the lag. Sure, the Veranda could do quick sprints if you kept the turbo spinning, but from a standstill the engine took ages to respond. Even though the turbo was fully spooled at 2000RPM (courtesy of the small turbine and low boost), the eco carbs just couldn’t deliver fuel quickly enough to spin it up. It took time for drivers to get used to the strange feeling of a turbo. The boost built slowly and steadily up to 2000RPM, and then torque held constant at 190 lb-ft up to 4000RPM. It was a totally different experience for everyday drivers, and the quiet whine of the turbo further enforced the space-age feeling.
Overall, the 1975 Veranda was a timely and well-received update to an already winning formula. The lightweight, FWD platform was well suited to Adenine’s newfound focus on efficiency. While the compact Valence would end up stealing the show, the turbo Veranda was still a brilliantly quirky full-size that stood out from the competition. With the Veranda, Adenine proved to consumers that it would innovate instead of compromise. People who wanted a full-size sedan could have one without worrying about getting stuck at the pump.
However, a special moment of silence should be taken for the Veranda’s beloved big-block V8. In the post-oil crisis era, Adenine didn’t have the room to continue producing a gas-guzzling V8, so it was quietly phased out of the lineup. After production of the engine ceased early in 1975, Adenine would never produce another V8.
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So, a front wheel drive turbo landyacht, in 1975 oil crisis America…wow!
Correct me if I’m wrong - I’d be very interested if I am - but this must have been one of the first uses of a turbo on a car for efficiency and not performance?
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Absolutely! 1970s Adenine is basically American Saab 
I’m not sure, but I think Adenine would also have been the first to introduce an intercooler on a turbo engine!
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Well, then after the Unreal comes Adenine will have a very proper competitor - my yet unreleased Saab-Volvo (but more Saab) mashup, with a slight addition of 80s Audi, existing in Sweden 
And yes, I plan to use all the turbo goodness as early as possible 
So now Adenine is probably first, but it won’t be in the Unreal version
Oh, and now as you wrote that, Adenine really has some Saab-like character - that might explain why I like it so much 
With the breakout success of the Adenine Valence in the 1970s, Adenine was now a major player in the US auto industry. With more money and exposure came greater production capabilities, and Adenine was able to top sales charts for the first time. But the compact segment was highly competitive, and the Valence faced especially stiff competition from new front-drive compacts like the Accord and the Golf.
Conversely, the full-size segment was practically abandoned. With oil prices at record highs in 1979, American automakers scrambled to downsize their full-size cars, while Japanese and European automakers didn’t even enter the segment. Demand for large cars was at an all-time low and few automakers felt the need to invest in new technology in such a small market. The Veranda was now even more distanced from the competition, with its front-wheel drive layout and turbocharged engine.
Adenine refused to downsize the Veranda, believing that its large dimensions gave it a unique selling proposition in the market. The challenge, of course, would be to make the Veranda as efficient as the competition without compromising on interior size and comfort. The downsized competitor cars were now hundreds of pounds lighter than their predecessors, and their fuel economy could match or even surpass the aging 2nd gen Veranda.
The primary focus for the new Veranda was once again the engine. The venerable 3.2L straight six returned, but now with some fancy new technology. Inline Designs had been experimenting with fuel injection for over a decade since the mechanical systems of the 60s, and the new electronic multipoint injection was now ready for prime time. The turbocharger was now fitted with faster-spinning ball bearings, and the new three-way catalytic converter was cleaner and less restrictive. Throttle response was significantly improved over the old engine, and turbo lag was still noticeable but much less intrusive. The new engine produced an impressive 185 horsepower.
With a brand new platform came new opportunities. The front subframe was designed so that the 3.2L I6 could be squeezed between the all-new front wishbones, for even better ride quality and handling. Overall dimensions were reduced only slightly, with a shorter hood and rear deck. More efficient space utilization (no more massive area behind the engine) meant that interior space could be increased even more. The smoother, more rounded body improved aerodynamics as well.
After Adenine’s success in the 1970s, Martin Penrose felt very satisfied with his career. Within a few decades, he had grown his small Pittsburgh car shop into a huge, nationally visible juggernaut. His innovation and willingness to embrace new ideas had set a strong precedent for the company, and made a noticeable impact on the US auto industry. But Adenine was now a far-reaching corporation, and in his old age he found it more and more difficult to oversee all the different aspects of the company. In 1980, he retired at the age of 61.
The most popular version was the sedan paired with a 4-speed automatic, which sold for $19500 (40% markup). A coupe with a five-speed manual could be had for as low as $18000 (40% markup).
The 1982 Veranda would prove to be the most successful Veranda yet, although perhaps not for the reasons that Adenine anticipated. The 23 mpg combined rating was indeed quite remarkable - much higher than anything in its class, and approaching the economy of many midsize sedans. However, by the time the Veranda was introduced, oil prices were already on the decline, and by the mid-to-late 80s, they were as low as pre-crisis levels.
The real selling point of the Veranda was its power and performance. Big American V8s were becoming increasingly outdated and choked by emissions regulations. The Ford LTD Crown Victoria produced just 130hp from its heavy 4.9L V8 engine. The Veranda’s fuel-injected turbo six was far and away the most powerful engine in the class, and it showed. 0-62 could be achieved in as low as 7.7 seconds with the manual or 8.6 with the automatic. The competition was far behind, with times in the 12 to 13 second range. The Veranda was the only car that could offer the presence and performance of the classic full-sizers from before the crisis.
After the new Veranda was released in 1982, Chrysler became the first to challenge its position with its front-wheel drive E and S platforms in 1983. In 1984, Chrysler even introduced a 2.2L turbo I4 for the Chrysler E-Class and the Plymouth Caravelle. However, the E-platform cars were considerably smaller and slower than the Veranda, and their fuel economy wasn’t any better.
Still, it was clear that American automakers were finally beginning to catch up with Adenine. Moreover, the market as a whole was changing significantly. Chrysler’s front-wheel drive minivans became an unexpected success, and the unibody Jeep Cherokee SJ proved to be surprisingly popular among suburban families. While Adenine continued to dominate the full-size sedan segment, it seemed that fewer and fewer buyers were interested in the segment altogether.
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By the 1990s, the automotive landscape had changed significantly. Gas was cheap, and the classic sedan was being challenged by big SUVs and minivans. Japanese automakers expanded their lineups into more premium sectors, with the Acura Legend and Lexus LS offering stiff competition to the Adenine Veranda in the full-size sedan segment.
Moreover, the Veranda itself had changed. Rising development and production costs meant that it was no longer practical for the Veranda to ride on its own unique platform. Instead, the Veranda was based on a stretched version of the Valence chassis, with MacPherson struts up front and multilink suspension in the rear. The Veranda, which had been one of America’s largest cars in the 80s, was now considerably smaller than competitors such as the Crown Victoria or the Chevy Caprice.
In addition, the narrower Valence chassis was unable to support the signature straight-six that the Veranda had become known for. Instead, the Veranda received the same 2.0L turbo four as the Valence. Equipped with the brand new ATP variable valve technology, the new engine could produce an impressive 209hp when revved up to 7400RPM. However, gone was the smoothness and low-end torque of the classic six-cylinder.
The new, smaller body was a boon for aerodynamics, with an aerodynamic efficiency of just 0.6 sq m compared to the 0.8-0.9 of older models. Paired with the advanced new variable valve technology, the Valence was able to achieve a truly remarkable 29 mpg combined rating - a figure that could beat even the best midsize sedans of the day. (For reference, the Honda Accord was rated at 25 mpg.)
But that achievement would fall on deaf ears. This was the 90s, and fuel prices were back to record lows. Customers wanted bigger and more powerful vehicles, and this time the Veranda had bucked the trend in the wrong direction. Moreover, the Veranda had sacrificed its character in the name of fuel economy. The smaller and curvier body meant reduced headroom and legroom. The 2.0L turbo 4 was an impressive feat of engineering, but had none of the presence and prestige of the old straight-six. The Veranda, which had always been in a class of its own, was now just a slightly bigger Valence. Normally, that wouldn’t be a bad thing to say about a car, but in the unwelcoming market of the 1990s, it would prove to be fatal.
The 1995 Veranda was the right car at the wrong time. Customers who would normally pay for a comfortable, classy sedan flocked to bigger SUVs and minivans instead. Within its own company, the Veranda faced competition on one end from the Valence and on the other from the Pearlite Veritas, which offered a bigger engine and AWD. And so, with Adenine facing financial struggles throughout the 90s, the famous Veranda nameplate was finally discontinued in 1999.
Within the Adenine hierarchy, the Pearlite Veritas carried on the torch from the Veranda, being a full-size luxury sedan powered by a turbo six in lower trims. But it wasn’t the same. The RWD-based Veritas followed the formula of BMW and Mercedes, not the formula of the Veranda. The Veranda had always stood alone, with its big inline six mounted transversely between the wheels. With the end of the Veranda, the unique and quirky character that had defined Adenine in its early days was gone. In that light, perhaps it was fitting that Martin Penrose had passed away a few years earlier in 1996.
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The Adenine Veranda is a front-wheel drive full-size sedan that was produced by Adenine Automotive from 1967 to 1999. It is well known for being one of the first cars to introduce transverse front-wheel drive layout to the US market. It was also one of the first non-sports cars to offer a turbocharged engine. The Veranda’s innovative engineering allowed it to dominate the full-size segment for many years, until changing market conditions led to its discontinuation in 1999.
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Excellent story! Particularly like how the chrome grille remained a key feature of the Veranda throughout, adds a sense continuity. Sad to read of its eventual demise though… 
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So, what do you guys think of the single car story format? I’ve definitely found it tricky in some cases, such as when company context is important (the Inline Designs story). Any comments and suggestions are appreciated!
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It is easy to read, pictures of the Fascia of the car and the use of a spreadsheet is very handy
ALTHOUGH I feel it work well because you’ve already post the other trims before and it was nice to check for more info and backstory
TL;DR yeah, pretty cool, but probably time consuming from your side (if you post the history of all the models before the single post)
In the early 70s, Martin Penrose was looking to expand Adenine’s share of the US automotive industry. Adenine had covered the key markets - it had a full-size sedan (the Veranda), a pickup (the Reverence), and a performance car (the Vindicator). But Japanese and European companies were growing their US market share even faster than Adenine. Their strategy was effective - the imports almost exclusively targeted the budget compact sector. Cars such as the Honda Civic, Toyota Corolla, and Volkswagen Beetle could walk all over the American companies who had little to no presence of their own in this segment.
Penrose knew that he could not compete with the imports directly. These companies were already well-established in their home countries and could produce high volumes of inexpensive cars in their factories. Adenine had made a decent amount of money in its first decade of existence, but it hardly had the resources to compete in the budget sector.
But Penrose realized that there was still a gap in the market. In order to drive down prices as low as possible, the import cars had tiny engines and barebones interiors. These cars were simply basic transportation, not something to be proud of owning. Penrose had an idea: what if Adenine built a small, compact car, but gave it the same level of comfort and performance expected of larger sedans?
Concept design and prototyping for the new car, which would be called the Valence, began midway through 1972. The challenge early on was designing an engine that would be small enough to fit in a compact chassis but powerful enough to outperform existing cars on the market. Penrose figured that a more advanced overhead cam design, coupled with multiple carburetors and a rich fuel mix, would be enough to do the job. But when the oil crisis hit in 1973, everything changed.
While Penrose was devastated at first, he soon realized that the crisis could actually be a golden opportunity for Adenine - and the new car would be the perfect way to seize the opportunity. Immediately, fuel economy became a top priority for the new car. But this became a problem: in order to improve economy, performance had to be sacrificed. With a lean fuel mix and small carbs, plus the power-sapping advent of catalytic converters, the small engine could only muster a measly 65hp - hardly any better than existing engines on the market. Penrose was stumped. But in the back of his mind, he remembered that there was one other thing he could try - and he knew just who to talk to about it.
Inline Designs was founded in 1965 in Philadelphia, PA by two young mechanical engineers with a love for engines. Much like Adenine’s early roots, they began as a humble car repair and tuning shop and worked on engines for their friends and neighbors. As the company grew, they began to design bespoke engines, especially for performance and racing cars. Unlike other American companies who simply made their engines bigger, Inline Designs had a different philosophy: Do more with less. Smaller, OHC inline engines could perform better at a much lower weight than the traditional V8 pushrod engines of the day.
There was one innovation that Inline Designs was particularly fascinated with: turbocharging. They were quick to recognize the enormous potential of this technology, as huge power outputs could be made from very small engines. In the early 70s, an Adenine Vindicator fitted with an experimental turbocharged engine came to dominate Pennsylvanian racing leagues - when it wasn’t blowing up on the track.
When Penrose heard about the wondrous things coming from the company in Philly, he invited Inline Designs to show off some of their work. The young engineers had already spent many years trying to work out the issues of turbocharging, especially reliability and turbo lag. Penrose was very impressed. He realized that Inline Designs might just be able to provide the solution that Adenine needed. Thus, a lasting partnership was born.
Inline Designs did not have a lot of experience designing engines for economy, but they knew that their more-with-less philosophy could achieve excellent performance with much better efficiency than standard engines of the day. The engine that Inline Designs came up with was radical in many ways. The 1.6L inline four engine used a single overhead cam with four valves per cylinder, mechanical fuel injection, and a novel turbocharger design. Unlike the large, slow-spooling turbos that came before, Inline Designs went with a small turbine and compressor and a very modest boost pressure of 0.45 bar. This increased efficiency and reduced turbo lag, making the engine surprisingly drivable at low speeds. Inline Designs also included their prototype intercooler technology, which reduced knocking and greatly improved reliability. Mechanical injection was too complex and expensive for mass production, so it was replaced with a two-barrel eco carburetor in the later stages of development.
With Inline Designs’s turbocharging expertise, the finalized engine was able to meet all three requirements: excellent fuel economy, good performance, and compact dimensions. It produced 80hp at 5000RPM and a constant 95 lb-ft of torque from 2400 to 4000RPM. The 1.6L engine produced comparable performance to the 2.3L Ford Pinto and Chevy Vega engines, with lower weight, considerably smaller size, and greater efficiency.
For the rest of the car, Adenine engineers had to balance a premium, high-class feel with affordability and manufacturability. To maximize trunk space, a torsion-beam rear suspension was selected. Standard features included front disc brakes, power steering, a good interior, a radio and tape player, seat belts, and airbags. The emphasis on safety proved prescient, as competitors such as the Ford Pinto soon developed a reputation for poor safety while the Valence was regarded highly despite its size. A premium, upscale interior and a luxurious tape player were also options.
The combination of out-of-the-box thinking from both Adenine and Inline Designs proved to be a winning formula. The Valence was able to achieve 30mpg in a car that was comfortable, safe, and surprisingly quick. It could accelerate from 0-62 in as fast as 11.6 seconds with the 5-speed manual, which was several seconds faster than its competitors. Even when fitted with the 4-speed auto and fully loaded, the Valence could still make the run in 12.7 seconds - faster than most other cars in its class. Pricing began at a very reasonable $9600 (+20%) and rose to $14000 (+40%) for a fully loaded version. The car was described as a bargain for the amount of quality and comfort it delivered.
The Inline Designs 1.6L I4 was the first successful turbocharged engine used in a non-sports car. Drivers found the engine to be unlike anything they had driven before. Turbo lag was much improved from 60s turbo cars, but with the slow eco carbs, the throttle response was still very poor. Certainly, drivers would have preferred a more conventional naturally aspirated engine, but it was impossible to argue with the remarkable fuel economy. Perhaps even more impressive was the refinement of the engine. The muffling effect of the turbo made the engine whisper-quiet, with only a light turbo whine giving away its operation. And while the turbo lag was bad for darting in and out of traffic, the slow and steady buildup of boost made accelerating from a standstill incredibly smooth.
In an era of soaring gas prices and long lines at the pump, the Valence’s class-leading efficiency and its unique position in the market made it a smashing success. Full-sized American sedans were hopelessly inefficient, and more and more people turned to smaller, more efficient vehicles. While the import cars satisfied the budget crowd, the Valence was perfectly positioned to capture the market of people who wanted a car with both high class and high efficiency. As gas prices reached a peak in 1979, the Valence broke all sales records and became one of the best-selling cars in America.
The success of the Valence rocketed Adenine - and Inline Designs - into the spotlight as innovative, forward-thinking automotive companies. While the Big Three flustered, Adenine gained market share as quickly as the Japanese imports. With the Adenine Valence, American customers had a car that was comfortable, affordable, and all-American - but also achieved excellent fuel economy. In addition, the Valence was highly influential and pioneered technology that was ahead of its time. It was an innovative, well-designed car, that launched at the perfect time.
Now that he had built his masterpiece and turned his startup company into a huge success, Penrose felt very satisfied with his career. Within a few decades, he had grown his small Pittsburgh car shop into a huge, nationally visible juggernaut. His innovation and willingness to embrace new ideas had set a strong precedent for the company, and made a noticeable impact on the US auto industry. But Adenine was now a far-reaching corporation, and in his old age he found it more and more difficult to oversee all the different aspects of the company. In 1980, he retired at the age of 61.
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By the look of things, the Valence could not have gotten off to a better start; it was ahead of its time mechanically and thus served the needs of the average motorist well. I can’t wait for the later Valence models to be shown!
Awesome stuff dude. Nice to see a proper ‘turbo origins’ style car, plus you’ve actually managed to make chrome work on that body!
As for the 0.4 sportines…
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Just wait until I get around to the Reverence pickup series, 0 sportiness through 1995
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OOH YEAH, get me on that no-feedback steering right away!
In the 1980s, times were changing quickly for the American automotive industry. After a rough decade, Ford and GM came back from the brink with strong, well-designed cars. Japanese and European automakers continued to excel in the American market. With gas prices back to pre-crisis levels, Adenine faced tough competition from all directions. By the time the 80s came around, the Valence was still riding on the same basic chassis from 1975 and it was getting outdated. While it was still as comfortable and efficient as ever, customers wanted something new. Adenine was ready to rise up to the challenge, and as the second-generation Valence neared the end of its production run, Adenine engineers got to work designing a brand new Valence.
From the beginning, Adenine wanted to stick the same formula that made the first Valence so successful. That meant a sedan with plenty of comfort, good performance, and excellent fuel economy - all at an affordable price. Despite falling gas prices, Adenine wanted the maintain the Valence’s identity as the smart, efficient vehicle of the future. While other automakers built cars that barely met minimum economy standards, Adenine pushed forward in developing efficient technology.
However, with low gas prices, there was plenty of room for growth between the small first-gen Valence and the full-size Veranda. While the first-gen Valence had been perfectly sized for the 70s, the market was shifting quickly. The latest front-drive imports like the Honda Accord and Volkswagen Golf were no longer bargain basement econoboxes, but excellent vehicles in their own right. To differentiate itself from them, Adenine aimed to bring the Valence formula to the midsize segment.
Now that Adenine had the money to build more factories, the new Valence could be powered by a selection of engines, instead of just one. The existing 1.6L four-cylinder would return to power the base trim. A new 2.2L turbo four would be used to power the premium trim and the new sport trim. All of the new engines received new ball bearings, freer-flowing 3-way cats, and the latest in electronic fuel injection technology. With the new additions, the output of the 1.6L engine rose to 93hp, competitive with the base engines of competitors like the Taurus and the Accord. The 2.2L engine had two variants. The more common variant produced 141hp and was targeted at mainstream or premium consumers. The sport variant used more aggressive cams, higher boost, and a richer fuel mix to produce an impressive 175hp.
<img src="/uploads/default/original/4X/b/5/9/b59b6ae0d589a16db4e636f9a1ea2723a229b93a.jpg" width=“500"”>
During the process of designing the body of the new Valence, Adenine designers were heavily influenced by the recently-launched Audi 100 (C3), which had a remarkable drag coefficient of 0.30. Its rounded lines and flush windows were a big step forward in aerodynamics, and gave the car a look that was different from any other sedan of the time. In comparison, all of Adenine’s cars looked boxy and outdated. So, for the new Valence, Adenine designers came up with a new body with sleek, flowing lines and a clean, ultra-modern appearance. In addition, some of the body panels would be constructed of aluminum to reduce weight.
When it was released in 1985, the Valence was once again a game changer. The aerodynamic design, fuel-injected turbo engine, and lightweight construction allowed it to achieve a class-leading 35mpg. Competitors in the midsize sedan segment were well behind at around 24mpg. The Valence could match or exceed the economy of cars a full size class lower, such as the Honda Civic or even the previous Valence. With a starting price of $11500 (+20%), the new, larger Valence was quite a bit more expensive than its predecessor. But the Valence’s solid interior fittings, excellent ride quality, and quiet engine gave it a level of refinement that punched above its class.
Performance was also quite reasonable. With a 0-62 time of 11.5 seconds, the 1.6T-powered Valence wasn’t any faster than its predecessor, but it was still 1-2 seconds faster than its American competition. However, smaller Japanese sedans like the Accord and Camry could out-accelerate the base engine.
The Premium trim of the Valence came with the more powerful 2.2T engine, disc brakes all around, and an upscale interior and cassette player. 0-62 time was 9.4 seconds with the 4-speed automatic, quick enough to outpace both the four-cylinder Japanese sedans and V6-powered American sedans. With luxurious fittings and capable performance, the Valence Premium was soon being cross-shopped with higher-class executive cars such as the BMW 5-series (E28) and Mercedes E-Class (W124). The Valence certainly couldn’t match the prestige of the European juggernauts, but its lower price of $18000 (+40%) and exceptional economy made it an interesting choice.
For the first time, the Valence was also offered in a high-performance Sport trim, starting at $14300 (+30%). Fitted with larger 205mm tires, a geared LSD, and a 5-speed manual, the Valence Sport could accelerate from 0-62 in just 7.1 seconds. This was unprecedented performance for a four-cylinder, front-wheel drive car - in fact, with a quarter mile time of 15.4 seconds, the Valence Sport was only half a second behind the 5.0L, 210hp Mustang GT. And it was still capable of 24mpg.
Similar to the Ford Taurus SHO which came after it, the Sport variant of the Valence hid legitimate performance in a family car body. With retuned suspension and a small wing to counter lift, the Sport variant could corner at over 1g. The Sport proved to be the sleeper hit of the era, giving the otherwise prim-and-proper Valence a muscular underside.
All in all, the new Valence improved on the original in nearly every way. The larger dimensions gave it mainstream appeal, and the high output option expanded the market to the performance crowd. However, the novelty of the turbocharger had worn off, and despite Inline Designs’s best efforts, drivers still did not like the feeling of turbo lag. In the 1980s, gas prices were cheap and the remarkable power-to-efficiency ratio of the Valence went unappreciated. Still, the Valence offered solid performance, a comfortable ride, and stylish looks for a small price premium over the stiff competition. While it wasn’t the smashing success of the first-generation Valence, the new model was capable and appealing, and allowed Adenine to grow over the decade.
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The '85 Valence is clearly an improvement over its predecessor, but why does it use a standard steel unibody instead of a corrosion-resistant one? I suspect it may be down to company lore.
Corrosion resistance wasn’t a key design goal for the '85 Valence. At the time, the use of corrosion resistant steel was more common on premium cars than mainstream cars.
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I wish I could writte the story of my cars like you do :’(