Ardent Motors - Engineworks - A History

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*** Edit 9/21/14: So I originally created the Orion series before I figured out how to work the car editor and how to get existing engines into bodies. I see right off the bat with this history that the earliest versions I created couldn’t possibly fit into the one 1940’s body currently available. Thus I am deleting this thread content, and will slowly add back to it as I redesign the entire series and history. I should have some shortly, since I’ve completed the redesign of the original Orion and Orion Sparrow. ***

Pre-1948 – Precursor

The economic devastation wrought by the Great Depression was something the world would not soon, if ever, forget. Ardent’s automotive motor building started in this era, just as the United States was beginning to see recovery. Though the nation’s unemployment rate had dropped below 20 percent, scratching out a living in such a business environment was nothing short of backbreaking. Long a provider of farm machinery, Ardent Equipment Industries had seen many of its core customers disappear as the Depression hit. Thousands of businesses of all stripes were failing, and AEI was determined not to be another statistic.

Diversification of its target audience was a bold move, but slight tweaking of their small tractor motors provided a decent and inexpensive, if not thrilling, base for an auto engine. Demand for cars at the time, of course, was very low, but many of the would-be competitors in this field were already bankrupt when Ardent produced its first automobile engine in 1936. Orders came in slowly at first, but they were enough to sustain the company for the short term.

In the summer of 1937, AEI began design work on a motor coach of their own, as well as a brand new series of engines for motivation. Their long term aspiration, in the face of growing recovery, was to become a carmaker in their own right, not just to provide power for other companies. Unfortunately, their plans were put on hold temporarily as the economy took another step back in 1938. It would be a decade before anything they penned during this timeframe to actually end up on the market.

1948 Ardent Motors Corporation straight-4. Design nearly unchanged from the original 1936 version.

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**The Orion Series Engine – Beginnings of a Legacy
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Like nearly every automaker, Ardent Motors (spun off from Ardent Equipment Industries shortly before its parent company went bankrupt) had done its part to support their country’s war effort. And like its competitors, getting back to the business of making passenger cars took some time. While they were allowed to retool for the 1946 model year, Ardent took a cautious approach, and took more than a year to bring their offerings to the public: an inline 4-and new straight-6 engine that was in the design process at the onset of war. Though the stodgy pre-war 4-cyliders still had their place, Ardent found their fresh 6-cylinder designs to be preferred by their customers.

Opening Options – 1948-1961

Ardent understood that its target customers were blue collar workers. People who were skilled, loyal, and hard-working. Some were fiscally conservative, others were not. Two options for the six were devised after the war. The first was very similar to the original in-progress design, and the other was a long-stroke performance version. The series was codenamed “Orion”.

This motor was an almost immediate success for Ardent. The 110 cubic inch OA-6A put out a respectable 76 horsepower. It was an all-iron pushrod mill, and it breathed through a 2 pot carburetor, one of the most advanced of its time. Fuel economy for the two models that it powered, the Custom Six and Special Six, was only slightly lower than the aging 4-cylinder that started Ardent’s automotive history. The increased performance of the straight-6 was greatly appreciated by customers, and they showed their appreciation with their pocketbooks. By 1953, the Orion series of straight-6 motors was the sole option across the entire Ardent lineup as the 4-cylinder was dropped.

For the budget-minded, Orion had a little sister, the Orion Sparrow. At 97 cubic inches of displacement and sporting a simpler one barrel carb, the OS-6A was not a very thrilling engine. The 64 ponies limited it to Ardent’s lighter Standard Six model. It claimed lower fuel usage in bench tests than the OA6-A, but lack of power hindered its fuel thriftiness in practical application. However, its simplicity, reliability, and low cost made it an attractive option anyway.

Increasing competition led Ardent to make some changes in 1955, including the introduction of a 4-barrel carburetor. Both versions of the Orion received a new, larger 75.1mm cylinder bore, and their strokes were increased by 2.5mm as well.

The new OA6-B, as it was called, enjoyed a nominal boost in power, to 90hp. Changes were also made to the newly-minted OS6-B. Like its bigger counterpart, Sparrow was reworked for the 1955 model year. It gained the 2 barrel carb that the OA had shed. Power was up significantly, and efficiency also ticked up slightly as well. Sparrow also gained a reputation during this time for being a very solid, reliable motor compared to its contemporaries.

1955 was also the year that Ardent Motors released its first full-size executive model, and the existing Orion variants were too small to move such heavy iron. Knowing that larger models were in the works for some time, Ardent’s engineers were already in various phases of planning new, more powerful Orions. The first of those to hit the showroom was the OB6-B. This “Big” version was another departure from the traditional compact Orion design in that the 243 ci engine sported dual two-barrel carburetors. An OB6-B powered Ardent Master Six was the first company design to reach 120 MPH in stock configuration. No small feat given the Master’s hefty 3300-plus pound bulk.

Consumers’ thirst for power was already altering the landscape for Ardent’s workhorse series, and many changes were in store. Even the new OB6-B would be relegated to a role as a base model engine in the Master the very next year, when Ardent released its much-delayed V8. It would also be the sole option for a two-door sports sedan starting in 1957.

But more change was coming…

An example of the Orion series from the later part of this time period, a 1955 OB6-B, used in the inaugural Master series full-size sedan.

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The Taurus Series Engine – Learning to Harness Ponies (1956-1967)

Though enlarging the Orion allowed the Master Six to move, it still wasn’t enough for demanding upscale customers. They didn’t have to wait long for an answer to their gripes; the Ardent Master Eight debuted in 1956, sporting the company’s first-ever V8.

Exclusivity – 1956-1961

Engineers working on the project, dubbed “Taurus”, were able to create a 339 cubic inch that put out 229 horsepower and a tire-blistering 321 ft-lb of torque, all while keeping its road manners intact. Fuel and air mixed in a traditional 4-barrel carburetor, simplifying the design somewhat compared to the Master’s base twin-carb six. Early design flaws caused unusual amounts of vibration in the TA8-A. This was a bit of an embarrassment, as the heavy iron mill was really only suited to a single model in the lineup. Corrections made over the next couple years mostly resolved this issue.

Ardent Motors never intended the Taurus series to be installed in anything other than their executive cars and light-duty pickups. But in late 1960, an Ardent engineer by the name of James Anderson shoehorned the TA8-A from a wrecked Master Eight into his 1957 Ardent Spark. The resulting car was a completely changed beast. Its handling was quite adversely affected by the extra weight in the front, and Anderson’s initial gearing selection was less than ideal, but it proved a point inside Ardent: V8 power could be adapted to other models.

Unfortunately for Anderson, the Vice President of Product Development (who originally designed the Master series) didn’t like Anderson’s little stunt. It spelled the end of his career, and delayed the replacement of the outdated Special Six by six months.

The first production V8 by Ardent Motors: 1956 TA8-A

Putting a Beast on a Diet - 1962-1967

The loss of Anderson was not the only factor contributing to delays inside Ardent Motors between 1960 and 1962. Both the CEO and President disapproved of their VP’s handling of the incident, as well as his narrow vision. They wanted a man in charge who would embrace change and explore new options, not shun them out of hand. The VP was fired, as were several of his senior project managers who were seen to be “yes men”. It took months for the dust to settle and for the executives to find a management team more in line with their ideals. Anderson was offered and apology as well as his old position, but by then had moved on to work for a competitor.

Furthermore, the entire lineup at Ardent Motors was going through a generational change. The familiar model names dating back to 1948 were dropped in favor of a more modern naming convention.

Ardent’s executives had hoped that they could expand deployment of new Taurus V8 models across their lineup a little quicker, and had devoted extra resources to hasten development (at the cost of the Orion’s development, at least for one more year), but only one new V8 option was ready for 1962, and only on one model.

Branded an “Economy” model by marketing, the all-new 264 ci TE8-B was lean; it was over a hundred pounds lighter than its larger platform mate, though it shared the same 4-barrel carb configuration and a similar long stroke. Power was rated at 175 horses, and it took the place of the 6-cylinder “Big” Orion as the base motivator in Ardent Motor’s flagship car.

The Master series, which had just been rebranded as the “Angeles” after some modifications to the rear suspension, moved quite well with this new entry engine, at least when it was paired to a 4-speed manual transmission. A special 2-speed automatic was available with a TA8-B equipped model for additional luxury, and still performed reasonably well.

Speaking of the TA8-B, gradual improvements in design brought Ardent’s largest motor up to 238 horsepower in 1965. Parts interchangeability with earlier models allowed owners of earlier vehicles to give mild performance boosts to their –A models at low cost once –B models started showing up in scrap yards in the following years.

Over the next four years, TE8-B motors would find their way into nearly every model in the Ardent lineup as a premium option, starting with the Spark. The heavier TA8-B would remain nearly exclusive to the Angeles model. Only a limited run of 1966 and 1967 Ardent Spark sport sedans would receive the top-of-the-line motor, as a taste of what the company was planning in the future…

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Orion Series - Upward Momentum – 1963-1972

In its continual search to provide what an ever-diversifying motoring public was looking for, Ardent Motors had its hands full in the early Sixties. The size and power of motors across the board was skyrocketing, and Orion’s basic models were somewhat lacking.

Ardent’s first answer to these shifting trends was to fine-tune the little Sparrow version. Its block remained largely unchanged. Engineers ditched the two-barrel carb that had fed it for almost a decade and replaced it with a small but efficient four-barrel. Adjustments for air-fuel mixture and increased compression freed up three more horsepower, while increasing test-bed efficiency by over ten percent. This may not seem like much of a change, and it wasn’t. This decision was made purposefully, as Ardent didn’t want to lose touch with buyers looking for basic transportation. The small economy motor would remain basically unchanged until 1972.

The “Big” Orion, now OB6-C, was also refined slightly and given more compression and spark advance. This squeezed out another 7 horsepower from the engine that had been relegated to use in pickup trucks, as well as the second-generation Spark sedan. Overall build quality also improved with the redesign, and the thirsty six earned a good reputation. The end of the decade would see this workhorse increase to 256 cubic inches of displacement (1968 OB6-D), which would be good for 180 horses.

Major changes came in the form of OA6-C. Bored out and with a shorter stroke, the mainstay of the Orion series jumped from 138 ci to 183 ci. Its newfound girth made it unsuitable for Ardent’s basic sedans, but it found uses in just about every other model except the Angeles. This brand new incarnation put out 120 horses, yet still kept both fuel and maintenance costs down. It would have 6 more ponies with its 1968 revamp, and its already stout reliability would prove to get even better.

For the first time in the Orion series’ service, four variants of the engine were available, thanks to the introduction of a new performance model. Its development was shrouded in vague promises and misdirection by Ardent’s marketing team. When it hit the streets, in limited quantities, it made waves.

Ardent’s first “High-Performance” SOHC motor, OP6-C:

The basic design was mostly the same as the new OA6-C. But this performance variant had a very different top end, and one that couldn’t just bolt onto any previous version. Silently, and at significant cost, the engineers at Ardent Motors had developed their first overhead cam valvetrain. This new performance-oriented straight-6 was coded as OP6-C, and put out 170 horsepower at its peak. This was more than the big-bore Orion, even after the redesign. Power wasn’t delivered as quickly, though; the performance SOHC motor had to wind up to 5400 RPM to achieve that, compared to 4200 on other models. Still, it was an impressive achievement given the use of regular pump gas and a relatively small displacement.

As manufacturers tried to make even their basic engines try to keep pace with smaller V8’s, this series was revamped again in 1968. The economy series, now on its OS6-D revision, languished behind its competitors. Power output didn’t increase much, nor did fuel economy. Keeping their tuning changes to a minimum allowed Ardent to offer a rock solid, albeit older, engine for a bargain price. The performance model, now OP6-D, switched to the dual two-barrel setup from OB6-D and a hair more compression. It now churned out 182 HP and 187 ft-lb of torque, which was a good deal more than similar-sized contemporaries. But interest in high performance straight-6’s, even budget-minded ones, tapered off, and nearly died altogether in the face of the Oil Crisis.

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Taurus Series – High Life and Hard Times – 1968-1978

The popularity of V8’s was on the rise all across the nation. From every tiny hamlet to the big city, open roads and cheap thrills called out to the motoring public. Demand for large, powerful engines was something that Ardent’s product development division could not ignore. The frugality of years past seemed to be out the window, and Ardent was ready with a new generation of Taurus-series engines.

Smooth as Ice, Wild as Fire – 1968-1973

Auto racing was a fever that gripped many. Years of fierce battles in stock car competition was stoking desire for furious power under the hood of street machines. Ardent had been planning entry into such competitions for some time, and to coincide with their entry into the Trans-Am series, they released a new special performance version of the Taurus.

This all-new power plant incorporated elements from several previous Orion series models, including an overhead cam first seen on the performance sixes, along with a dual carb configuration, this time using four barrel carbs. Based originally on the TE8-B, new bore and stroke figures raised the displacement to 303, a little shy of the maximum allowed by the racing series’ specifications, and compression was raised to 11.1:1. For the first time ever, premium fuel was required for a motor manufactured by Ardent. This was a singular exception, approved only because this performance engine (dubbed TT8-C) was designed as a street variant of Ardent’s racing engine. At 341 horsepower, TT8-C was just the ticket for muscle-crazy motorheads. Customers waiting for the T/A motor’s arrival in the brand new Ardent Marathon coupe would have to hold out a little longer; production delays meant the first Marathons would be equipped with Orion sixes instead.

Ardent’s street-performance version of their race engine, the TT8-C:

Meanwhile, another V8 was already rolling out of the factory, destined initially for the Angeles full-size models. Joining the T/A and the two existing Taurus offerings was another all-new design, the TB8-C. Displacement for the flagship’s V8 soared to 372 cubic inches, and thanks to a new dual-carb, dual-exhaust setup, the big motor put out 273 horses. Not impressive compared to the smaller TT8-C, but it kept to the company line of reliable service on regular fuel.

As it would turn out, the fire-breathing street monster based on the “Economy” eight would be the first to fall. With the dissolution of their Trans-Am racing team after 1972, Ardent put an end to its high-performance eight. It likely would have been doomed shortly thereafter anyway; the Oil Crisis would have seen to that.

Remembering the Good Days – 1974-1978

The Oil Crisis hit sales of V8 models sharply, and those remaining motors were subject to new emissions regulations. The Taurus series, which was down to three options by 1974, went through a series of changes during this time. They would set in motion a fundamental shift for Ardent’s future V8’s, but these changes weren’t terribly popular with consumers at the time.

In 1974, all Taurus motors were redesigned with hardened valve seats and other improvements that allowed them to switch to new unleaded fuels. Hypereutectic pistons were standard, the last series of Ardent engines to receive such treatment.

The initial tradeoff made the series look like it was stagnating, but in reality Ardent was making the engines more reliable, lighter, and smoother than before. But what they’d do for 1979 would shock their customers even more…

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Cygnus Series Engine – Rushing Into Necessity – 1972-1979

In their constant search for solutions to customer demands, both perceived and actual, Ardent was playing around with new materials and designs of all sorts in the early Seventies. They already knew of several upcoming changes to fuel and emissions regulations, but other things were a surprise. When oil prices began to rise, customers started looking for more efficient engines.

Ardent was nearly done with a clean-sheet design for a new 4-cylinder engine right as all of these factors were coming to fruition. Not wanting to lose out on the opportunity, this design was accelerated and put into production.

The lead motor in the Cygnus series, CA4-A, displaced 134 ci. It was a departure from anything previously dreamed up for production, but still kept with company philosophy. CA4-A was an all-aluminum pushrod engine with hypereutectic cast pistons, both firsts for Ardent. It was also an unusual squarebore design. Power output initially was a dismal 82 horses, and made even worse over the following years by the federal mandate of a catalytic converter.

It was released in 1972 on a single model, the brand new Piper compact, and it would remain exclusive to this model until the 80’s.

The first 4-cylinder in an Ardent vehicle in over 20 years, the CA4-A:

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Orion Series – Waning Glory – 1973-1979

Surviving a Crisis – 1973-1977

Ardent was in a scramble during the early 1970’s to redesign its entire lineup of engines to meet newer federal emissions regulations, as well as plan for the eventual implementation of unleaded fuels. The timing of the Oil Crisis was not good for Ardent, but they weren’t caught completely flat-footed like some competitors.

Ardent already had launched the new Cygnus line of 4-cylinder engines in their compact models starting in the 1972 model year. Sales of these models started reasonably strong thanks to demand for cheap, efficient engines, but for Ardent it came nearly exclusively at the cost of straight-six sales. Also, the venerable beast had newer competition within its own ranks; a V6 had arrived for mid-range models. The opening of the 1973 model year saw many changes for the Orion. Only two models retained the straight-6 configuration: the base model of Ardent’s light-duty truck, and the newer Marathon sports coupe. The “Big Orion” was gone as the Angeles moved exclusively to Taurus V8’s, and the performance model re-emerged as a “neutered” version; in essence, it was just a new evolution of the basic OA6 motor. All production for the Orion series was moved to the former Hi-Po mill’s factory, and its processes were applied across the entire line.

New materials never before seen on an Orion were incorporated at this time, including hypereutectic pistons first introduced the year before on the budget 4’s.

“Improvements” to the 183ci OP6-E gave it 139 ponies, despite the lower octane of the new regular unleaded fuel and a step back to a more restrictive intake. This meant that the “performance” six moved to a traditional single carb configuration. While it was reviled by the auto press as the successor to its 180+ HP SOHC cousin, casual drivers who paid the small bump in sticker price from the base Orion were impressed with the performance improvement and overall refinement. It would also prove to be quite a durable motor.

The base Orion motor, OA6-E, was downsized to reduce weight and fuel consumption. Power was down to 114 horses for this variant, though it still boasted a healthy, wide torque curve. This was the standard engine for light trucks, and the first of two optional sixes on the Marathon.

But thrifty buyers could get Marathon coupes with an updated Orion Sparrow engine (which was also produced and sold to other companies for non-automotive purposes). For 1973, the OS6-E was down to 83 HP. Performance of the heavy coupe was very poor with this motor, but the combination, boosted by inter-company sales, still sold well enough to soldier on until 1979, when it was finally dropped from production.

Rekindling the Fire – 1978-1979

For much of the decade, increasing smog regulations and rising fuel costs put a damper on the design and production of wild V8’s that were the hallmark of the 60’s. Ardent’s small V8’s were no exception, and the company was facing a new challenge. The sporty Marathon, which debuted in 1968, was steadily losing ground to its competition. With three sixes and a small eight as its options for the last few years, and the power output of the V8 being choked as the company kept de-tuning it for fuel economy, the last passenger car that used the venerable Orion was on the brink of discontinuation. The executives at Ardent were determined not to let the engine that built their company’s reputation just slip away. New technology was their only hope, and Ardent put it to full use.

In 1978, the V8 was dropped from the Ardent Marathon, and the “performance” six was redesigned to live up to its name. OT6-F was built on the same block as the performance model from the 60’s, with a modified SOHC head from that same variant. A new turbocharger let the motor breathe like it never had before. To keep costs down, Ardent avoided the use of expensive mechanical injection systems, sticking with a specially tuned 4-barrel carb. For the first time, an Orion put out more than one horsepower per cubic inch (193 HP, 213 ft-lb torque). The resulting engine was an amazingly quiet, smooth motor. Initial reviews for the OT6-F, launched just in time for the 10th Anniversary Edition Marathon, were glowing. Despite even tighter engineering tolerances, the engine developed some reliability issues, and was redesigned along with the rest of the line in 1980.

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Taurus Series - Transition - 1979-1983

If there was one painful lesson that Ardent learned in the early Seventies it was that smaller was to be the way of the future. Though not all of their competitors shared the same philosophy, Ardent’s customers seemed to enjoy their more compact offerings after the Cygnus series was released. Even the smaller OA of the time did fairly well.

In 1979, Ardent decided to apply that new philosophy to its Taurus V8’s. In a move partially designed to obscure the downsizing by confusing their American customers, this was also the first series of motors that had their displacement designated in liters instead of cubic inches.

In reality, very little R&D dollars were spent on two of the three newly designated Taurus mills. The new TB8-E was just the previous year’s TA8-D with a slightly different carburetor and different engine dress-up parts. Likewise, the TA8-E was just a rebadged TE8-D.

The only actually fresh engine in the lineup was the new TE8-E, which dropped to 4.0L of displacement. It put out 151 ponies and was by far the most efficient of the eights. A modest number of these made their way into mid-size sedans, but the bulk ended up under the hood of Ardent’s trucks as the bargain V8 option.

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Orion Series - Modernization – 1980-1987

Ardent got a taste of what technology could do for them with the successful OT6-F. It was hoped that these new technologies, along with T6-F’s improved manufacturing methods, would give the Orion series a competitive edge once again, despite being in its third decade of service. All models were reconfigured as 18V SOHC, and pushrods were gone forever in the Orions. Electronic feedback controls made their way onto all carburetors, and minor tweaks were applied to all engines to optimize power and efficiency. Also, the engine size designations were changed from English to metric, to provide more understandable correlation to the glut of imports that had come onto the scene over the past decade.

The HiPo 3.0 liter T6-G was given a slightly longer stroke, and had a few other minor tweaks that squeezed 200 horses from the mill. It was the first Orion ever to make that mark, and something touted by Ardent’s marketing. More importantly to buyers, a lot of the early bugs were shaken out of the system. While not quite the caliber of its naturally aspirated siblings as far as longevity, the public still noticed. Ardent even released a limited run of 3.0 liter turbo powered sport trucks in 1986 and 1987.

But the version that gained the most from the redesign was the 2.5L A6-G, now the base Orion with the departure of the Sparrow variant one year earlier. The miserly 2 barrel carb was replaced with a tuned 4 pot, and instantly the motor’s breathing problems were resolved. Power jumped up to a respectable 122 HP, without sacrificing economy. Almost overnight, Ardent’s inexpensive base-model trucks, equipped with the A6-G, jumped in popularity. Despite shortages of the new power plant, Ardent still produced a few thousand 1980 and 1981 special-edition Piper GT compacts powered by the first –and only—six that the economy car would see.

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Cygnus Series – Passing of the Torch – 1980-1987

For 1980, the Cygnus inline-4 series joined Ardent’s other engines in the metric rating system. The series also gained its own economy model.

The CE4-B launched as Ardent’s lightest-ever engine. Weighing in at 233 lbs, the squarebore aluminum 1.8 liter mill put out only 61 horsepower. There was nothing particular remarkable about Ardent’s newest offering, save for its low cost and ease of repair. It became the base engine in the Piper, it sole application for many years. Hundreds of thousands would be produced, thanks to enduring customer demand for basic transportation.

But the Cygnus series would be given a whole new image a couple years later, an image taken from its bigger Orion cousins.

In 1981, Ardent finished its brief yet notable run of Piper GT compacts. It was a difficult endeavor for the engineers to put such a motor in a confined space, but Ardent didn’t want to give up the ground they had just gained.

The 1982 Ardent Piper GT rolled out with a brand new motor under its hood. CT4-B took the larger 2.2 Cygnus motor, dropped its compression, and slapped on a turbocharger. This was good for 98 ponies; not quite as blistering as the Orion it replaced, but still spirited. It also kept up Ardent’s long-standing tradition of designing performance motors that ran on regular pump gas, and made for a MUCH easier fit in the engine bay. This was something that both mechanics and owners appreciated in the long run.

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Taurus Series – Catching Up – 1985-1988

Ardent engineers had planned to make major changes to the flagship Taurus series early in the Eighties, but a series of setbacks severely delayed re-launch of the lineup. With time running out and impatient customers waiting for promised improvements, the product development division came up with a compromise; only half of the planned changes would be put out.

Even this half-stage gave the V8s clear technical advantage over all of Ardent’s other engines and a good number of competitors as well. All 1985 Taurus motors shed their pushrods for dual overhead cams, save for the economy model, which moved to a single overhead cam. Taurus finally got to utilize aluminum production techniques from Cygnus, allowing the old series to shed much of its weight. Forged internals were used to compensate for increased stress inside the engine.

Power and efficiency were up across the line, though still fell short of the project’s original goal. As it was, widespread use of fuel injection would have to wait a few years.

1985 TB8-F 5.6L: 32V DOHC, 302 HP, 317 ft-lb torque
1985 TA8-F 4.3L: 32V DOHC, 222 HP, 243 ft-lb torque
1985 TE8-F 4.0L: 24V SOHC, 174 HP, 219 ft-lb torque

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Orion Series – Cheating Fate – 1988-1993

Forty years had passed since the introduction of the Orion OA6-A. Many revisions had seen their time in all positions of the model lineup, from base economy motor to the flagship motor in a sports coupe. For its big anniversary, Orion got another major revamp by Ardent’s engineers. Carburetors were eliminated entirely, eschewed in favor of modern throttle body injection. Ardent also shaved weight off of the classic motor by finally replacing its iron block and heads with new aluminum versions for the H-revisions of the two remaining engines.

The 2.5L OA6-H didn’t see significant improvement in power from these changes, but economy in bench testing was up by over 30 percent. This helped drive sales of both trucks and the Marathon for a few years, but the writing was on the wall; Ardent’s V8 motors had made a resurgence, and for every new straight-six customer Ardent got in 1992, four ordered a V8. And the Marathon had fallen into a niche market of mostly older buyers reminiscing about the car they owned twenty years earlier. But the venerable naturally aspirated Orion gained a reprieve in 1993, gaining its first new application in 20 years: the Huron small SUV.

In the meantime, the new OT6-H version of the HiPo power plant received tuning that focused on performance rather than economy. Though it became much thirstier on fuel, this put the Marathon’s top-end motor at 233 horsepower and 257 ft-lb of torque. Response to the changes was positive, and turbo models enjoyed their highest sales yet.

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Cygnus Series – Reflection of History - 1988-1995

Fresh technology was applied across the entire Cygnus lineup for 1988, and a new “big” variant was offered for the first time. In much the same way their bigger Orion stablemates started out, Cygnus was now the mass-quantity motor that Ardent used to build their reputation.

After receiving overhead cams and throttle body injection, Cygnus power went under the hood of nearly every model in the lineup. The only exceptions were trucks, the Marathon, and the Angeles. All others had at least one Cygnus available under the hood, if not more.

Also reminiscent of Orion’s history, the CA and CE series motors focused on fuel efficiency and reliability, while the CB and CT motors were tuned for performance.

1988 CA4-C 2.2L: 87 HP, 110 ft-lb torque
1988 CE4-C 1.8L: 75 HP, 90 ft-lb torque
1988 CB4-C 2.5L: 123 HP, 139 ft-lb torque
1988 CT4-C 2.2L HiPo: 146 HP, 175 ft-lb torque

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Taurus Series – Finishing What Was Started - 1989-1997

The long-awaited upgrades to the Taurus series finally made their way into production in 1989. Fuel injection had arrived on the top-of-the-line motors, and the following years would see unprecedented growth in model variety.

Since Taurus motors were available in every model except the Marathon and Piper, there was a wide range of tastes for Ardent’s engineers to suit. By 1996, three new variants would be introduced.

The first would come in 1991. A lighter high-performance alternative for the Angeles full-size model was something that customers had been inquiring about for years. This was investigated and put into practice in the form of a motor called TP8-G, based on the TA8. It was the same motor, though MUCH more aggressively tuned and with higher compression. Unfortunately for Ardent, its power numbers weren’t as high as they or their customers had hoped, and it was dropped from the Angeles after 1992, leaving it for a time solely as an option on light trucks. However, it was picked up in 1994 in both the Sentinel sedan and Huron SUV for performance editions of both vehicles.

The solution that Ardent was looking for with the Angeles was still on their minds, and in 1993 that came in the form of the TK8-G, which was a new 4.7L mill with advanced multipoint fuel injection. It was 50 pounds lighter than the B8-G, while putting out 15 more ponies. This engine filled the shoes of performance in the Angeles a little too well; after the 1995 model year, the TB8-G “Big” Taurus was discontinued completely, ending production of a motor that had been in continuous development and production since 1956 when it was first introduced as TA8-A. It was because of this that the “K” designation earned the nickname “Killer”.

Pleased with the results of their last concept, Ardent’s engineers went right back to the drawing board, this time drafting a very compact, powerful V8. Designated TS8-G, outsiders first mistook this as a “Sparrow” version of the Taurus. Internally, though, it was known as “Shrike”. It would not deliver a coup de grace to another engine in the lineup unlike “Killer”, but it made for an interesting option in the Sentinel sedan and a few other models starting in 1995.

1989 TA8-G 4.3L: 234 HP, 248 lb-ft torque
1989 TE8-G 4.0L: 178 HP, 224 lb-ft torque
1989 TB8-G 5.6L (until 1995): 336 HP, 329 lb-ft torque
1991 TP8-G 4.3L HiPo: 281 HP, 273 lb-ft torque
1993 TK8-G 4.7L: 351 HP, 317 lb-ft torque
1995 TS8-G 3.5L: 186 HP, 211 lb-ft torque

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Orion Series – Writing the Final Chapters – 1994-2008

The Orion was given a new lease on life after being picked up for the Huron in ’93. However, consumers did complain that the 2.5L motor was a bit anemic when put in the AWD ute. This was something Ardent product engineers had noted in initial tests, but had no immediate solution prior to launch. A year later, the 2.5L was “upped” to 3.3L and given another refresh. In reality, the 2.5L didn’t go anywhere; it was renamed “Sparrow” and given the designation OS6-I. The 3.3L was a new creation that picked up the honors of being the OA-series Orion.

Spurred by a complete redesign of the Marathon in 1994 that appealed to drivers of all ages, the 3.0 liter HiPo Orion soldiered on. Internals were changed to forged components with I-beam con-rods. New fuel and exhaust systems as well as cam profiles turned this motor into a bit of a raging beast; its 263 ponies made it almost as powerful as the HiPo 4.3L Taurus eight.

But the writing was on the wall. The renewed interest in the venerable engine was only fleeting from Orion’s customers. As a result, its R&D budget was slashed. 2005 would be the last year for all naturally aspirated Orion engines, and the last year for an Orion to be installed in any vehicle other than the Marathon coupe. The next (and final) generation of Orion straight-sixes would have to borrow parts from other platforms.

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Cygnus Series – Holding the Line, Biding its Time - 1996-2005

It took some time for innovations such as multipoint injection to make their way into the Cygnus series. That refresher occurred in 1996. Otherwise the series remained little change, at least until 2000, when a new performance 1.8L turbo was released, and the 2.2L gained new technology launched on that small mill; variable valve timing. Both small turbo engines also required premium fuel starting in 2000, a major departure from long-standing company policy.

CK4-E was based on the Economy Cygnus, but its focus was anything but economy. Big power in a small package was the name of the game, and it hit on all cylinders. At 158 ponies, it outmuscled the “Big” Cygnus by a fair margin. The 2.2L CT4-E was closing in on 200 HP. Towards the end of the time period, Ardent’s engineers considered expanding its usage into less familiar territory as an outright replacement for the aging Orions.

1996 CA4-D 2.2L: 97.5 HP, 122 ft-lb torque
1996 CB4-D 2.5L: 130 HP, 147 ft-lb torque
1996 CT4-D 2.2L: 158 HP, 185 ft-lb torque
1996 CE4-D 1.8L: 79 HP, 93 ft-lb torque
2000 CT4-E 2.2L: 178 HP, 195 ft-lb torque
2000 CK4-E 1.8L: 158 HP, 160 ft-lb torque

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Taurus Series – Performance, Technology, and Dependability - 1998-2010

After the discontinuation of the 5.6L Taurus, Ardent’s engineers began focusing their energy on optimizing reliability and power output out of their smaller displacements. In evaluating what was left in their line, the 4.0L “Economy” option was dropped, and the 3.5L Shrike was retuned slightly to balance it a little more towards efficiency, without sacrificing previous performance figures. It still retained the 24V SOHC configuration of its predecessor to keep costs down, since it was now the base V8 option. It was also the only Taurus series that didn’t receive VVT-L in 1998. It would gain that equipment, along with dual cams, in its 2004 revision.

The cost of tooling necessary to put out two 4.3L V8’s was starting to mount, and the sales difference between the versions was no longer enough for Ardent to justify keeping both around. Some of the tuning changes for the HiPo were applied to the regular TA8, and the merged model became the only 4.3L displacement available, dropping the total number of Taurus options to three.

For the 2004 revision, Taurus went full-upscale. There was no more “affordable” bang-for-your-buck engine in the lineup, as Ardent’s inline-4 and V6 models filled that role. The blocks and heads were all re-cast in AlSi, the crankshaft was now forged, and manufacturing tolerances in the plant were tightened even more. Exhaust configurations were changed as well. The results on both power and reliability were tremendous.

1998 TA8-H 4.3L: 294 HP, 268 lb-ft torque
1998 TK8-H 4.8L: 378 HP, 326 lb-ft torque
1998 TS8-H 3.5L: 187 HP, 212 lb-ft torque
2004 TA8-I 4.3L: 319 HP, 281 lb-ft torque
2004 TK8-I 4.8L: 427 HP, 335 lb-ft torque
2004 TS8-I 3.5L: 248 HP, 233 lb-ft torque

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Cygnus Series – Forcing the Issue - 2006-2011

It had been nearly a decade since the last major revamp of the basic 4-cylinder line. Keeping with the company’s new ideal of light and powerful, the 2.5L “Big” Cygnus didn’t make it to the year 2006. In larger cars, it was replaced by the CT4 turbo. Internals on all models moved to forged materials, matching pace with the Taurus series’ focus on reliability. VVT-L also made it to the Cygnus series for 2006.

A third turbo option appeared at this time, smaller than any other engine produced by Ardent. CF4-F was a tiny 1.4L turbo based on the economy 1.8. Power from the tiny mill was reasonable, and economy was also very good. It was a bit of an expensive option, but popular for buyers of the Wisp subcompact who wanted a little thrill without sacrificing the essence of their ride.

2006 CA4-F 2.2L: 134 HP, 133 ft-lb torque
2006 CE4-F 1.8L: 104 HP, 108 ft-lb torque
2006 CF4-F 1.4L: 105 HP, 115 ft-lb torque
2006 CT4-F 2.2L: 180 HP, 196 ft-lb torque
2006 CK4-F 1.8L: 169 HP, 161 ft-lb torque

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Orion Series - Swan Song – 2009-2012

Executives at Ardent had a tough choice ahead of them. The Marathon was an icon, but the Orion power plant under the hood just couldn’t keep up anymore. The relic of the 1940’s had been showing its ultimate weakness for over a decade. A redesign was due, but it was hard for the folks who had built two slices of history to part them. For better or worse, the Marathon was married to the Orion. Redesigning the car to take any other power plant would make it nearly unrecognizable, and the decision to cut Orion’s funding in the late 90’s came back to bite Ardent. With heavy hearts, they quietly began a complete redesign for their sports coupe; a front-wheel drive model with a modern, high-displacement turbo-4 from the Cygnus series. To honor the company’s heritage, the design process was slow and thorough.

In the meantime and the under the eye of the public, Ardent announced a redesign of Marathon; its eighth and final generation.

OT6-K would be the final iteration of the HiPo motor that first debuted in 1963. The advanced injection system, borrowed from Taurus V8’s development team (before it could hit the flagship line), kept the high performance turbo motor running on regular pump gas. The turbo Orion still put out 324 horses, but with another significant efficiency boost. Though the automotive press didn’t have kind words to say about this final refresh of Ardent’s legendary motor, mostly due to its lack of variable timing technology, the public still continued to buy it to the very end.

The final Orion-powered Marathon, a 2012 Fire Red model, rolled off the assembly line on February 10th, 2012. The vehicle was never loaded on a train for delivery to a dealership; it instead made its way to the lobby of the corporate office, where it sits next to the first 1968 Marathon ever built, and an immaculately-restored (and functional) 1948 Ardent Special Six.

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Taurus Series – Getting Ready - 2011-present

In 2009, Ardent showcased new Direct Injection technology on the Orion series motor. Though the engineers working on the Taurus series were upset by their ideas being usurped by another team, executives stood by their decision to give the old motor a memorable sendoff.

The greenlight to release that technology on Taurus series motors came in time for the 2011 model year.

The Shrike variant gained more than 10 ponies over its previous version, and yet was consuming less gas than ever; important in an age of high gas prices. Its bigger cousin, the 4.8L Killer, gained an even larger jump in efficiency, despite no power gain.

The Taurus lineup was set and stable for the future, waiting for what improvements may come…

2011 TA8-J 4.3L: 343 HP, 291 lb-ft torque
2011 TK8-J 4.8L: 428 HP, 339 lb-ft torque
2011 TS8-J 3.5L: 260 HP, 241 lb-ft torque