I feel a war brewing.
That may be where the rivalry between Bogliq and Ardent began… It’s guaranteed to be intense!
A1 Series 1956 - 1965
1956 Bogliq Bettong
Bettong Deluxe pictured
Powered exclusively by small push-rod inline fours, The Bettong was marketed as a second car and to women. The focus was upon ease of driving and value for money without sacrificing style. The engines powering the Bettong were modest with the 1.7 litre engine producing 42Kw, the 1.9 made 45Kw and the 2.1 produced 47Kw. This lack of outright horsepower was somewhat offset by the standard four speed manual gearbox and was the chief reason why there was no automatic gearbox option.
Bogliq Bettong - Costs $1,299 and features the 1.7L engine. Service costs are $40.50 per year on average
Bettong Deluxe - Costs $1,399 and features the 1.9L engine. Servicing per year is $61.95
Bettong Exceed - Costs $1,599, features the 2.1L engine and the only Bettong factory fitted with chrome. Average yearly service costs are $73.10
1960 Bogliq Bettong Mk II
Bettong Mk II left, Deluxe Mk II centre and Exceed Mk II on the right
The 1960 Mk II update of the Bettong featured numerous improvements over the original car. The entire range now featured chrome trim and fittings, due to customer feedback, suspension settings were revised for improved comfort and on the limit stability. The engines were revised for improved fuel economy, reliability and response and the base model Bettong received a new, smaller capacity inline four. The two-tone paint was dropped for exclusive premium paint on up-spec models and the Exceed introduced a new three speed automatic gearbox.
Bogliq Bettong - Costs $1,440; servicing costs $42.39 p.a. Has a 38Kw 1.6L inline four w/ a four speed manual gearbox
Bettong Deluxe - Costs $1,630, servicing costs $69.56 p.a. Has a 45Kw 1.9L inline four w/ a four speed manual gearbox
Bettong Exceed - Costs $1,795, servicing costs $85.57 p.a. Has a 48Kw 2.1L inline four w/ a three speed automatic gearbox
1960 Bogliq Burchell
The Burchell was a V6 powered spin-off of the Bettong
The push for intermediate sized cars caught Bogliq by surprise. The Bettong was large for the small car class but the engine wasn’t competitive against its rival’s six cylinder powerplants. The solution; install a six into the Bettong! The V6 configuration was chosen as a straight six of the right size wouldn’t fit. The Burchell was offered in a similar three tier model range as the Bettong, complete with Bettong styling, but the Burchell was exclusively offered with a three speed automatic. All variants were equiped with a 67Kw 2.9L V6.
Bogliq Burchell - Costs $1,795, servicing costs $62.84 p.a. (orange car in pic)
Burchell Deluxe - Costs $1,870, servicing costs $83.63 p.a. (red car in pic)
Burchell Exceed - Costs $1,990, servicing costs $98.50 p.a. (brown car in pic)
Bogliq needed to move extra cars when sales of the Bettong failed to meet expectations so export markets were sought for the car. Garcia was open for business so Bogliq contracted with a local entrepreneur to sell Bettongs there. Garcia had a market preference for sub 1.5L engines and the A series engine, powering all 1956 era Bettongs, couldn’t be shrunk far enough so a new engine with appropriate dimensions was designed and built. This engine would be completed in time for deliveries to start in 1958, have a swept capacity of 1.4L, with a larger version being used in the Mk II US delivered Bettong to amortise costs.
1958 - 1962 Export Bogliq Bettong
1958 model LHS, 1960 model RHS
The export A1 Bettong was only offered in base trim, only powered by a 1.4L inline four and came standard with a three speed manual which was geared for economy. Garcia was only a small market so costs were kept to a minimum and both models shared the same driveline with just sheetmetal being changed in line with the US model.
1958 Bettong - Costs $1,355, servicing costs $39.92 p.a. (USD used for convenience and clarity)
1960 Bettong Mk II - Costs $1,405, servicing costs $41.61 p.a. (USD used for convenience and clarity)
1963 Bogliq Bettong Mk III & Burchell Mk II
Bettong and Burchell shared body styling to save development costs
By late 1961 it became apparent that the Bogliq model range was losing touch with what the market desired. Styling, once classy and handsome, was now being described as “frumpy”, “gramps-mobile” and “stale”. The engineers and designers at Bogliq R&D started on the next generation Bogliq line-up.
Unfortunately, the new range ran into development issues, along with arguements in upper management as to the conceptual vision the new products should embody. The decision was made to give the current cars a refresh, saving money where possible, plus provide valuable data on the new V8’s just about to debut without the white noise of a new model.
The Bettong and Burchell, already on a common chassis, saved money by sharing a common design that was simplified over the Mk II cars. The export cars to Garcia were also part of the program from the beginning so some minor improvements featured on the export cars became fully mainstream. Bogliq also brought onboard some performance variants to satisfy the desires of a growing market segment; the performance car buyer…
Model Range - Bettong III and Burchell II
Mk III - $1,410. Servicing $43.91 (1.6L I4, 139Km/h, 22.1s 0-100, 37Kw, 11.1l/100)
Deluxe - $1,745. Servicing $80.02 (1.9L I4, 142Km/h, 21.6s 0-100, 45Kw, 13.9L/100)
Exceed - $2,075. Servicing $92.91 (2.1L I4, 142Km/h, 21.2s 0-100, 48Kw, 14L/100)
Export Mk III - $1,465, Servicing $44.01 (1.4L I4, 142Km/h, 21.9s 0-100, 38Kw, 11.7L/100)
Mk II - $1,855. Servicing $65.90 (2.9L V6, 163Km/h, 16.1s 0-100, 67Kw, 15.1L/100)
Deluxe - $2,020. Servicing $90.50 (2.9L V6, 164Km/h, 16.5s 0-100Km/h, 67Kw, 15.4L/100)
Exceed - $2,295. Servicing $107.14 (2.9L V6, 166Km/h, 16.4s 0-100Km/h, 67Kw, 16.3L/100)
The AE variants proliferated circa 1963!!!
A coupe body style was added to drum up interest in a slew of new performance variants. They came in two tiers; the AE street racers and the milder +P. The AE moniker had proved very popular on the Bazooka so it was expanded to lesser models and the +P sttod for, literally, “Plus Performance”. These cars were improved handling models, with extra power and responsiveness, that were still decent road cars…
Model Range - Bettong III and Burchell II
Mk III +P Sedan - $1,560. Servicing $58.10 (1.9L I4, 146Km/h, 16.1s 0-100, 49Kw, 13.7L/100)
Mk III +P Coupe - $1,560. Servicing $58.10 (1.9L I4, 146Km/h, 15.7s 0-100, 49Kw, 13.5L/100)
Mk III AE - $2,300. Servicing $110.95 (1.9L I4, 184Km/h, 11.1s 0-100, 80Kw, 15.3L/100, 98RON)
Mk II +P Sedan - $1,860. Servicing $69.04 (3L V6, 181Km/h, 11.6s 0-100, 76Kw, 14.6L/100)
Mk II +P Coupe - $1,840. Servicing $68.60 (3L V6, 182Km/h, 11.3s 0-100, 76Kw, 14.5L/100)
Mk II AE - $2,810. Servicing $135.56 (4.2L V8, 221Km/h, 7.62s 0-100, 144Kw, 18.8L/100)
B1 Series 1956 - 1965
1956 Bogliq Bison
Bison Deluxe pictured
The Bison was meant to be the volume seller in the Bogliq range, having been designed to exude an aura of power and grace. The only powerplant offered was a 3.7L pushrod six cylinder which made a reasonable 83Kw. The only gearbox on offer was a 2 speed automatic; a decision calculated to reduce costs. Bogliq marketed the Bison as “A family car for the nuclear era” and emphasised its suitability for the Nuclear Family.
Bogliq Bison - Costs $1,799 and $71.85 annually for servicing
Bison Deluxe - Costs $1,899 and servicing costs $93.69 annually
Bison Exceed - Costs $2,099 and is identified by chrome fixtures, servicing costs $104.61 per year
1960 Bogliq Bison Mk II
Bison Exceed on the left and the Bison Deluxe on the right
After extensive market research on who was buying the Bison and why they chose to do so, a number of changes and improvements were made to keep the car competitive with its competition. The base model was dropped due to poor sales, those who wanted it couldn’t afford to run it, and to protect against cannibalisation of sales from the Burchell. The mid spec Deluxe variant received a slightly less powerful, but mechanically simpler, 81Kw 3.7L straight six while the more luxuriously appointed Exceed now boasted the base engine from the Bazooka sports-car, making 99Kw. Both cars benefitted from the new three speed automatic that had been introduced elsewhere throughout the entire Bogliq catalogue.
Bison Deluxe Mk II - Costs $2,210, servicing costs $117.23 p.a.
Bison Exceed Mk II - Costs $2,765, servicing costs $153.64 p.a.
1963 Bogliq Bison Mk III
Same Bison styling, superior V8 performance
Despite looking almost identical to the outgoing Mk II, the Mk III Bison had substantial changes under the bonnet. Developed with the Bison and smooth luxury in mind, the small block and big block V8 pair gave the Bison a much needed lift in both performance and prestige to shore up sales until the new model range was planned to debut. The Bison always drove nicely and the straight six was decent, but rivals had V8’s. Now the Bison could live out it’s final years with a bang, rather than a whimper…
Deluxe - $2,975. Servicing $122.48 (4L V8, 183Km/h, 15.4s 0-100, 109Kw, 23.1L/100)
Exceed - $3,795. Servicing $156.02 (5L V8, 188Km/h, 15.2s 0-100, 123Kw, 25.2L/100)
C1 Series 1956 - 1965
1956 Bogliq Buffalo
The Buffalo may look like a derivative of the Bison but looks can be, as in this case, deceiving. The design brief for the Buffalo was “Church on Sunday, work on Monday”. This meant that the truck needed to look stylish and attempt to drive like a car so the owner could use his truck for both work and play. The Buffalo could carry over a tonne in the tray and was powered by a fuel efficiency optimized version of the 3.7L six found in the Bison, which had an almost identical power output of 83Kw but sacrificed some throttle response.
Bogliq Buffalo - Costs $1,799 and features chrome fixtures. Servicing costs are $81.13 annually
1960 Bogliq Buffalo Mk II
Detail improvements made the Mk II Buffalo a much nicer car to drive
The Mk I Buffalo was a harsh riding chore to drive, that’s what the marketing department was told by buyers, so a number of changes were implemented. The ride quality was improved dramatically thanks to the introduction of progressive springs, with the added bonus of the “ute” being able to carry an extra 100Kg. The mechanicals were simplified with the 81Kw Bison engine installed and a three speed automatic instead of the old two speed unit.
Bogliq Buffalo - Costs $1,915, servicing costs $92.61 p.a.
1963 Bogliq Buffalo Mk III
Nothing’s new on grandpa’s axe
The Buffalo Mk II was a definite improvement over the Mk I, with substantial quality of life enhancements, but the Mk III was less of a leap and more of a step forwards. The Mk III was easier to drive, if you drove the Mk II and Mk III back to back, and the fuel economy was slightly improved. The rough terrain ability was re-jigged slightly to better suit customer feedback and some mechanical gremlins were sent packing. All worthy improvements, true, but they were small and it showed that the Mk II had been pretty spot on in the first place.
There were no intentions to install any of the new V8’s as Buffalo sales were too low to justify the engineering expense. The V8’s were also felt to be too heavy on fuel for Utility buyers to be willing to overlook so the trusty 3.7L straight six stayed put and would remain the sole powerplant for the C1 platform throughout it’s life…
Mk III - $1,980. Servicing $95.28 (3.7L I6, 148Km/h, 19s 0-100, 81Kw, 19.8L/100)
D1 Series 1957 - 1965
1957 Bogliq Bazooka
Bazooka AE (LHS) is the first Bogliq to run on 98RON fuel
Bogliq USA wanted to make sure there was a car for every buyer in the model range. Andrew Wilcox, Chief Designer for Bogliq, realised that well heeled gentleman racers were forced to buy expensive and fragile imports from Europe as there were no locally built and designed options. He then set to designing the new car in secret alongside the mainstream Bogliq models.
The Bazooka was revealed internally to Konstantin Bogliq after the press launch of the 1956 model range and Konstantin was delighted; Bogliq had a “halo” car! The Bazooka was 99% production ready so deliveries rolled out as of January 1957, with a handful of pre-production “proof of concept” cars being tested in December 1956.
The Bazooka featured two variations of the 3.7L, B series straight six. A tuned 99Kw variant and the super responsive 125Kw Action Express variant, tuned to run on 98RON super gasoline. Both models had two seats and four speed manual gearboxes, with the AE variant sporting a “Detroit Locker” limited slip differential.
Bogliq Bazooka - Costs $2,305, servicing costs $113.88 p.a.
Bazooka AE - Costs $2,515, servicing costs $126.71 p.a.
1963 Bogliq Bazooka Mk II
From Left to Right: AE, Mk II, Garcian export variant.
The Bazooka was going to be a single iteration model; it was the baby of the head designer and would sell until no longer popular. However major upheavals in senior management and a lack of inspiration delayed a successor, so the Bazooka received a Mk II iteration to try and reclaim it’s mantle as “America’s favourite sportscar”.
Since the Bazooka was designed around (some say literally, lol) the “B” series inline six, the designers felt it would be blasphemy to install either the “D” series V6 or either of the new V8’s. The “B” six, enlarged to 4.2L from 3.7L, incorporated performance enhancing tricks learnt from the original AE program. This resulted in the Mk II “base” car boasting a 126Kw power output, on 91RON fuel no less, with the 98RON AE powerplant producing a heady 158Kw!
Finally, there was one other variant. Sold in small numbers in the island nation of Garcia, the Garcian variant featured the same engine as in the Mk III export Bettong but with sportier gearing and a 4 speed gearbox. The car rode higher than the inline six powered cars since Garcia had a lot of unfinished roads and featured the same quality interior as the US spec models.
Mk II $2,765. Servicing $157.82 (4.2L I6, 226Km/h, 8.94s 0-100, 126Kw, 18.1L/100)
AE $3,795. Servicing $186.02 (4.3L I6, 243Km/h, 7.7s 0-100, 158Kw, 20.1L/100)
Garcia $1,810. Servicing $75.47 (1.4L I4, 153Km/h, 17.8s 0-100, 38Kw, 9.7L/100)
September 13th, 1965: Lead's dead...
Bogliq by Design HQ
Bogliq by Design, known as BogDev to its staff, had a number of different divisions within its ranks; new vehicle design, powertrain design, niche developments, external opportunities and future proofing. The engineers in future proofing were accompanied by a couple of scientific types whose jobs were to keep an eye on emerging science developments that may have even an oblique impact on the business of making and selling cars.
On the Monday morning of September the 13th, the head science guy, exercising his rights to “first dibs” of the new scholarly magazines of the week, was surprised to find a new journal titled “Archives of Environmental Health: An International Journal”. In this journal he read, while taking a leisurely no. 2 in the marketing department’s bathroom, that lead from petrol was causing unprecedented levels of lead concentration to be recorded in the American public. The science was irrefutable and he knew that something was going to change. Lead additives’ days were numbered and the boys in Powertrains needed to look into lead free engineering ASAP.
Thus began the development of “Project Lead-wipe”; develop the next generation of Bogliq powertrains to be no longer dependent on lead based lubrication and re-engineer the current powertrains to be compatible with lead free fuels.
Bogliq internal politics Memorandum
After 1960 but prior to the release of the 1966 model range
Konstantin Bogliq ousted as CEO after researching for the 1961 IPO requires his resignation to get a better price. Konstantin retains 51% of the stock, in order to avoid a hostile takeover, but has to step away from making decisions on future model development. Remainder of Bogliq USA stock purchased by the Bogliq Workers Union so that “profits can be returned to those who’ve earnt them” and, after some FBI came nosing about, “workers can realise their own ambitions to fully embrace the American Dream”.
Bogliq dealerships are now owned by Bogliq USA Ltd. (as at February 1962) and pay their staff via salary. This is in response to sustained feedback that customers were being harassed by overzealous salesmen, more intent on commissions than customers, and unscrupulous dealer-principal’s putting money over staff members safety.
Bogliq USA Ltd. is also retraining management to look past “gender, race and personal beliefs” to ensure that the best people are hired for the job. This is intended to be implemented via a simple blinding system whereby HR vets the first wave of applications, removing names and identifiers, and then having the managers select from the pool of, now numbered, candidates. All positions will use this system; Bogliq wants the best staff possible, not merely the best female or male.
After the 1961 IPO, a female CEO was selected, Christine O"Malley, as she scored highest on the relevant metrics for competence as a CEO. Mrs O’Malley immediately ordered a snap investigation into the underlying assumptions for car model ranges, with a view to radically alter the market long term, in order to raise the satisfaction level of customers in the buying process, ownership experience and customer retention.
Due to the ever increasing paranoia surrounding Communism in the US, the Bogliq Workers Union have re-structured themselves to be less narrowly focused on workers rights and more focused on getting management and workers to band together for the good of both parties; after all, workers need the company for wages and the company need workers to stay in business.
This is implemented via a simple system. A) Make everyone who draws a paycheck from Bogliq a member, not just factory workers and B) Bind them both together through sharing their stories, successes and challenges. This, hopefully, will increase shared empathy within each group enough that an us vs them culture should be avoided, or at least minimised. Also, on dividend day, each member of the Union will receive a share of the payout; no fees, no retaining funds, just a Capitalism approved reward for a job well done!
In order to facilitate the development of local communities, Bogliq USA Ltd. will begin implementation of a new procurement policy, called “Local First”, whereby Bogliq USA Ltd. seeks to source labour, materiels and sundries from locally based, community enhancing, suppliers. This will be implemented by, at the lowest level, hiring workers from local schools and communities all the way to, at the macro level, sourcing steel, rubber and components from community minded, ethically run suppliers.
Drug and Alcohol policies are enforced for the first time, with staff restricted to “Only consuming alcohol and/or Marijuana at the post work gathering/Friday night BBQ”. Staff are strongly encouraged to buddy up so that no-one drives home intoxicated. Anyone found drunk or stoned within work hours is sent home and they’re docked that day’s wages. Since the BWU founded this system, work accidents immediately began to fall and error based slowdowns also reduced.
Findings of "Market-Watch" Study No. 1
Initiated: September 4th, 1961
To provide a roadmap for strategic planners at Bogliq USA Ltd. that will aid in the development products, policies and marketing that satisfy customer’s needs and wants.
Identify blind spots in vehicle design, manufacture and sales due to entrenched inequality, haphazard processes and imperfect assumptions.
Product designers need to conceptualise the end result before putting pencil to paper. They need to ask a number of questions and conduct some research within the target demographic. Some example questions that require answers are:
Who is the target market? Researchers need to source the input of target users of the product, in order to maximise the attractiveness of that product. This will have flow on benefits for marketing, customer satisfaction and brand image.
What is the competition doing? Competitor’s products and marketing need to be monitored, with monthly reports being supplied to the design team, so that they’re aware of their tactics and strategy. While direct copying of designs and concepts should be avoided, there is a lot of free research available on market preferences and tastes if you keep an eye on the competition.
What is the purpose of this design? This would be the most important question of all and is multi-faceted in its answer. Some cars just don’t need to exist. Trying to out-impress the competition based solely on performance figures, purchase price or litres per kilometre is a highway to failure and, ultimately, bankruptcy. This doesn’t preclude the use of concept cars, internal development mules or niche vehicles, rather, it is a check against corporate hubris. Niche designs are valuable for customer choice, as are variants on existing designs, but too much choice will paralyse buyers. It’s important to reduce complexity in options for mainstream buyers while leaving an option for motivated buyers to get exactly what they want. Therefore it is important to determine how to best serve the market; via a unique niche vehicle or provide a variant of an existing product that could achieve close to the same result.
Buiilding cars is hard. A substantial amount of human, material and financial resources are required, just for entry to the car building club, with no guarantee of any positive return on that investment. Therefore it is important to streamline supply chains, wherever possible, to minimise the risks and maximise the returns. This needs to be tailored to the material being sourced so that Bogliq USA Ltd. can improve their corporate image without cognitive dissonance.
Raw materials such as steel, plastics and fabrics should be sourced from regional suppliers, where possible, with a view towards supporting US communities. While multi-national corporations can supply at a cheaper rate per unit, the jobs get outsourced which reduces the spending power of US consumers. Knowing that Bogliq supports communities and buys local should also improve sales within those communities.
Bogliq needs to implement a new management model incorporating human resources, which we’ll refer to as HR, to better manage the needs and challenges of Bogliq’s workers and management. This department will be responsible for efficient and effective staff facilities, improving the hiring methodology to maximise staff quality and provide a framework for support services, such as counselling. Workers are needed to make Bogliq’s and management is needed to ensure there’s a reason to make them. Keep all the staff content and decently paid then quality will improve, customers will be happy and Bogliq will be well regarded by all.
Since all the staff are also, in a sense, owners then great care needs to be taken to ensure that finances are being spent wisely. Care needs to be taken to vet all expenditure appropriate to it’s level. This is to ensure that both “white elephants” and “pork barrelling” are avoided at all costs. Departments need to ensure that finances are not being used for empire building and that efficiencies are implemented whenever they make sense; no-one loses their job unless their position is redundant, or they’re found to be incompetent.
With the removal of sales middlemen from the car buying equation, Bogliq outlets need to re-think how they interact with prospective customers. There are a number of strategies in which Bogliq USA can improve the car buying experience for all involved.
Staff are to be trained to be attentive and helpful to customers and provide any information they need on the Bogliq range. There will be a rotating selection of display cars and they need to be able to effectively display that cars features without disparaging competitor products. It’s fine to say “the Bettong has more bootspace than rivals” but no more “Ardent sux” bullcrap!
For customers who want to road test our product, Bogliq should provide the use of a demonstrator car in equivalent spec to the customer. This would last about 24 hours. If the customer wants to leave a refundable deposit, then the demonstrator can be loaned out for a week.
Instead of maintaining a large volume of mechanics and service staff, Bogliq outlets will sell “service packages” that give the customer greater flexibility. A basic “parts only” package, containing only spare parts and relevant oils, will allow customers to maintain their own cars, either at home or with their favourite mechanic, rather than be tied down to the dealership. Warranty work and diagnosis will be conducted at the Bogliq outlet to ensure correct recognition and rectification of any quality control issues that arise.
Customers will be encouraged to sell their used car privately, this is because used car sales is seen as shonky and can really detract from Bogliq’s brand image. Customers will also be secure in knowing that their purchase price is non-negotiable. Sales events will happen but, by taking out haggling, the sales experience will be much enhanced if Bogliq just sells the cars without trying to fleece the customer.
Bogliq USA is on the cusp of a market shattering breakthrough. By putting people first and pricing in all hidden factors, Bogliq USA will ensure it’s relevance and survival long term, without killing the consumers that ensure that survival; think of it as a symbiotic, rather than a parasitic, relationship with society.
Stern, Melamed and Sons
Traitors in Detroit: Bogliq aids the Red Menace!!!
The Detroit Family Bugle
I was sitting in my office the other day, minding my own business, when I was visited by a very concerned citizen. This patriot of the highest order just simply had to ensure the truth got out. The truth about Communism. Spies in our beloved nation. America being given away in order to deprive us of our liberties!!!
That’s right folks, this brave soul intimated to me a terrible truth; Bogliq USA had given valuable product data to the enemy, Anhultz, who build cars in that most Communist of nations… The Netherlands!
I got this bombshell from our intrepid foreign correspondent Walter. No doubt “The Netherlands” is code for all those Communist countries out there, in the wilds of Europe, that seek to pervert the hearts and minds of the decent, law abiding and God-fearing people of the USA. And Bogliq dared, DARED, to supply commercial secrets to them…
I then interviewed the Bogliq scientist at the heart of this travesty and this is all he had to say for himself:
Yeah, Bogliq R&D supplied model data to Anhultz, it was approved by the new CEO, what of it? There were a lot of Dutch workers and management who would have lost their jobs, not to mention the losses her in the US. The Dutch people also need to maintain the viability of their domestic car industry, so the US will only be a net winner from this technology transfer…
Also, it’s not like Anhultz was behind us; technologically I mean. They looked at the blueprints and I saw the head engineer face begin to darken once he realised what we’d provided. After I assured him that these were the current cars, he lightened back up; they’d been planning a much more “advanced” design before the fire.
I use air quotes here because American workers transform proven designs into World class product, and that’s a fact! Their designers kinda laughed at our initial sketches, in the end they looked like a red whirlwind obliterating an automobile, so they’ll look totally different in all but basic architecture should Anhultz import any to the US, and I hope they do.
I then approached the Bogliq Press Club for some verification. They confirmed everything, supplying me with this statement:
Bogliq USA is proud to have helped the Dutch people, and Anhultz, to successfully find the light at the end of this dark tunnel they found themselves in. Bogliq USA stands up for the rights of the World’s workers and management to have a secure workplace through the twin virtues of ethical competition and compassionate co-operation between Nations. Anyone who needs help will find a sympathetic ear and an open heart here, in Detroit USA, within Bogliq USA.
This was an outrage! I immediately called my local FBI branch to report this Red infestation when I was stunned, shocked even, by his reply:
Yeah, about that… They’re not Communists. We’ve already investigated that allegation, among others, but there’s no substance to it, AT ALL!!! They just want the money earnt doing stuff to go to those who made it as well as those who thought it up. You need both parts to realise success so both parts should be well rewarded for their efforts. They’re good Capitalists. Also, don’t call me anymore, your paper [REDACTED]
Ahem, the Family Bugle is a fine and upstanding corporate Patriot, it’s in no way a shill mouthing the platitudes of “the common good” while furthering the agendas of the wealthy ruling class…
So the proof is in the pudding! Bogliq USA are Commie spies so don’t buy any of their stuff, OK!!!
E1 Series 1966 - 1970
1966 Bogliq Exordium
Revolutionary design innovations hidden beneath inoffensive exterior styling
During 1961 Bogliq USA underwent a major upheaval. The traditional company structure was removed and a more progressive, flexible and equitable structure put in it’s place. This resulted in delays for new models and the original line-up was forced to soldier on until the end of 1965. But the wait was worth it. Bogliq R&D had come up with some interesting quality of life enhancements that had been ignored due to the managers failing to see why the change was worth implementing. The mamagement upheaval saw these concepts being dusted off, trialled, then implemented in the new Exordium.
So what was the big deal then?
Simple really. The Exordium was a hatchback. One of the junior boffins had watched his wife struggle to load the boot of their Bettong with the shopping. There was plenty of room, but when stuff escaped the bags, they were hard to retrieve without hitting your head on the bootlid. His colleague also realised, when they discussed the idea over brunch, that a high opening rear door, or “hatch”, would compliment his idea for a folding rear seat-back, turning the little car into a little van!
So the Exordium became a hatchback, with a split-fold rear seat, with the hatch hinge being cammed so it would lock into place without falling down, should a gust of wind hit the door, or the car be parked on an unfavourable slope and/or angle. The Exordium was then targeted towards women who wanted a car for shopping and errands, light duty delivery work and city folk who wanted a practical mode of transport. The Exordium would also be exported to Garcia, since the Bettong was discontinued and it’s successor was too large to make a 1.4L powerplant a viable option…
In lieu of a full facelift, Bogliq USA conducted an immediate refresh of their entire range, following initial reports from the motoring press, customer feedback and general public commentary. For the Exordium, this would entail an increase in capacity, detail improvements to ride quality and an attempt to improve real world fuel useage. The Garcia special export model, now available in manual gearbox form as standard, would again become a separate model. US buyers could order one if they so desired, however it wasn’t specifically marketed as being available in the USA.
Exordium Mk 1 Model Range
514C - $1,549 Driveaway, $57 p.a. servicing (3dr Hatch, 1.4L I4, 35Kw, 3A, 150Km/h, 21.9 0-100, 10.8L/100)
514F - $1,549 Driveaway, $57 p.a. servicing (5dr Hatch, 1.4L I4, 35Kw, 3A, 151Km/h, 20.4 0-100, 10.8L/100)
Exordium Mk 1 Model Range - 1968
516C - $1,699 Driveaway, $61 p.a. servicing (3dr Hatch, 1.6L I4, 35Kw, 3A, 152Km/h, 19.6 0-100, 10.4L/100) Reliability: 62.5. (Strongest Category: Fun B - C: 99.7 A: 39.3%)
516F - $1,699 Driveaway, $61 p.a. servicing (5dr Hatch, 1.6L I4, 35Kw, 3A, 151Km/h, 20.6 0-100, 10.5L/100) Reliability: 62.6. (Strongest Category: Fun B - C: 105.4 A: 39.1%)
514G - $1,599 Driveaway, $54 p.a. servicing (5dr Hatch, 1.4L I4, 31Kw, 4M, 150Km/h, 20.6 0-100, 9.1L/100) Reliability: 64.1 (Strongest Category: Passenger Fleet - C: 93.8 A: 78.2%)
1966 Anhultz Puck Mk I
Left to Right: Puck C, Puck B, Puck D. Easy on the eye, easy on the wallet and easy to own; the Puck has it all!
In the early 60’s Anhultz suffered a major factory fire, which destroyed their next generation designs, prototypes and the future of the company. News of this tragedy reached the head of the Bogliq Workers Union (BWU) who decided to test the new CEO of Bogliq USA to show solidarity with the Dutch workers and help them out. This resulted in Bogliq R&D sharing their new model designs with Anhultz to help them recover.
In the end, only two Bogliq models were needed as salvage efforts managed to save the engineering data on the remainder of the Anhultz range. The Puck was the first of these “rescue” models, with three reference trims, but could be purchased in any combination the customer desired. The Puck has a simple two and four door sedan variation choice and had a brace of powerplants; two inline fours and an inline three. All were frugal, performed well and were well received in the marketplace.
Puck Mk I Model Range
Puck C: $1,635 Driveaway, $70.28 p.a. Servicing (2 dr sedan, 1.2L I4, 48hp, 4M 157Km/h, 16.7 0-100, 8.8L/100)
Puck B: $1,471 Driveaway, $42.94 p.a. Servicing (2 dr sedan, 0.9L I3, 37hp, 4M 142Km/h, 21.9 0-100, 8.2L/100)
Puck D: $1,888 Driveaway, 73.70 p.a. Servicing (2 dr sedan, 1.4L I4, 58hp, 4M 167Km/h, 15.2 0-100, 9.4L/100)
Please Note: All prices are estimates only and will vary based on spec level, engine choice and your local dealership. Contact Anhultz directly if you want a specific quote or would like a test drive!
@Elizipeazie: History has been made, much joy will ensue!
1970 Bogliq Exordium Mk 2
The Mk 2 version of the Exordium proved to be an unsuccessful evolutionary step sideways…
The 1968 mid model refresh was a success, but it revealed a flaw with the original design; not enough engine bay room. The engineers in Powertrain then scratched their heads until inspiration came! Lop a cylinder off and the clearance problem will go away… At least in theory. The reality was that the bay was still too cramped, besides, the highway network revealed that the Exordium needed more power, not less capacity! The Exordium also was powered by Clean Air engine variants; tuned to run on 91RON unleaded fuel, which slightly confused some buyers, but the engines still ran fine on the old 92RON fuel; it was just optimised for the fuel of tomorrow!
Buyers didn’t take to the new engine as well as Bogliq hoped, plus Garcia was still being supplied with the old engine, so Product Development set about developing a more suitable replacement… The Garcia export cars, for the sake of parts chain efficiency, still received deliveries of the Mk 1 Exordium with the 1.4L inline four installed.
Exordium Mk 2 Model Range
515C - $1,869 Driveaway, $61 p.a. servicing (3dr Hatch, 1.5L I3, 37Kw, 3A, 149Km/h, 20.1 0-100, 9.5L/100) Reliability: 62.7. (Strongest Category: Passenger Fleet - C: 95.9 A: 77.1%)
515F - $1,869 Driveaway, $61 p.a. servicing (5dr Hatch, 1.5L I3, 37Kw, 3A, 149Km/h, 20.6 0-100, 9.8L/100) Reliability: 62.7. (Strongest Category: Passenger Fleet - C: 103.1 A: 76.7%)
A2 Series 1966 - 1977
1966 Bogliq Sachem
The Sachem was the jack of all trades of the Bogliq lineup, all cars pictured are family based models
The Sachem had an AE variant from the get go, plus also included an SCCA homologation variant as well!
The Bogliq management, knowing that American buyers were distrustful of change and hungry for performance, chose to develop their bread and butter product to be as mainstream as possible. The focus was on value for money but the Sachem still received some innovation; the rear seatback was able to be folded down as a single unit. The Sachem encompassed the broadest range of drivetrain variants of all the Bogliq models but the variation was reduced in trim choice, since the quasi-luxury variants of the Bettong and Burchell weren’t great sellers.
There were three performance variants of the Sachem, with the SCCA being the most powerful, but it was arguably the V6 powered +P version that showed the most impressive improvement over the more sedate stablemates.
Not long after the big launch of the new Bogliq range, one of the engineers of the powertrain division was surprised to find out his brother had purchased a competitor’s product (details in Gen II thread). After determining why this was so, the engineer reported it to HR to get the product planners to get some research started. It was quickly determined that major changes needed to be made, otherwise the Sachem would fade into the background as public perception was shifting towards a more aggressive paradigm.
Engines were dropped, boundaries were pushed and values were re-assessed, which resulted in an improved range that was better value for money than before while also improving fuel usage and useable performance!
In 1969 that engineer was given a fat bonus; his quick thinking saved the SS Bogliq from hitting the unseen iceberg and kept the Sachem competitive against the the competition.
Sachem Mk 1 Model Range
121B - $1,799 Driveaway, $87 p.a. servicing (4dr Sedan, 2.1L I4, 59Kw, 3A, 159Km/h, 18.5 0-100, 15.4L/100)
129F - $2,199 Driveaway, $112 p.a. servicing (4dr Sedan, 2.9L V6, 79Kw, 3A, 168Km/h, 17.1 0-100, 16.4L/100)
132F+P - $2,299 Driveaway, $120 p.a. servicing (4dr Sedan, 3.2L V6, 91Kw, 4M, 189Km/h, 11.5 0-100, 16.6L/100Km)
143AE - $2,949 Driveaway, $155 p.a. servicing (4dr Sedan, 4.3L V8, 163Kw, 4M, 229Km/h, 8.82 0-100, 24L/100Km, 98RON)
SCCA - $3,299 Driveaway, $236 p.a. servicing (4dr Sedan, 4.3L V8, 175Kw, 4M, 238Km/h, 8.47 0-100, 26.5L/100Km, 98RON)
Sachem Mk 1 Model Range - 1968
129B - $2,099 Driveaway, $70 p.a. servicing (4dr Sedan, 2.9L V6, 68Kw, 3A, 159Km/h, 18.4 0-100, 14.3L/100) Reliability: 59.3. (Strongest Category: Pony B - C: 87 A: 37.8)
136F - $2,499 Driveaway, $125 p.a. servicing (4dr Sedan, 3.6L V6, 92Kw, 3A, 175Km/h, 15.2 0-100, 16.3L/100) Reliability: 54.9. (Strongest Category: Pony - C: 98.2 A: 68.7)
147S - $2,899 Driveaway, $135 p.a. servicing (4dr Sedan, 4.7L V8, 130Kw, 3A, 207Km/h, 10.9 0-100, 19.7L/100Km) Reliability: 55.4. (Strongest Category: Muscle - C: 112.8 A: 79.8)
169AE - $3,399 Driveaway, $163 p.a. servicing (4dr Sedan, 6.9L V8, 186Kw, 4M, 238Km/h, 7.51 0-100, 22.2L/100Km) Reliability: 55.8. (Strongest Category: Muscle - C: 140.1 A: 71.5)
SCCA - $3,599 Driveaway, $244 p.a. servicing (4dr Sedan, 6.9L V8, 244Kw, 4M, 264Km/h, 6.55 0-100, 29.6L/100Km, 98RON) Reliability: 59.4. (Strongest Category: Muscle - C: 187.2 A: 70.1)
1966 Anhultz Dione
Left to Right: Dione B, Dione BX, Dione C, Dione D, Dione S: Lots of body and engine options means that the Anhultz Dione can be specified just the way the customer likes it!
The second of the Anhultz “Rescue” models, the Dione was intended to be the “Swiss Army Knife” of the Anhultz range. It was no secret that the Anhultz engineers found the Bogliq designs primitive (thanks a lot, The Detroit Family Bugle!!! ) but they were mollified by making detail improvements to the Anhultz built versions, such as galvanisation of the chassis and stuffing every conceivably feasible engine option under the hood. It was no exaggeration to say that the Dione buyer was spoilt for choice; with two and four door sedan, two and four door wagon plus utility and van versions! But when you combine this smorgasbord of body styles with a choice of an inline four, two inline sixes and three vee eights then, well, you’d be hard pressed to find two cars sharing the same specifications…
This dedication to buyer choice meant that the Dione was well received in the US, with buyers enjoying the prestige of owning a European brand as an added bonus. Anhultz cars were also the recipient of frankenstein conversions in the 90’s and 2000’s as jaded Bogliq tuners sought out these classics, generally in better condition than an equivalent Sachem, then stuffed a huge Bogliq engine and gearbox down it’s gullet! But, in 1966, the Anhultz Dione was a classy, efficient and tasteful alternative to the mainstream Bogliq range. US car enthusiasts were glad the “Rescue” models ensured Anhultz would survive until they could return to building advanced cars of their own design.
Dione Model Range
Dione B: $2,081 Driveaway, $83.65 p.a. Servicing (4 dr sedan, 1.8L I4, 74hp, 4M 158Km/h, 17.2 0-100, 14.0L/100)
Dione BX: $2,125 Driveaway, $83.06 p.a. Servicing (2 dr utility, 2.4L I6, 94hp, 4M 156Km/h, 12.7 0-100, 14.6L/100)
Dione C: $2,972 Driveaway, $109.06 p.a. Servicing (4 dr sedan, 2.7L I6, 111hp, 4M 182Km/h, 12.1 0-100, 15.5L/100)
Dione D: $4,012 Driveaway, $123.47 p.a. Servicing (4 dr sedan, 3.6L V8, 153hp, 3A 195Km/h, 11.3 0-100, 17.9L/100)
Dione S: $4,428 Driveaway, $159.73 p.a. Servicing (2 dr sedan, 3.6L V8, 187hp, 4M 214Km/h, 8.6 0-100, 20.4L/100, 98RON)
Please Note: All prices are estimates only and will vary based on spec level, engine choice and your local dealership. Models with an “X” after their trim code denote a model with options selected. The Dione BX, in this case, has a larger engine optioned in (to suit US drivetrain preferences more closely). Contact Anhultz directly if you want a specific quote or would like a test drive!
@Elizipeazie: Aaaaand, I’m spent! I hope you liked the entries, please let me know if I made any errors or omissions, HighOctaneLove signing off… Peace!
1970 Bogliq Sachem Mk 2
Sachem 170AE SCCA pictured
With the completion of the Clean Air engine programs in late 1969, the 1970 model year saw the introduction of 91RON compatible cars throughout the Sachem range. Even the lower spec car with the carryover “D Series” V6 had been converted to the new standards. This didn’t mean that Bogliq was out of the performance game. The Sachem powertrain choices spanned a wide range, from an 81Kw V6 to a 235Kw V8!, with trim levels to suit every budget. Most models also saw incremental improvements in handling, fuel efficiency and comfort over their predecessors, plus the added bonus of a tasteful facelift.
The Intermediate market was fiercely competitive and Bogliq had a lot of skin in the game, so the changes for 1970 were intended to keep Sachem at the top of the list in the minds of as many buyers as possible!
Sachem Mk 2 Model Range - 1970
134B - $2,359 Driveaway, $79 p.a. servicing (4dr Sedan, 3.4L V6, 81Kw, 3A, 175Km/h, 15.1 0-100, 14.2L/100) Reliability: 58.3. (Strongest Category: Pony B - C: 92.6 A: 38.2%)
141F - $2,529 Driveaway, $112 p.a. servicing (4dr Sedan, 4.1L V6, 93Kw, 3A, 180Km/h, 13.9 0-100, 14.6L/100) Reliability: 58. (Strongest Category: Pony - C: 96.2 A: 79.5%)
149S - $3,099 Driveaway, $140 p.a. servicing (4dr Sedan, 4.9L V8, 109Kw, 4M, 193Km/h, 9.78 0-100, 15.9L/100Km) Reliability: 56.8. (Strongest Category: Pony - C: 103.1 A: 71.7%)
157SR - $3,389 Driveaway, $173 p.a. servicing (4dr Sedan, 5.7L V8, 136Kw, 4M, 214Km/h, 9.19 0-100, 17.5L/100Km) Reliability: 55.7. (Strongest Category: Muscle - C: 119.5 A: 82.4%)
170AE - $3,779 Driveaway, $267 p.a. servicing (4dr Sedan, 7L V8, 185Kw, 4M, 241Km/h, 6.91 0-100, 20.5L/100Km) Reliability: 55.3. (Strongest Category: Muscle - C: 130.8 A: 76.6%)
170AE SCCA - $4,599 Driveaway, $324 p.a. servicing (4dr Sedan, 7L V8, 235Kw, 4M, 249Km/h, 6.55 0-100, 28.9L/100Km) Reliability: 49.4. (Strongest Category: Muscle - C: 108.2 A: 77.1%)
Sachem gets Radial Tyres
Sachem 170AE pictured
After the successful partnership with [INSERT TYRE COMPANY NAME HERE] for the 2nd generation Exordium, Bogliq USA made good on their promise and converted their entire range to Radial tyres… This was conducted in preparation for the 1972 market year, so Bogliq also refreshed the line-up and model positioning in order to take advantage of this major revamp.
Sachem Mk 2 Model Range - 1972
125B - $2,379 Driveaway, $115 p.a. servicing (4dr Sedan, 2.5L I4, 64Kw, 3A, 167Km/h, 17.9s 0-100, 12.7L/100) Reliability: 57.8. (Relevant Category: Family - C: 88.9 A: 77.2%)
133B - $2,679 Driveaway, $121 p.a. servicing (4dr Sedan, 3.3L V6, 78Kw, 3A, 177Km/h, 15.5s 0-100, 12.7L/100) Reliability: 57.6. (Relevant Category: Family - C: 87.4 A: 74.1%)
141F - $2,979 Driveaway, $149 p.a. servicing (4dr Sedan, 4.1L V6, 98Kw, 3A, 185Km/h, 13.9s 0-100, 13.9L/100) Reliability: 55.8. (Relevant Category: Family P - C: 79.7 A: 95.1%)
149F - $3,269 Driveaway, $159 p.a. servicing (4dr Sedan, 4.9L V8, 112Kw, 3A, 200Km/h, 12.9s 0-100, 14.4L/100Km) Reliability: 55.5. (Relevant Category: Premium B - C: 83.6 A: 68.3%)
155S - $3,629 Driveaway, $179 p.a. servicing (4dr Sedan, 5.5L V8, 145Kw, 4M, 227Km/h, 9.06s 0-100, 16L/100) Reliability: 55.5. (Relevant Category: Family Sport - C: 85.8 A: 72.1%)
163SR - $3,689 Driveaway, $202 p.a. servicing (4dr Sedan, 6.3L V8, 165Kw, 4M, 234Km/h, 8.35s 0-100, 17.8L/100Km) Reliability: 55. (Relevant Category: Pony - C: 124.2 A: 62%)
170AE - $4,289 Driveaway, $257 p.a. servicing (4dr Sedan, 7L V8, 202Kw, 4M, 254Km/h, 6.66s 0-100, 19.1L/100Km) Reliability: 55. (Relevant Category: Muscle - C: 146.6 A: 78%)
170AE SCCA - $5,069 Driveaway, $315 p.a. servicing (4dr Sedan, 7L V8, 230Kw, 4M, 264Km/h, 5.95s 0-100, 25.2L/100Km) Reliability: 56. (Strongest Category: Muscle P - C: 89 A: 94.4%)
1974 Bogliq Sachem Mk 3
Left to Right: Sachem 121B, 128B, 150S
The 1973 fuel crisis lasted six months yet its effect on the US automotive markets would last a lifetime. Bogliq Automotive USA was pummelled by the resultant seismic shift in buyer demand. No longer was bulk power valued, now everyone wanted to know how far could they get on a tank of gas… Not until the first serious electric cars would America see such range anxiety again. Bogliq Sachems became hard to sell, particularly if they were fitted with a large V8, and there was a serious problem with a product oversupply.
The MY74 range had a heavy focus on budget trims and small engines, with fuel economy the prime concern, so that prices could stay low to entice buyers into the showroom. Bogliq also showcased new paint colours in their corporate palate, buyers were increasingly tired of the predominate usage of Bogliq Blue in all the brochures to date. Bogliq HQ basically battened down the hatches with the Mk 3 Sachem; let it all blow over then business could resume and Bogliq products could regain buyers interest again.
Sachem Mk 3 Model Range
121B - $2,509 Driveaway, $78 p.a. servicing (4Dr Sedan, 2.1L I4, 46Kw, 156Km/h, 18.8s, 12.8L/100) Reliability: 59.6
125B - $2,669 Driveaway, $86 p.a. servicing (4Dr Sedan, 2.5L I4, 54Kw, 153Km/h, 20.6s, 13.3L/100) Reliability: 58.1
128B - $2,989 Driveaway, $89 p.a. servicing (4Dr Sedan, 2.8L V6, 62Kw, 165Km/h, 17.9s, 14L/100) Reliability: 60
133F - $3,259 Driveaway, $137 p.a. servicing (4Dr Sedan, 3.3L V6, 66Kw, 165Km/h, 18.1s, 14.2L/100) Reliability: 59
140F - $3,300 Driveaway, $141 p.a. servicing (4Dr Sedan, 4L V6, 85Kw, 177Km/h, 14.8s, 15.1L/100) Reliability: 58.6
149S - $3,689 Driveaway, $156 p.a. servicing (4Dr Sedan, 4.9L V8, 106Kw, 190Km/h, 12.5s, 17.2L/100) Reliability: 57.1
1974 Bogliq Breda
The 360 Gran Turismo was the flagship of the Breda model range
Bogliq Automotive USA is an established “working class” brand in America. But Bogliq has attempted on a number of occasions to push upmarket, mainly with sports cars, but has had mixed success penetrating the Europhile market. So, when Anhultz decided to make their Jupiter range of sixes and Jupiter 8 range of V8’s available for lisence, Bogliq USA signed on the bottom line and built a factory to get this show on the road… In 1972.
But, in 1973 disaster struck twice! First, the fuel crisis came along and made selling any vehicle with a V8 or large capacity engine almost impossible. The second strike came when members of Congress, distrustful of how Bogliq did business, forced the cancellation of a major engine licensing deal between Bogliq and Anhultz. The Breda, already marketed and with pre-orders taken, now had no engine! Bogliq Powertrain responded by installing existing Bogliq engines, but with a twist; the “Bog-ject” fuel injection system was also included. This technology, along with improvements in interior entertainment and slight re-optimisation of tyres and suspension, was sufficient to keep the re-engined Breda from being a disappointment to its new, eager, fanbase.
Breda Model Range
240 Touring - $3,809 Driveaway, $159 p.a. servicing (4Dr Sedan, 2.4L I4, 60Kw, 168Km/h, 17.9s, 14.3L/100) Reliability: 59.9
240 Sport - $3,909 Driveaway, $166 p.a. servicing (4Dr Sedan, 2.4L I4, 70Kw, 181Km/h, 15.5s, 15.8L/100) Reliability: 61
270 Touring - $4,169 Driveaway, $164 p.a. servicing (4Dr Sedan, 2.8L V6, 67Kw, 174Km/h, 17.1s, 15.1L/100) Reliability: 61.4
270 Sport - $4,469 Driveaway, $174 p.a. servicing (4Dr Sedan, 2.8L V6, 77Kw, 186Km/h, 13.1s, 16.6L/100) Reliability: 62.5
360 Prime - $5,349 Driveaway, $218 p.a. servicing (4Dr Sedan, 4L V8, 99Kw, 196Km/h, 13.5s, 17.3L/100) Reliability: 61.4
360 Gran Turismo - $6,049 Driveaway, $212 p.a. servicing (4Dr Sedan, 4L V8, 107Kw, 207Km/h, 10.9s, 19.4L/100) Reliability: 65.1
B2 Series 1966 - 1969
1966 Bogliq Primarius
Bigger, bolder and better than the Bison; The Primarius was meant to be automotive perfection!
The chief complaint from the buyers of the luxury variant of the Bison was that it wasn’t special enough. The Bison Deluxe looked to similar to the Exceed and the Bison looked too similar to lesser cars in the Bogliq range…
This was no longer a problem with the new Primarius. The lesser variants were dropped and the best, most dilligent workers were put on it’s production line; this resulted in less call backs and higher quality overall. The biggest V8 in the Bogliq arsenal was tuned for smoothness and torque, resulting in a rapid, yet quiet, driving experience. No expense was spared inside the cabin and the fit and finish was superb. The result was a machine that left the Bison for dead in every area that mattered…
Oh, and it was also available as a coupe; game, set, match Primarius!
As per the majority of the Bogliq range, the Primarius received a refresh of drivetrains and specs. This resulted in a better targeted product that was more attractive to it’s target audience. The car was well received, but there was some unexpected problems with the rear suspension which resulted in a couple of spectacular failures. This resulted in a major recall campaign involving a complete replacement of the rear suspension with a coil sprung solid axle. However many cars, being rarely driven by their owners, stayed in their original condition and were fixed by aftermarket parts that became available in the late 70’s…
Primarius Mk 1 Model Range
250L - $4,399 Driveaway, $194 p.a. servicing (4dr Sedan, 5L V8, 129Kw, 3A, 214Km/h, 14.2 0-100, 24.3L/100)
250GT - $4,399 Driveaway, $194 p.a. servicing (2dr Coupe, 5L V8, 129Kw, 3A, 215Km/h, 13.9 0-100, 24L/100)
Primarius Mk 1 Model Range - 1968
260L - $4,799 Driveaway, $197 p.a. servicing (4dr Sedan, 6L V8, 147Kw, 3A, 226Km/h, 12.4 0-100, 22L/100) Reliability: 54 (Strongest Category: Muscle - C: 128.2 A: 56.4)
269GT - $4,799 Driveaway, $206 p.a. servicing (2dr Coupe, 6.9L V8, 180Kw, 3A, 243Km/h, 10.1 0-100, 25.1L/100) Reliability: 53.7 (Strongest Category: Muscle - C: 128.2 A: 56.4)
C2 Series 1966 - 1977
1966 Bogliq Haulstar and Cargostar
A couple of loyal Americans, ready to work!!!
The Buffalo utility was more of a niche player for Bogliq than they’d liked so, for the 2nd generation, the Buffalo transformed into the Haulstar and Cargostar siblings. The design was deliberately simplified to echo the “tougher” design languages of the competition but retain the Bogliq strengths of car-esque drivability and refinement. Load capacity was reduced slightly over the old model, due to customers not wanting it, and the straight six was replaced with a “D” series vee six to contain costs. As before, the C2 series had no performance variants due to no-one asking for them. A solid, loyal and capable companion for the tradesman who doesn’t want their truck to feel like a truck!
Haulstar 337U - $1,799 Driveaway, $87 p.a. servicing (2dr Utility, 3.7L V6, 85Kw, 3A, 151Km/h, 13.1 0-100, 15.1L/100)
Cargostar 337C - $1,799 Driveaway, $87 p.a. servicing (2dr Van, 3.7L V6, 85Kw, 3A, 168Km/h, 13.1 0-100, 14.3L/100)
1970 Mk 2 Bogliq Haulstar and Cargostar
Detail changes only for the 1970 update of the C2 range
“If it ain’t broke, then don’t fix it!” was the motto of the 1970 introduction of the Clean Air engine upgrades to the C2. Other than lighting changes to suit new legislation, the C2 had a new 4.1L V6 installed to ensure owners wouldn’t be left high and dry when the inevitable ban on lead based additives came into effect. Nothing else changed to grandpa’s axe and that was just the way that C2 buyers liked it!
Mark 2 Model Range
341U - Haulstar - $2,399 Driveaway, $107 p.a. servicing (2dr Utility, 4.1L V6, 93Kw, 3A, 140Km/h, 12.9s 0-100, 15.4L/100) Reliability: 59.6. (Relevant Category: Utility - C: 93.6 A: 67%)
341U - Cargostar - $2,419 Driveaway, $109 p.a. servicing (2dr Van, 4.1L V6, 93Kw, 3A, 158Km/h, 12.8s 0-100, 14.7L/100) Reliability: 59.6. (Relevant Category: Light Delivery - C: 96.7 A: 43.1%)
In 1972 the C2 was updated to accept Radial tyres as standard fitment. The V6 was downsized since the older 4.1L V6 was too powerful for this application. There also was an attempt at a budget friendly four cylinder version, which proved to be surprisingly popular…
Mark 2 Model Range - 1972
325U - Haulstar - $2,269 Driveaway, $110 p.a. servicing (2dr Utility, 2.5L I4, 64Kw, 3A, 141Km/h, 15.2s 0-100, 13.5L/100) Reliability: 58.7. (Relevant Category: Utility - C: 124.3 A: 75.9%)
333U - Haulstar - $2,619 Driveaway, $115 p.a. servicing (2dr Utility, 3.3L V6, 78Kw, 3A, 159Km/h, 13.7s 0-100, 14L/100) Reliability: 58.6. (Relevant Category: Heavy Utility - C: 95 A: 68.9%)
325U - Cargostar - $2,269 Driveaway, $110 p.a. servicing (2dr Van, 2.5L I4, 64Kw, 3A, 137Km/h, 19s 0-100, 12.3L/100) Reliability: 58.5. (Relevant Category: Light Delivery - C: 106.5 A: 51.2%)
333U - Cargostar - $2,619 Driveaway, $116 p.a. servicing (2dr Van, 3.3L V6, 78Kw, 3A, 174Km/h, 13.1s 0-100, 12.7L/100) Reliability: 58.4. (Relevant Category: Delivery - C: 103.8 A: 47.8%)
1974 Mk 3 Bogliq Haulstar and Cargostar
Bogliq’s utility range has been adjusted to better reflect utility buyers needs.
Choosing to save money on a visual redesign, Bogliq has instead looked to consolidate variants in light of the fuel crisis, plus introduce a new option; 4 wheel drive!
V6 engines have been dropped, suspension and drivetrain reworked and interior options tweaked to ensure customers get exactly what they’re looking for.
Mark 3 Model Range
325U - Haulstar - $2,811 Driveaway, $150 p.a. servicing (2dr Utility, 2.5L I4, 51Kw, 140Km/h, 21.2s 0-100, 13.4L/100) Reliability: 59
325U - Haulstar All Terrain - $2,860 Driveaway, $99 p.a. servicing (2dr Utility, 2.5L I4, 51Kw, 137Km/h, 17.9s 0-100, 14.6L/100) Reliability: 61.8
325U - Cargostar - $2,661 Driveaway, $99 p.a. servicing (2dr Van, 2.5L I4, 51Kw, 134Km/h, 20.7s 0-100, 12.2L/100) Reliability: 60.7
D2 Series 1966 - 1969
1966 Bogliq Naiad
Not as pure in concept as the Bazooka, nevertheless the Naiad was a capable performance coupe and sportscar in its own right
The Bazooka was a phenomenon. It wowed the automotive press and US sportscar enthusiasts, outsold the European imports it was designed to beat and there was nothing capable of replacing it. But, unfortunately, nothing lives forever. So the Bazooka was replaced by the Naiad, a full four seater which was heavier and bigger than the Bazooka. The iconic “B” series inline six was also made redundant as it was simply too long for the Naiad engine bay. The Naiad was intended to broaden the accessibility of the sportscar platform by offering a V6 and a V8, as well as an AE model, with the lower spec cars being legitimate four seat models. The AE would retain the two seat layout to ensure it had true sportscar credentials…
The result was a fun to drive sporty coupe that provided a stylish alternative to a sedan. The Naiad AE also was the first Bogliq product to have a five speed manual gearbox as standard and also sported aerodynamic improvements; designed to help the AE be the master of any road it found itself.
The Naiad was the final Bogliq to receive a major re-jig of it’s setup and powertrains, the commercial vehicles being better setup in the initial 1966 design phase. This process also saw the debut of a convertible model, the California, to capture the “luxury lifestyle” market. The rest of the range saw detail improvements aimed at improving fuel economy and the driving experience, without impacting the car’s performance.
Naiad Mk 1 Model Range
432P - $2,599 Driveaway, $145 p.a. servicing (2dr coupe, 3.2L V6, 91Kw, 4M 197Km/h, 11.8 0-100, 16.7L/100)
443P - $2,899 Driveaway, $187 p.a. servicing (2dr coupe, 4.3L V8, 139Kw, 4M, 226Km/h, 9.9 0-100, 23.9L/100)
443AE - $3,299 Driveaway, $206 p.a. servicing (2dr coupe, 4.3L V8, 163Kw, 5M, 234Km/h, 7.62 0-100, 23.9L/100, 98RON)
Naiad Mk 1 Model Range - 1968
436T - $2,899 Driveaway, $137 p.a. servicing (2dr coupe, 3.6L V6, 92Kw, 4M 198Km/h, 11.5 0-100, 15.3L/100) Reliability 55.9 (Strongest Category: Pony - C: 95.1 A: 68.3)
California - $3,599 Driveaway, $175 p.a. servicing (2dr coupe, 4.7L V8, 130Kw, 3A 214Km/h, 10.6 0-100, 19.1L/100) Reliability 53.8 (Strongest Category: Sport - C: 112.4 A: 82.7)
447P - $3,199 Driveaway, $168 p.a. servicing (2dr coupe, 4.7L V8, 130Kw, 4M, 223Km/h, 9.31 0-100, 18.1L/100) Reliability 56 (Strongest Category: Muscle - C: 113.5 A: 79.4)
456AE - $3,599 Driveaway, $213 p.a. servicing (2dr coupe, 5.6L V8, 165Kw, 5M, 238Km/h, 7.51 0-100, 21L/100) Reliability 55.5 (Strongest Category: Muscle - C: 126.3 A: 71.4)
The Clean Air Act
Passed by Congress in 1970
Bogliq USA HQ, R&D Division
The news hit the Bogliq R&D department like a lightning bolt; the Nixon administration had passed the Clean Air Act and had announced the formation of the Environmental Protection Agency, an administrative body charged with the task of reducing airborne pollution by industry. Finally all the lobbying for the regulation of lead in petrol, alongside the removal of lead in paint, had paid off. No longer would US children suffer needlessly from lead contamination based diseases, plus workplaces dealing with gasoline and car bodywork would be safer for their workers too.
This would require some changes though. Despite the entire range being built with better designed seals to reduce fume ingress into the cabin, more attention to fuel vapours and exhaust emissions intrusions would be needed. Unleaded-safe engines were now installed across the entire Bogliq range, having shared a serendipitous correlation with the Mk II refresh, but owners with the older engines would need support to aid in transitioning away from leaded fuels.
So the engineering R&D team got to work developing a cost effective conversion kit for the old engines; an exchange program for the cylinder head(s) to implement a valve recess hardening insert plus upgraded valves and valve bearings/bushes. Since the older generation engines were all the same family, the variation would be minimal and relatively hassle free.
D3 Series 1970 - 1982
1970 Bogliq Ungoliant
Bogliq USA always intended to hold European sports cars to account; the Naiad failed but the Ungoliant was a roaring success!
The Bazooka was a no compromise sports car, designed with passion and meant to take Europe head on, but the Naiad just… wasn’t. It was a fine coupe, sure, but it just wasn’t a true sports car. The Ungoliant looked to transform that image; mid engined, galvanised spaceframe and corrosion resistant panels! It only seated two, had no cargo capacity outside of the cabin, plus didn’t even use power steering!
The reveal was nothing short of sensational; every celebrity bought one, every kid wanted one and every Highway Patrol officer loathed trying to catch one… Sales went ballistic amongst those who could afford one and the factory couldn’t keep up with initial demand! But production was improved, deliveries made and many happy customers were to be found all over the USA.
Ungoliant Mk 1 Model Range
440S - $5,299 Driveaway, $315 p.a. servicing (2dr mid-engine coupe, 4L V6, 121Kw, 5M, 239Km/h, 8.23s 0-100, 15.8L/100) Reliability: 56.1. (Relevant Category: Sport - C: 120.1 A: 82.3%)
460S - $5,949 Driveaway, $472 p.a. servicing (2dr mid-engine coupe, 6L V8, 163Kw, 5M, 264Km/h, 6.66s 0-100, 17L/100) Reliability: 55.4. (Relevant Category: Muscle - C: 131.1 A: 63.6%)
Homologation for the Nurburgring 24hr, 1970
What better way of proving you make European standard sportscars than by racing them in Europe!
The Ungoliant also was the first Bogliq to make waves in Europe. The Ungoliant, due to it’s bulging order-book, was able to pass the homologation requirement for the BRC Racing Federation to allow the Ungoliant to compete in the 1970 24hrs at the Nurburgring. This competition also saw the reveal of an internal re-organisation in the Special Projects Division.
Special Projects Racing would compete with a homologation variant of the 440S, badged the 440 Nur, collecting data to aid in the introduction of radial tyres. The expat Ungoliant didn’t do well in the 24hr rankings, attaining an overall position of 57th out of 84 entrants. The team was inexperienced and the Ungoliant was underpowered but with only 11 errors in the entire 24hr race, the Ungoliant was a decent handling platform and would get it’s Radial tyre upgrade in time for the MY72 model year…
The Radial Tyre Program unlocked the Ungoliant’s true potential
The D3 program was a smash hit, but sales of the big engined 460S model were definitely harder to achieve than the smaller 440S. This was entirely due to the tyres, or to be more precise, the lack of appropriate levels of grip from cross-ply tyres without impacting brake performance. Indeed, the director for the movie Outrun the Sunset used his connections to get a prototype, radial tyred, 460S to do the speed shots while a production, cross-ply tyred, 460S was used for the glamour shots.
The tyres massively improved handling and straight line performance; with the 460S now earning the holiest of automotive titles; Supercar.
Ungoliant Mk 1 Model Range - 1972
440S - $6,759 Driveaway, $329 p.a. servicing (2dr mid-engine coupe, 4L V6, 124Kw, 5M, 250Km/h, 7.51s 0-100, 12.7L/100) Reliability: 56.5. (Relevant Category: Sport - C: 155.3 A: 83.6%)
460S - $7,709 Driveaway, $483 p.a. servicing (2dr mid-engine coupe, 6L V8, 181Kw, 5M, 279Km/h, 6.55s 0-100, 16.2L/100) Reliability: 55.1. (Relevant Category: Super - C: 105.7 A: 99%)
1974 Bogliq Ungoliant
Detail changes to the exterior herald the larger changes internally, required for the introduction of catalytic converters
Despite flagging sales, Bogliq USA produced a revised version of the D3 in order to comply with new emissions requirements. This would incorporate feedback from customers on areas where the car could be improved. Some fussy details were refined or redesigned and care was taken to maintain the feel of performance even as the catalytic converter cased a loss in overall performance.
Ungoliant Mk 1 Model Range - 1974
440S - $7,919 Driveaway, $387 p.a. servicing (2dr mid-engine coupe, 4L V6, 127Kw, 5M, 253Km/h, 8.35s 0-100, 16.6L/100) Reliability: 61.6
460S - $8,819 Driveaway, $486 p.a. servicing (2dr mid-engine coupe, 6L V8, 170Kw, 5M, 276Km/h, 7.14s 0-100, 17.9L/100) Reliability: 61
1978 Bogliq Ungoliant Mk 2
The Mk 2 D3 Ungoliant range was limited to engine changes and interior trim improvements
By 1977 it was no surprise that Bogliq USA was in financial difficulty; poor sales and a recession had bitten hard. This meant that niche products, and especially older niche products such as the Ungoliant, received less development money than they really needed. The D3 Mk 2 put the money where it was most needed; the powertrain. Gone were the troublesome alloy headed engines and 2 way catalytic converters, in their place were modern all iron units and 3 way cats. Performance improved to almost 1972 levels for the sports car, with the supercar improving on 1972 levels despite a more luxurious trim specification. Alas, thanks to inflation, the prices were the only area the Mk 2 was unable to return to the good old days; inevitably prices had to rise.
Ungoliant Mk 2 Model Range
438S - $10,399 Driveaway, $491 p.a. servicing (2dr mid-engine coupe, 3.8L V6, 132Kw, 5M, 255Km/h, 7.74s 0-100, 14.7L/100) Reliability: 64.4
463S - $15,399 Driveaway, $960 p.a. servicing (2dr mid-engine coupe, 6.3L V8, 203Kw, 5M, 300Km/h, 6.55s 0-100, 17.5L/100) Reliability: 63.7
B2M Series 1970 - 1973
1970 Bogliq Primarius
Avante Garde looks to distract from the bad smell that was the IRS controversy!
Bogliq USA had to kill the B2 Primarius. The drastic measure of recalling cars then installing a solid rear differential simply caused sales to plummet off a cliff. So Bogliq did what Bogliq does best; cope. The modified B2 chassis was productionised into the B2M, a new risque design was installed and sales were carefully resumed, especially in fashion conscious states like New York and California. Sales did resume, but buyers were understandably wary, so Bogliq entered a number of cars in grassroots reliability trials. These proved to help assuage the public’s concerns, along with Bogliq quickly compensating affected owners of faulty cars via an independently run, but Bogliq funded, class action.
Primarius Mk 1 Model Range
270L - $5,509 Driveaway, $218 p.a. servicing (4dr Sedan, 7L V8, 170Kw, 3A, 246Km/h, 10.3s 0-100, 20.9L/100) Reliability: 53.3. (Relevant Category: Muscle - C: 107.5 A: 49%)
270GT - $5,489 Driveaway, $218 p.a. servicing (2dr Coupe, 7L V8, 170Kw, 3A, 247Km/h, 10s 0-100, 20.7L/100) Reliability: 53.3. (Relevant Category: Muscle - C: 104.1 A: 49.4%)
Radial tyre improvements finally wipe away the stain of past mistakes
The B2M had managed to land on it’s feet; sales were better than expected and customers were happy. So Bogliq USA was careful to not rock the boat when the B2M underwent the Radial Tyre conversion process. Economy was improved, performance was maintained and expectations were met. So, despite the polarising design, the 1972 B2M was a solid improvement over the 1970 original car.
Primarius Mk 1 Model Range - 1972
270L - $6,859 Driveaway, $221 p.a. servicing (4dr Sedan, 7L V8, 174Kw, 3A, 254Km/h, 10s 0-100, 18.3L/100) Reliability: 53.6. (Relevant Category: Luxury - C: 101.9 A: 90.1%)
270GT - $6,789 Driveaway, $230 p.a. servicing (2dr Coupe, 7L V8, 174Kw, 3A, 258Km/h, 10.5s 0-100, 18L/100) Reliability: 53.5. (Relevant Category: GT - C: 117.3 A: 91.6%)
Epilogue: The B2M Primarius only lasted 4 years. Buyers of these types of cars didn’t enjoy the handling spec suspension tune and the fuel crisis was the coup de grace. There just wasn’t enough demand to justify refreshing the model, plus Bogliq USA already had one boondoggle and they intended to keep it! So, the Primarius was killed off in order to save funds for better cars and keeping Bogliq USA afloat.
Looking at the orange Ungoliant while listening to Alan Parsons Project gave me some kind of warm fuzzy feeling on the inside…
E2 Series 1971 - 1977
1971 Bogliq Exordium
New Exordium is the first Bogliq to be fitted with Radial tyres!!!
The E2 Exordium was just what the market ordered. It was a faithful, fun and frugal companion who was chock full of surprise and delight features. But the designers, being used to larger cars, hadn’t allowed enough room in the engine bay for easy access to the accessory belts and harmonic balancer. This wasn’t an issue for drivers but it was a bugbear among owners and the auto maintenance industry, since no-one likes getting their hands jammed into tight spots, so Bogliq tried a smaller engine. Wen that solution wasn’t proving as promising as they’d like, a new model was commissioned.
At the same time, tyre manufacturer Goodstone approached Bogliq about Radial tyres. The management agreed to aid in data gathering and market acceptance, but only if Goodstone also went all in, gearing up to supply the entire Bogliq range in 1972. The deal was struck and the Exordium would be the guinea pig.
The results were heartening indeed. Fuel economy improve, handling improved and acceleration improved; it was a win/win scenario all the way to the bank! Bogliq USA then implemented the remainder of the plan, with the entire range of Bogliq product running Goodstone Radial tyres by the end of 1972.
Exordium Mk 1 Model Range
518B3 - $1,969 Driveaway, $59 p.a. servicing (3dr Hatch, 1.8L I4, 47Kw, 4M, 174Km/h, 14.6s 0-100, 9L/100) Reliability: 62.3. (Relevant Category: Family Utility B - C: 80 A: 38.6%)
518B4 - $1,999 Driveaway, $63 p.a. servicing (4dr Sedan, 1.8L I4, 47Kw, 3A, 163Km/h, 18.8s 0-100, 9.5L/100) Reliability: 61.2. (Relevant Category: Family B - C: 100.1 A: 37.1%)
518B5 - $1,999 Driveaway, $63 p.a. servicing (5dr Hatch, 1.8L I4, 47Kw, 3A, 163Km/h, 18.9s 0-100, 9.6L/100) Reliability: 61.2. (Relevant Category: Family Utility B - C: 96.4 A: 37.7%)
514G3 - $1,859 Driveaway, $55 p.a. servicing (3dr Hatch, 1.4L I4, 30Kw, 4M, 150Km/h, 21.2s 0-100, 8.2L/100) Reliability: 64.8. (Relevant Category: City B - C: 88.6 A: 38.4%)
514G5 - $1,909 Driveaway, $60 p.a. servicing (5dr Hatch, 1.4L I4, 30Kw, 3A, 145Km/h, 28.2s 0-100, 8.3L/100) Reliability: 63.6. (Relevant Category: City B - C: 97.1 A: 34.9%)
1974 Bogliq Exordium Mark 2
Mk 2 Exordium focussed on efficiency upgrades despite tight budgets.
Bogliq USA could have kept the Mk 1 version of the Exordium in production, indeed some in management felt the Mk 2 was a phyyric victory, but the Mk 2 was greenlit in order to lighten the load on customer’s wallets. All Mk 2 Exordium models come standard with a four speed manual, the engine has been significantly improved in fuel efficiency and there are different coloured cars in the brochures! All in all, it’s a big win/win for customers, Bogliq USA and anyone who tends to lose their car in the carpark, hahaha!
Exordium Mk 2 Model Range
518B3 - $2,369 Driveaway, $72 p.a. servicing (3dr Hatch, 1.8L I4, 37Kw, 161Km/h, 19.3s 0-100, 8.6L/100) Reliability: 63.2
*518B4 - $2,369 Driveaway, $72 p.a. servicing (4dr Sedan, 1.8L I4, 37Kw, 161Km/h, 19.9s 0-100, 8.7L/100) Reliability: 63.2
518B5 - $2,369 Driveaway, $72 p.a. servicing (5dr Hatch, 1.8L I4, 37Kw, 161Km/h, 20s 0-100, 8.7L/100) Reliability: 63.2
514G3 - $2,265 Driveaway, $70 p.a. servicing (3dr Hatch, 1.4L I4, 34Kw, 157Km/h, 20.6s 0-100, 9.1L/100) Reliability: 63.2
514G5 - $2,265 Driveaway, $70 p.a. servicing (5dr Hatch, 1.4L I4, 34Kw, 156Km/h, 21.2s 0-100, 9.3L/100) Reliability: 63.2