Something came up on the world’s most trusted and reputable sales website, gregslist.com…
A 1985 CZA Polje? Must be some obscure communist car of some kind
Apparently these things came out of Yugoslavia, and were essentially small hatchbacks that were lifted and given a 4x4 drivetrain… This one in particular seems to be a 2-seater, and a well optioned one (well at least in communist standards) with a decent 8-track system, sunroof and roof racks. It also appears to be well equipped for off roading, judging by its 5-speed manual transmission with a very low crawler gear and its locking front and rear differentials! Might be worth taking a look?
After the unexpected success that was the TKR-C, Kimura found themselves with an abundance of money to invest during the late 1980s - in this time, they decided to fortify their sports car lineup with a slew of new coupes. This consisted of the Kei-car Kinetic, the lightweight K1300-C, the affordable Helruna, and the 3rd-generation Silesta GT car. The 1990 Helruna would be the most successful of this group and the Silesta the most legendary, but the Kinetic and K1300-C faced more unfortunate fates despite positive reviews.
As the name implies, it was a direct successor to Kimura’s original sports cars from the 1950s, 60s, and 70s (K1500-C, K1600-C, K2400-C) and had retro styling inspired by the K1600 to boot. The K1300-C was based on a dramatically shortened Helruna chassis and used a 12V 1.3 Liter Inline-3 derived from the Avina subcompct. Weighing in at just around 920 kgs, the pure driving experience and fairly well-equipped interior were well received by the public. In addition, 4-wheel disc brakes and a limited slip differential were all standard equipment - the K1300C was marketed as the most hardcore sports car of the introduced vehicles.
Exclusively sold in Japan and in limited quantities in Europe, approximately 20,000 K1300-C’s were produced over the period of 7 years from 1990 to 1997. However, the success of this car was diminished by the far more conventional Helruna, the burst of the bubble economy in 1992, and the proximity of the price to the Helruna which had 50% more power and more space for only about ¥200,000 extra. This makes the K1300-C, with its unique design, construction, and focus a desirable enthusiast’s Kimura internationally.
In 1990 Spander launches the second generation of the Spander BA, a premium “sedan” for the European market. Even though the car wasn’t bad (compared to the rest of Spander’s catalog), its peculiar style didn’t convince people to buy it. The fragility of its hydropneumatic suspensions, as well as its deplorable tendency to rust, made it even rarer today.
In the 1990s, Arion were expanding with more variety to their lineup, but did not forget about their roots. The Magnus was a pure British muscle car with a 4.0L Inline 6 producing almost 350hp it was able to do 0-60 in around 5 seconds if you could control it that well, being RWD and without and traction aids at all.
This is your chance to own a special Magnus, one of only 1,000 that made it to the USA and complied with regulations at the time, an odd third brake light was fitted to the roof. Not that it wasn’t already quite the odd car. The door lock is underneath the door mirrors, which also acts as the release if pressed down. The special flip paint was included for an additional price and made the brand quite synonymous with it.
“Deer And Hunt” is an american vehilce company funed 1937 by busness partners Jason Deer Jr. and William Hunt. While the main focus in the first years was on Pickups and Offroad vehicles the brand added more and more vehicles too their lineup
The RUT badge is giving to the Top trim models of cars. First givin to the 1950’s Fallow Pickup, adding the SuperCoupe to that lineup in the 60’s. The peak was in the 70’s to 80’s where the company was increasingly experimenting with forced induction and generall mayham.
While the Fallow RUT didnt got any forced induction, the normal 6.5L V8 was swapped for a 10L V10 engine capable of producing 500hp in the low end with 700+NM at peak. Other addtiones where the nicer interior, aero pack and custom exhaust system.
That didnt come with its drawbacks. Deer And Hunt was already under fire for producing cars with rather bad mileage before, and now with a 8mpg Super Truck the protests got more fire. Only after a 3 year run the vehicle was pulled from production
In the early 80s, Yuro began its attempt on trying to hang around with the bigger, and more established Japanese car brands. And as such, the now iconic Yuro 3500 was released in 1981 with its iconic stainless steel, Italian-exotic inspired body, as a show that Yuro could make a car to surpass that of whatever was currently available.
A year later, the Fédération Internationale de l'Automobile (FIA) had introduced a new set of regulations for rallying as a replacement to Group 4 in an attempt to get more manufacturers into rallying without the need for mass-production of rally-bred vehicles - The ill-fated Group B.
Work had began a year later in 1983 to turn the 3500 into a proper rally machine. They settled with the Aerotop Lily variant of the car as it didn’t have the heavy mechanism for the gullwing doors, while still maintaining good body structural rigidity. Its stainless steel bodypanels would also be replaced with fibreglass in an attempt to reduce weight as much as possible. (Stainless steel is retained on the roadcar.)
It’s anemic Anhultz-derived V6 powerplant would be replaced by a 2.8-litre twin-turbo V8 developed by Hermes Performance, delivering 300 horsepower to all four wheels via a newly-developed AWD system. (The roadcar was only available in a rear-wheel-drive configuration.) Numerous chassis and suspension improvements were also included to make this 3500 rally car really shine.
The car was officially homologated in late 1985 and it made its debut during the 1986 WRC season. Following the Ford RS200’s accident on the Lagoa Azul stage at the Rally de Portugal which caused the death of 3 spectators and injuring 31 others, the Yuro Rally Team pulled out of the rally, and after Group B was officially banned by the FIA the following year, Yuro wouldn’t enter motorsports ever again until SUPER GT in 2005.
Exactly 200 of the Yuro 3500 Aerotop Hermes R roadcars would be sold to meet homologation rules for Group B rallying. The car was only sold in Japan and was electronically limited to 180km/h (112mph).
This particular example is car #199, date of manufacturing is labeled as November 1985, built in Yuro’s Maebashi Plant in Gunma, Japan.
The car had one owner in Japan who managed to clock 8,000km on it until the car was imported to Canada in 2001, then imported to the United States in 2020. The odometer currently shows 33,000km. All parts on the car are stock with the exception of some minor engine components that had to be swapped due to wear. All replacement components are OEM. The car also still retains the speed limiter.
Included with the car is the original owner’s manual in Japanese with original carrying pouch, original Yuro factory toolkit, and the original fuel funnel.
Our boomer friend from craigslist isn’t helping us with the exact specs of the car so I’ll step in and elaborate. For $39,700 in 1996 you get a 4L DOHC V8 sports coupe with AWD and a 6 speed manual transmission. It makes 367 horsepower at 7,400 rpm and comes with a few race ready special features. Like an R34 GTR you’ll notice it has a small screen in the center console both for radio tuning and performance data. No OBD2 reader needed here, that screen keeps track of trouble codes and service intervals too. below that is a traditional three knob air conditioning setup. This specific example wasn’t optioned with traction control but among the switches in the center console you’ll find ignition, battery cutoff, ABS, t/c (if optioned), launch assist (an optional rudimentary hill start system consisting of a clutch operated check valve in the brake line), and a few options for AWD torque split settings. The split sun roof doubles as T top panels as well. In spite of the extra weight of the comfort package, the whole thing comes in at a remarkable 3215 lbs (1458 kg) and does the sprint to 62 in 4.5 seconds. If you have the tires for it, deep in the menus of the car there’s an option to disable the 155mph speed limiter to take the car up to 175 mph with the stock tune. On the more technical side, the car was built both for GT1 and group A homologation. A bespoke V8 block was made for the road version to house the internals and the heads of the 4 cylinder turbo group A car. Rumor has it that one of the switches turns on a factory flat shift system that automatically voids the warranty of the car but it’s never been confirmed by the manufacturer.
Studio photos + some photography from our local boomer
Powered by a 7L Multi-Fuel Inline 6, Engineered for the challenging terrain of Afghanistan, the MEN CRAP is the most powerful and capable transport vehicle in the Soviet Fleet.
Capable of 200km/h on land and over 50km/h on water
Tech Specs
Chassis: Featuring an aluminium bonded space frame with fibreglass body/hull, the korio is designed to prevent corrosion, leaks and to be unsinkable.
Engine: Rear mounted 173 hp 2.5l alloy V6
Jet: 890mm proprietary jet unit capable of one tonne of thrust while weighing just 40kg
Gearbox: 5 speed auto and reverse
Fuel: 95 Ron Unleaded, 67 litre capacity
Tyres: front 205 x 55; rear 235 x 50
Brakes: All round discs. Front ventilated
Suspension: Double Wishbone all round, retractable to eliminate hydrodynamic drag
Transition: As the vehicle enters the water, the driver simply presses a button to trigger the vehicle’s four-second transformation. It all happens automatically. Hull-mounted sensors recognize the craft’s in the water and in the appropriate depth. Engine drive to the wheels is suspended, the wheels are retracted and the jet unit kicks into action. Trim tabs are deployed to an optimized position, and road lights change to marine lights. Leaving the water, everything happens in reverse, with computers again safely controlling the extension of the wheels and switching from jet unit to road transmission.
Seating: 3 across (designed to accommodate driver, skier and observer), the Korio has no doors to prevent leaks, occupants climb in using the provided step and handles molded into the body. Seats can be elevated for improved visibility on water.
Water Dispersion: The korio is designed to keep all occupants dry while cruising, channels in the body help disperse spray and 3 independent bilge pumps remove any water that does find its way in
During the late 1980s, a small Gasmean buggy and racing truck manufacturer, Arak Racing, performed a design experiment where they combined offroad technology with the open-air concept of a convertible sports car. Impressed with the design, the owner of Arak Racing directed his engineers to produce a production-ready version of the concept. The final product was released for the 1993 model year, the Arak Apricia Spyder.
For the chassis, a heavy duty corrosion-resistant unibody chassis with front McPherson and rear coil-axle suspension keeps the frame of the Apricia rigid as it crawls over rocks with confidence. A Bunyan-sourced 4.0L OHV V6 making 200 HP mated to an electronically controlled four-speed automatic with low-range deliver power to either the rear wheels or all wheels through a part-time 4WD system with the ease of the push of a button. Independent front and rear locking differentials allows the vehicle to pull itself out of the most impossible of offroad situations.
While the Apricia has the guts of a serious offroader, it still retains the sporty looks and refinement of a premium sports car. The interior of the Apricia comprises of Pose speakers throughout the cabin (including the headrests) mated to a quality AM/FM Cassette Radio to enjoy jams while jumping in the dunes. Inside of the glove box, an extendable tray can be pulled out so that passengers can enjoy some table real estate for eating or mapping. The entire interior has been made waterproof with removable drain plugs in the foot well of the cabin so that the interior can be hosed out after a rugged muddin’ trip with the boyz. The detachable targa top is designed to fit in the rear boot so that sun can be enjoyed anywhere.
this round dont going to MEN CRAP will be a clearly signal that this forum is sponsored by the capitalism shit of EUA and their shitty illuminaties. We are full of your propaganda shit! Praise the power of people, we will not accept your tiranny anymore, your capitalist shitties!
BESPLATNI FORUM ZA AUTOMATIZACIJU
LJUBAVNI LJUDI UMREŽU
OD ZAPADNJE GASME DO ISTOČNOG DALLUHA
AUTONATIONEERS VOLONTEERS!
BESPLATNI FORUM!
MLADI AUTOMATICI UMREŽU
ZA SLOBODU FORUMA!
REPUBLICA AVTOMATIZACIJA!
SVI SMO SA VAMA!
During the reformation and change in the constitution of Japan, the Japanese Self-Defense Force (JSDF) required new modern equipment, with majority of their armories were of early cold war period equipment. With this at hand, the ministry of defense placed a military contract of a new multi-purpose utility vehicle for the JSDF ground force. Suisei placed their Yama Sharyō in competition with Toyota, a compromise was made. The Yama Sharyō was tasked with recon and light logistical works in the JSDF with its powerful 8.2L SOHC V8, two Toyota 4.1L I4 with the Toyota tasked with larger range of tasks with its 4.1L I4 Turbo.
The Yama Sharyō was based on the older chassis and used a 8.2 Liter V8 derived from Toyota. The truck weighed in at just around 2.44 tons, it is surprising drive-able for its size and is fairly well-equipped interior for civilian use. In addition, 2-wheel disc brakes and a manual locker which were all standard equipment for the JSDF and the civilian model. the Yama Sharyō was marketed as the one of Suisei’s most hardcore off road/utility vehicle in Suisei’s lineup.
The Yama was exclusively sold in Japan and in limited quantities in America, Asia and Canada, approximately 15,000 Yama Sharyō were produced over the period of 10 years from 1995 to 2005, in both civilian and military models with different variations. However, the truck was a odd vehicle for many Japanese, but was widely popular in the US. The oddness of this vehicle caused it to be overshadowed by other Yama models which were the far more conventional and successful. Its unique design compared to regular SUVs and trucks, construction, and focus on rugged reliable utility had its fair share of enthusiasts internationally.
In 1986, Wilson Valentine Liu founded a freelance design studio under the name "PROJECT VALENTINE." Two years later, his work would be noticed by chief design officers at Seikatsu, who offered him the opportunity to design a special edition of their "Starfighter" 4x4 off-road mini SUVs for its upcoming 40th anniversary.
The Starfighter had been one of Seikatsu's most popular vehicles at their time, finding widespread use thoughout Japan and the entireity of southeast Asia. Despite being far from dignified or comfortable vehicles, they offered highly affordable and dependable performance in poor weather and terrain conditions.
The new generation launching in 1990 would mark the most radical change in the Starfighter; the switch to independent front suspension and employing a unibody-ladder frame chassis hybrid to improve ground clearance, comfort in on-road conditions, and improved safety. A brand-new 3-speed automatic transmission would also be introduced as an option, along with anti-lock brakes and front disk brakes.
Liu got to work, eventually deciding that a simple "heritage livery" would not cut it; he instead set out on redesigning the entire exterior, opting for a design reminiscent of the third-generation Starfighter. Brushed aluminum elements, exposed body panel ribbing reinforcements on the hood, doors, roof, fenders, and trunks, round lights, and the "SEIKAT" lettering used from the 1910s to 1960s help contribute to its retro appearance.
The 1990 Seikatsu Starfighter "Lapis" was a hit in Japan particularly amongst trendy young adults, delivering great off-road performance for its price. Older customers found its appearance familiar to them, having grown up being driven around in them at a younger age. Liu would be commissioned to design several other similarly retro-themed versions of currently-existing cars later in the 90s, where he and his design studio were officially absorbed into Seikatsu.
Although the majority of Lapis examples were sold in Japan and southeast Asia, approximately 10 000 left-hand drive examples in the United States received these cosmetic changes as well. This Lapis in particular has just under 20 000 miles clocked on the odometer and has the hue option "Hyacinth Tear," which has been recently been restored. The interior has been detailed and the seats re-upholstered. Tires, air and oil filter are all brand new, and the rest of the powertrain and drivetrain is intact. Power is delivered from a 1.4L SOHC 8-valve unit delivering 60hp to the rear or all four wheels, offering up to 28 mpg.
The story of the Kestrel is an interesting one. Back in 1989, MAD didn’t have a true halo model, nor had they built a two-seater before. So they launched the Kestrel GT, a sleek, two-door, rear-drive sports car powered by an all-new 4.6L all-alloy V8, and available either as a coupe or, as seen here, a convertible. Fully independent suspension - a first for the company - ensured that it was agile and involving on twisty roads.
Unfortunately, with only 225 horsepower, it wasn’t as fast as fans had hoped, so for 1992 they redesigned their V8 with dual overhead cams, four-valve heads, and variable intake and exhaust valve timing. The result was 330 horsepower and 302 lb-ft of torque - heady figures in 1992, especially in a car weighing just 1.3 metric tons. In this revised GTS form, the Kestrel could finally live up to the promises delivered by its svelte body, and at $39,000 AMU when new, it represented excellent value for money compared to contemporary Euro and Asian imports - hence its strong sales right up to the end of its lifespan a decade later.
This example is one of just 2,000 Kestrel GTS Spiders sold in the United States to be fitted with a five-speed manual gearbox. I’m not sure if it makes this car quirky, but it definitely makes it a heck of a lot cooler.
PAZ 7 originally was meant to be a boring, as-cheap-as-possible form of transportation in the eastern bloc, and with a 700cc engine it didn’t break any speed records. But with the 1994 facelift of the car, PAZ released the “ES” trim of the PAZ 7, which includes many sporty features such as a lip spoiler, alloy wheels, a massive 1.3 litre engine, and rear sway bars. The original price for this car was 12300$.
amirite lads
