Today’s blog is about a quirky, small-time import from South America. During the 60’s, taking advantage of boom times in the States, SEAB sent a few thousand of their Typ 171 sedans up north.
With SEAB being a larger producer in Brazil, they had the capacity to send many more. But the small, spartan sedan just didn’t appeal to the masses the same way the cheaper Beetle did.
Still, some did sell, and periodically you can find one on the road (or in a barn). One owner explained it this way: “If you were a hippie that didn’t get along with other hippies, the SEAB Typ 171 was a great way to distinguish yourself.” That’s a dose of truth there, as the Typ 171 featured a much larger 2.5 liter boxer, with an overhead cam. It put out just a bit over 100 ponies, which was in the same territory as a small straight-six.
Great bits from two different sides of the motoring world. Just happened to be the wrong bits mashed together.
Scoring: Counter Culture - Spiritual Classics: Medium (Currently in 7th)
After pounding the pavement recently at the local harvest festival and car show the next town over, I’m reminded of a quiet classic.
Stylistically, it seems like a bit of a stop gap between the glory days of the late 60’s and the utter malaise of the 70’s. Attractive in its own unassuming way.
Today, I speak of the '71 Benson Bayside. A car that was supposed to usher in a new age of motoring, but usually ended up getting parted out after a head or gasket failure. Or any one of thirty other common issues with them.
Designed to be inexpensive transportation that still offered a certain level of amenities and style, Benson missed the overall mark. This was a great thing for car hoarders collectors, as starting in the late 70’s, you could buy a complete Benson for $50 or so, as long as you could pay your friend with the tow truck in beer.
Now you’ve finally got those large collections of Baysides and parts being sold off and slowly aggregated into a few running units. And to see one at a car show, that’s a special thing. After all, polishing a turd to a shine and then putting it right next to the titans of the day has got to get under the skin of other collectors at some point.
Scoring: Counter Culture - Classics: Low (Currently in 7th)
The malaise muscle car was a pretty sad sight. Heavy bodies from updated safety regulations, neutered power plants from smog regulations with poor new technology as a hindrance. And then there’s the Dixiecar “Strength”.
We’re not sure what dictionary they looked up that word within, but we’re pretty sure it wasn’t English. With 72 horsepower out of a coarse, rattling 2.8 liter inline four, this model should have been the thesaurus entry instead.
Sure, it was cheap, and looked like a classic muscle car. But that’s where it ended. It was widely panned in every single publication of the day, and just as widely spurned by buyers. Only heavy incentives could get even the most desperate buyers to take one.
Then something strange happened sometime in the 90’s.
People figured out that if you took a turbo off of just about any 1980’s import, slapped an injection throttle body on from an Ardent Eridani V6 to replace the wheezing carb, and hooked up a bigger exhaust, you could make the car go basically twice as fast. That is, to say, still slower than a stock Tymouth Plurismo. But faster than the original, anyway. This became a big thing in the South and some of the Mountain states, however, because the Dixiecar was actually disturbingly good at handling the worst rutted, washboarded dirt roads out there. Thus, a unique breed of turbo 4-banger muscle car for dirt hooning was born.
Scoring: Mainstream Culture - Muscle Cars: Very Low (Currently in 4th) Counter Culture - Jalopy Culture: Low (Currently in 6th)
There is never any question about the strong sports car culture in Europe, particularly the continuing battle between Italy, Britain, and Germany.
It’s also sad how many of these cars never hit our shore, and to get one requires going through the wait, the cost, and the hassle of imporation. But when you find the car that’s worth it, the very phrase “worth it” takes on a whole new meaning.
Meet the 1983 Matteo Miglia Legatus. A mid-engine, 211 horsepower, turbocharged 2.0 liter Speedster of Fury. Our senior editor warned us to take a spatula and a squeegee with us when he found out that we’d been offered a test drive of one. He didn’t explain why, he just smiled.
So, the spatula is so that you can scrape your brains off of the back window as this demon launches you to 60 in just a hair under 5 seconds, and the squeegee is so you can wipe off all of the slobber that has flown out of your mouth and decorated all the glass from the inside, thanks to the over-one-point-one-g handling.
It takes real care to handle when trying to burst off the line, as oversteer is a definite threat. At higher speeds, it’s more stable. Though in order to drive one at its limits you can’t be that mentally stable.
So if insanity is your thing, time to get on the net and bust out your checkbook. There’s nothing like a little Legatus action in your life.
Scoring: Counter Culture - Import/Export: Very High (Currently in 2nd) NOTE: Due to the scoring, multiple vehicles have had their sliding scale score lowered by one category
The fuel crisis would hit the US market hard, damaging sales of big, thirsty muscle cars and leave buyers with harsh choices; buy big and have no freedom or buy small and squeeze the most from every litre of fuel.
But, in 1971, Bogliq USA wasn’t thinking about the fuel crisis; it hadn’t happened yet! Nope, Bogliq USA wanted to sell a car designed to suit inner city dwellers and Bogliq Japan needed an export market. That’s right folks, you’re looking at another Bogliq HQ social experiment in car form…
It also helped that they only cost $985 driveaway!
For 1970, Epoch uncovered a new replacement for the M40 based upon the previous year’s M10 Maxi chassis. Utilising an upgraded and oversized variant of the previous M40 engine, the M40 Atlas now boasted a 2290cc (140cui) inline 4 and new developments in suspension design and manufacturing, along with increased chassis stiffness and durability. One of the 1970 M40 Atlas’ claim to fame was that it could carry a load of over 2200kg, an amazing achievement for a car that weighed less than 1000kg.
Have you ever looked at a car and laughed at it, asking yourself why anyone would buy such a piece of junk?
Konstantin Bogliq never asked that question, and his company had a very, very long history of ignoring that very question. It seems a risky business move from the outside. But somehow, on the inside, it’s right. A visionary method without being radical.
Meet the Bogliq Fanatic, the quintessential 70’s version of Konstantin’s not really giving a shit what people think. A car that, very surprisingly, sold by tens of thousands, and quietly earned a reputation for unparalleled value and amazing reliability. And a terribly cramped interior that didn’t really seem to bother anyone.
The near ubiquitous presence of the little 750cc three cylinder coupe-sedan on our highways definitely bothered one person: Charles Bergman, CEO of Ardent. This was the moment that their long-time rivalry shifted, with Bogliq capturing the hearts and minds of the motoring public, and Ardent suddenly struggling to stay relevant.
So when you see one puttering along the road, faded paint and rusted body, just remember that car represents so much of the era. Free spirits, economic upheaval, and the changing of the guard.
Scoring: Counter Culture - Spiritual Classics: Very High (Currently in 1st) Counter Culture - Jalopy Culture: Very High (Currently in 1st)
I have to give you a standing ovation with this one, HOL. I recognize that this would have destroyed the Piper in sales and popularity, hands down.
What do you do with an old, tired beast? Most people would sell it off, part it out, haul it to the junkyard.
This contributor decided to do a little research. With the Epoch M40 Atlas, there’s quite a bit that you can do to harness the power of the beast. All 83 horsepower of them.
Here are a few pictures of my project as it went along. You’ll see the fine U23 2.3 liter motor was, other than being liberally coated in grease and old leaves, in great condition. Solid body thanks to great factory rustproofing by Epoch. And in the back? Yeah, I don’t want to know what was nesting there either.
And here’s some photos of the finished project. Voila. Instant camper truck. Proper patina on the outside, and that giant cargo area in the back has been converted to two fold-down bunks and a ton of gear storage on roller racks.
This is just a tasate of what people do with their M40 Atlases. At a recent meet, we had 3 camper trucks, 2 that had been converted to food trucks, several lowriders, and even a plumber whose grandfather bought their Atlas brand new in '69 for the family business. We confirmed; that 5-digit odometer has rolled over four times, and the van is still in service. Granted, with a rebuilt engine and on its seventh clutch.
Scoring: Mainstream Culture - RestoMods: Very High (Currently in 1st)
PLEASE NOTE: I have decided that this is the halfway point of the “competition”. Weeks 4, 5, and 6 are going to be the second half. If you’ve been meaning to send it in, dooo eeet!
Then meet Cindy …aaah, I mean, Retro Age Motors 1980 F4FC. Same race heritage, same great driving experience …just not all the prestige …oh …and a lower price tag too.
The IP Freeway Star was released in 1972, as an answer to a need for a smaller and cheaper van in the home market after the Highway Star had grown in size in 1967. In 1973, it was also released in the United States, with the biggest marketing campaign IP of America had been running this far. Cooperating with cartoonist Carl M. Holz, both animated TV commercials and ordinary magazine ads did feature the beagle “Sloppy” and the bird “Boondock” from the cartoon “Walnuts”, with Sloppy replacing his trusty old red doghouse with an equally red Freeway Star, touting that it was much more flexible than the doghouse. Because at least the passenger van version (called the “Astro” as it also was the usual suffix for IP station wagons) had an unusual interior that maybe was low on luxuries, but instead had features like front swivel seats that could be turned to face towards the rear passenger bench, and small collapsible coffee tables integrated into the rear door trim, and all seats also could be folded flat to form a bed for two. There was also a cargo van version available, that of course had an empty cargo area and normal front seats instead.
Technically it was different from the Highway star by being unibody instead of body on frame, but the rear end still was leaf sprung as on its larger sibling. The engine was an enlarged (to 1.3 litres) version of the all aluminium “LEE” (Low Emission Engine) unit first seen in the 1970 IP Colibri, designed from the start to give low amounts of toxic emissions and to cope with unleaded gasoline.
To boost some interest in the model in the US, IP of America made numerous special editions, like the 1974 “Royal” and the 1976 “Celebration”, most of them only with cosmetical differences like paint and hubcaps, sometimes including otherwise optional equipment like radios and power steering.
The first generation Freeway Star was facelifted in 1984 and produced until the 1987 model year.
Lore
After settling it’s first American Headquarter in Detriot, March 1960, the company decided to make a muscle car but with a European twist. The result was the Hellfire V12 GT, it produced around 242Hp from it’s ‘tiny’ 4L V12 and managed to get from 0-60MPH in 7s but in contrast to most muscle cars it was actually able to turn and it was fitted with comfortable leather seats instead of church benches. Production lasted from early 1965 to mid 1967.
Sales
The launch of the Hellfire wasn’t received well in America due to it being underpowered for it’s price nor did it go well in Europe because off it’s too expensive price tag and size. Around 10.000 units were sold with 3500 being sold in Europe, 6000 in America and 500 being exported to Asia. Prices never really inflated because it never really took off and reached a legendary status like the Dodge Charger.
Culture
Since it wasn’t popular at all around launch not many units were build, that’s why the cars went for cheap after production was canceled. Currently the car is a cheaply obtainable classic and it has been increasing in popularity slowly(still not popular at all).
The eastern European car maker, Velkolepy, was famous for its ultra-luxury vehicles since its foundation as a coach-building company. Between 1880 and 1940, Velkolepy saw many famous clients buying their grand-tourers from Western European royalty to American tycoons. With the outbreak of World War 2, the company would see itself mothballed and with its workshops being used for the war effort. With heavy airstrikes being performed on Bozchia, it would see all of its company assets destroyed and left as rubble. With the end of the war and the nation being liberated by Soviet forces, the remanent Velkolepy assets would be nationalized and merged together with all other automobile manufacturers and steel producers. In spite of setbacks such as political conditions, losing contact with technical development in non-communist countries as well as drastically changing their focus from grand-tourers to compact commuters, Velkolepy managed to hold on to their reputation of well-built cars although losing prestige associated with them.
The Bozchia-Soviet split would result in the country being able to receive aid via the Marshall Plan as well as open the country up for more trade. While the aid would allow Velkolepy to build, the large pivot the company had made would see it stumbling around in International markets during the 50s and 60s with small compacts odd reliability issues and, compounded with technical stagnation would see the company’s reputation being frayed.
Bozchia wanted a vehicle that would restore the prestige of Velkolepy on the international stage, as well as the reputation Bozchia had of being “of those eastern European states”. Applying the “Win on Sunday, sell on Monday” strategy brought the existence of the Velkolepy Popular RSI. The company had managed to buy the production rights of a newly made OHC flat-4 engine made by a French car maker and combined it with a small RR compact body to make the true “people’s sports car”.
The RSI, however, was definitely not a daily driver nor would be viable to make it the national car of Bozchia. A tamer, cheaper Popular had to be developed. The regular Popular was just a basic commuter that had only the basics such as a mono-speaker radio and cloth seats. This combined with its fuel efficiency was planned to be the car not only for the people of Bozchia but for the people of the world. With the fuel crisis, a certain American entrepreneur known for importing automobiles would help Velkolepy return the US market after being missing for more than 30 years.
It’s Atera’s first RWD sports car that rolling down from it’s factory in Osaka. With the help of Mitsubishi with tuning this car, it’s a pretty dang fun car to drive. Oh and it’s a pretty cheap car too starting off around $15k at the time.
It is also appeared in a very popular sim-racing game, Gran Turismo 4 as Kazunori Yamauchi, the creator of Gran Turismo series love the car in real life and in the game.
For some annoying reason Bogliq USA couldn’t make enough Zealot Enthuses in Coupe form. The trim supplier was restructuring and fell behind in their production.
In response to this crisis, Konstantin had 5k Bogliq England Kitten Si’s imported to fill the gap. The Kitten had a smaller engine than the Enthuse, 1.3L vs 1.6, but the Kitten was smaller, which bridged the gap, kinda.
Enough people bought them so they weren’t a failure but, by mid '75, it wasn’t unsurprising to see the occasional Kitten Si at the back of a Rural Bogliq dealership forecourt, languishing on heavy discount, left untouched because the local hoons don’t like small FWD cars with multiple carburettors!
Priced at $1,350 driveaway, the Kitten was yet another Konstantin “Captain Call” designed to benefit the US consumer at any cost!
Pictured here is the Vega Furis GTP. It ran in IMSA GTP from 1987 to 1991, driven by Bernard Moreno, Gregory Stein and Jody Cooper. Only three examples of this race car were ever built, one of them now owned by a car museum in Detroit, and two still owned and maintained by the Vega Motor Company.
This publication now has the opportunity to test one of the two units. Will they accept the challenge?
Yep, it’s another Comet. But not just any comet, but a Group B homoligation model. Only 200 of these are made. Engine is now destroked to 2.8 litres to fit in the rules. It is also more powerful, making 426HP. It also has AWD. It took them 3 years until 1985 where they first raced this car, which is also the last year for the Group B era. This is now considered a supercar.
This is the 1978 AEKI Skeva Turbo. Saying that it’s a pocket rocket would be a hyperbole. It’d probably not fit in your pocket. But that doesn’t matter as this car goes like a Saturn V with added Turbocharger.
It was not the first Turbocharged car to have ever existed, but it was one of the first proper mass produced one. It also made the Turbocharging something to brag about in the pub.
2-litre 4-cylinder engine with fuel injection. Adding the Turbocharging let this car produced a staggering 170 horsepower in a package weighing in at 1060kg. Lighting fast wouldn’t describe this car in 1978. Only 7 seconds and you’d already be at 100km/h.
But this car is not all about sheer speed either. Inside you’ll find high quality material and fit and finish and specially tuned stereo from renown Danish Hi-Fi maker. This is a lot more comfortable than you’d think. It also has specially tuned suspension and uprated brakes and is a perfect car for both long motorway cruise and a dash down mountain road.
The Skeva Turbo was produced until 1983 and became the icon of 1980’s excess. Bring on the puffy perm, the fur, the ridiculous coloured tracksuit and a can of Tab.
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