I see only one use for those early Communts: as static targets on a firing range to be destroyed by hand-held weapons, from handguns and assault rifles to bazookas and grenade launchers.
3 Likes
1975-1981 Jager Mirage SE
So let’s talk about the South for a bit. Big country, big mud, big gators, big heart, and big food. They have such a storied and colorful history, with a modern people just as colorful and welcoming. They also have a love-affair with just about everything super-sized, especially cars.
With that in mind, it would seem a little unusual to see so many Jager Mirages down there. You have to dig a little deeper into the history of the car and what it means to the people there now to understand.
The particular generation we’re dealing with today ran from 1975 to 1981, with several engine changes in the middle. For argument’s sake, let’s concentrate on the 1976 year, with the AAB 335 FCR V8 motor, putting out a still-quite-respectable 193 horsepower. While not nearly as powerful as cars of the previous generation, the kick put out by this motor was enough to propel the Mirage to 60 in HiPo Pony car territory of 8 seconds flat. This is partly thanks to a hydraulic 4 speed automatic overdrive installed by Jager, rather advanced for its day. Unfortunately, “advanced” and “1976” usually meant “mechanical disaster”, which does also describe the Mirage SE 335.
Much of that was forgiven by the locals thanks to standard premium velour seating with split-bench front, and a quadrophonic 8-track entertainment system. While air conditioning was not technically standard, it was an incredibly popular option on the Mirage. Jager’s engineers also put a lot of time and thought into structural integrity, giving the passenger cabin extra rigidity and the front and rear quarters semi-modular collapsable design. Not only was this good for passenger safety, but it lead to the Jager Mirage being utilized in a most unexpected way.
Demo derbies. That’s right, good old mud-slinging, steel-bashing fun. The Mirage’s safety, combined with generally good driving dynamics in mud, made for a wonderful car for the demolition derby. These are a staple all across the South.
Meanwhile, there’s a modest contingent of Northerners who scoff and clutch the keys to their Grandma’s Jager, muttering the words “never, ever.” Well, they can go get their coffee and bagels in them and then head off to the cruise-in, I suppose. To each their own.
Scoring:
Counter Culture - Motorsport: High (Currently in 1st)
Mainstream Culture - Classics: Low (Currently in 1st)
8 Likes
off topic ofc
Heh damn it you, every time I scroll past this challenge this song starts playing in my head
Not complaining though, hella good choon
4 Likes
Maybe the only vehicle that you will drive straight through with a Subaru 360 van then…
1 Like
1955 Athena SL2
The SL2 represents Athena’s 2nd generation of their large sedan. Since they had realized, how large the luxury car market was in America, compared to Europe, they went with a much larger body this time.
They put a revised version of the Thebes I6 into it and the resulting performance of the SL236 was fine with an acceleration of 11.3 seconds from 0-100km/h. But especially in the US, the horsepower war had already begun, and with just 140hp the Inline 6 was lagging behind some of the competition a little bit.
That is why they had spent the last few years developing a second engine as well. They called it the Olympus V12, a 6.4L machine with Dual Overhead cams and 24 valves. The result was 275hp and 480Nm of torque. This engine was powerful and smooth, it had great torque and was also quiet, thanks to the two reverse-flow mufflers.
However, with great power comes great responsibility, which is why the SL264 got 225mm sports tyres as opposed to the 205mm medium compound tyres that the SL236 came with. It got bigger rims to accomodate larger brakes, too.
All of this meant that the SL264 weighed 1700kg, but with this much power and good tyres, it was able to do 0-100km/h in a jawdropping 7.6 seconds (6.7 seconds in BeamNG), and achieving a phenomenal top speed of 233km/h, putting Athena right up there with the very best in the segment.
The price was also right up there, though. In 1955, you would pay 3.300$ for a SL236, and the SL264 would set you back a whopping 4.850$. However, few could compete in terms of elegance, comfort and performance. And the ones that could were no cheaper.
6 Likes
MY82 Bogliq Celestial LT2000
Bogliq Japan was forced, like every other Japanese car manufacturer, to export their products. But, unlike Sakura etc., Bogliq USA existed which meant that BoJ (Bogliq of Japan) had to get permission from Bogliq USA to dump excess product there.
Bogliq USA took advantage of this peculiarity by importing niche cars from Japan and exporting popular US cars back to Japan. The Celestial was, on paper, a competitor with the Coyote base models, but the B-USA brass wanted to see if a cheap import would create space to push the Coyote upmarket. So, starting in 1982, the USA sports coupe market would bear witness to the Celestial “Lifestyle Sports” experiment…
RRP: $3,955 USD (1983 Coyote $5,860 USD)
8 Likes
1968 Jaffil Hercules 5.8L
I strongly recommend you to play this music while watching it!
If you tought Jaffil only makes Boring and mediocre cars, you’re so wrong! The Jaffil Hercules is the first muscle car to be produced by the Fruinian brand: Jaffil Automobile.
It is your typical gas guzling straight line performing land yatch. With the new Zeus 5.8L OHV V8, that is just our same old 5.1L V8 with 150HP. But Bored and Stroked to 5800cc (353 cui), Making 280 Horsepower (208kw), and 447Nm (329 ft lbs) of torque to the rear wheels through a 4 speed manual gearbox.
Constructed on a Steel monocoque chassis with Corrosion Resistant Steel panels on top. Suspended on a Heavy Duty Double wishbone and Solid axle leaf suspension.
Introducing all-around disc brakes for more stopping power!
(For more information, go to your local Jaffil Dealership.)
8 Likes
If it’s 6.7 on regular tarmac, I’d love to see a 50’s luxobarge pull under 5 on the drag strip. (As you may or may not know, the tarmac at the beginning of the East Coast USA drag strip is much grippier than regular tarmac. My 69 Chevelle replica can get to 60 in 3.9 with that kind of grip!)
it’s 6.7s on the drag strip in BeamNG. Still extremely fast for a 1955 luxury sedan
1 Like
What if one was to make a Group B Homologation special, whereby the requirements was to only produce 200 cars? Would that mean we would be allowed to use stuff with “no mass production” flags?
“We’re not making exotics here” or something like that was written in the original post. I would say that most group B specials probably would fall under that category too…
1 Like
The No Mass Production flag is an absolute and not negotiable. As it is, you can still make some pretty exotic stuff within the existing rules.
Edit: I’ve already had to reject at least one entry due to this.
In 1960 Franklin Automotive decided to convert one of their vans into a touring camper van. The vehicle was named the Passenger and here is the most popular model of the series, the 1600E. A cheaper option was available but the 1600E was the most popular. They also brought out a more expensive model but this didn’t sell too well and most were converted back to the 1600E.
2 Likes
1984 Rennen Angeles MT-R
In today’s blog, we’re going to touch on something of an “instant classic.” One of those cars that was so well-received and loved that, despite being a newer model, we know is going to be a collectible. If not already designated as such.
Rennen’s 3rd generation Angeles first showed up on showroom floors in 1977, but it was the 1984 facelift that made people sit up and take notice. Especially in the boldly-styled MT-R form, available only as a sedan.
Believe it or not, there was a time when Corduroy was a popular thing. So when you look inside and see brightly contrasting red-and-white heavy-duty Corduroy seating, don’t be alarmed. This was considered high class, just short of full leather. Rennen also incorporated standard air conditioning on the upper-trim models, and the MT-R was one of the first cars ever to employ a driver’s air bag.
The Angeles MT-R was rather advanced for the time, further evidenced by its all-wheel drive system with limited slip diff, and a 3.4 Liter twin-cam turbo flat-six, producing 270 horsepower. Shifting was done via a 5-speed manual. This all led to a very impressive 6.2 second 0-60 time. And, thanks to big, sport-tuned all-wheel disc brakes, the MT-R could come to a stop from that same speed in just over 110 feet.
Nowadays, the Angeles MT-R shows up in a variety of environments from autocross and rallycross to white-glove auto shows. As a bonus to owners, the two major classic car insurers have recently recognized all models of the 3rd-gen Angeles as a “classic”, joining the MT-R trim, which has been on the list for a decade now.
Scoring:
Mainstream Culture - Retro Motorsport: High (Currently in 2nd)
Mainstream Culture - Classics: Medium (Currently in 1st)
11 Likes
1973 ACA 300
One of the quirkier cars to come out of the early 1970’s was a French car in American clothing. Or, at least, an American badge.
Not many people will know what a Merciel 300 is, but most people of the older generations will at least have heard of the ACA 300, though probably not driven one. They’re the same thing, just with different badging and slight revisions to the bumper brackets to meet US safety standards, as well as slightly different heads to accommodate the upcoming Unleaded mandate in the States starting with the 1974 model year.
So what made it so quirky? Well, a number of things, really. Even though it existed in the 60’s, front-wheel drive was still unusual in '73. As well, the engine had two tiny carburetors; at the time, multiple carbs was only common on sports cars or high-output V8s, not little 1600cc 4-bangers. As well, a fine, leatherette interior was not expected in a small, inexpensive sedan. Yet ACA had the audacity to provide one.
So it’s hard to tell what exactly the aim was. The 300’s good fuel economy was a boon, given the timing of the Oil Crisis. Yet ACA didn’t import nearly enough of them over their 4-year production run to make a big impact.
The classic car community has, by and large, thumbed their noses as the little pseudo-luxury car. But that doesn’t stop owners from crashing cruise-ins or organizing their own mini-meets. They may be small in number, but they are also fierce in their loyalty to their cars.
Scoring:
Counter Culture - Classics: Medium (Currently in 2nd)
PS… sorry about the screen cap, must have been post-update armageddon. 
14 Likes
1959 Epoch M10
Even by the standards of 1958, Epoch cars were considered extremely stodgy and outdated. Most of them were still using pre-depression technology of at least some sort.
In 1958, Epoch changed all of that, with their first “modern” design. With a new engine and fresh design and suspension techniques, the M10 was aimed that reversing the company’s fortunes and making them a mainstream contender.
Tens of thousands were built and sold, so the argument is that it worked. Automotive historians will argue until they pass out as to whether that was due to a quantum leap in design, or due to the low price of the M10 model. All we know is that they were popular enough then to create a glut of lovely, used examples decades later.
The M10 was built in 3 trims, using 2 engines. The two “base” models were the A1300 and A1300 Trayback, both utilizing the 43 horsepower 1300 (imagine that) engine. On the top end, you had a “sporty” A1500, which utilized a larger motor with a hotter tune, putting out 67 ponies. The A1500 also had an extra cog in the gearbox, further improving its performance.
A1300 models were pretty spartan inside, having two or four thinly padded vinyl seats, a couple of window cranks, and a basic heater. And really nothing else. A1500’s got a little more padding, and an AM radio.
Now, the sands of time have blown across the model line, and each one has had a distinct destiny. A1300 sedans have been left to rot and become parts cars, mostly for Traybacks. The A1500 sedans are sought after for those looking for a little peppy car with a classic chic look to take autocrossing, or sometimes even to classic club racing days. As for the A1300 Traybacks? Well, their story is even more unique.
Most of them are in Cuba, Haiti, or the Dominican Republic now. It seems that after they lost value and started being put out to pasture in the States around the early 70’s, intrepid individuals started gathering them up and shipping them to the two countries on Hispaniola, where they then got put to work hauling everything from sugar cane to building materials. And, since the US won’t allow direct export of vehicles to Cuba, other “enterprising” individuals started selling and exporting them to Cuban nationals. US authorities didn’t try to track down people violating the export chain with any vigor. After all, these cars were undesirables rotting in fields, so what could the commies in Cuba possibly want them for?
It is getting harder to find A1500’s, and the Traybacks are simply as rare as hens’ teeth at this point, thanks to decades of opportunistic scavengers. Still, a very interesting model in automotive history.
Scoring:
Counter Culture - Motorsport: High (A1500)(Currently in 1st)
Counter Culture - Import/Export: High (A1300 Trayback)(Currently in 1st)
10 Likes
How can the ACA 300 be #2 in the “Counter culture-classics” category while the Vagant is #1, yet the ACA scored high and the Vagant medium?
1 Like
In 1984, Triton released the Lexion, a small, affordable family car for the British public. The 2.4m wheelbase made it very nimble and agile and became an instant hit with young drivers wanting some fun in their car. The Lexion was offered as both a coupe and saloon, in both FWD and RWD configurations
In 1986, Triton released a sportier version: the T-RS Turbo. Under the bonnet, it featured a 1.9L twin-turbo Boxer 4, producing 190hp, more than enough for a small car like the Lexion. The T-RS Turbo was the only trim to feature an AWD system as its one, and only, drivetrain option, with a 45/55 fixed torque split (Front/Rear). It was also only offered with a 5-speed manual gearbox. Triton purposefully tailored it to the little hoonigans and automotive purists in everyone. As with the rest of the Lexion lineup, the T-RS Turbo was offered in both coupe and saloon variants.
The T-RS Turbo was now the hottest trim in the Lexion lineup. It was also the most sought after, being snatched up quickly from all the dealers, mainly by young teens who had just acquired their licence. All the young automotive enthusiasts loved it for it’s small wheelbase and agile handling, powerful Boxer engine, simplistic manual gearbox, and grippy AWD system. The same year the T-RS Turbo was released, Triton equipped one for rallying. This was using the coupe version. To tie-in to this, Triton made an option for a pair of rally lights to be fitted to the front bumper, mimicking the spot-light setup on the rally car.
For many years after its release, the Lexion proved its own in the rallying scene, with the works-backed one acquiring various wins and podium finishes, until Triton stopped production of this first generation of Lexion in 1989. Since then, the Lexion T-RS Turbo has become very sought after, with pristine examples selling for over £10,000 at auction, sometimes over £20,000. The coupe has become a very rare sight, with Triton having produced less of the coupes than the saloons. Few examples are still left on the roads, with most having been imported to the US by collectors seeking little gems like the T-RS Turbo.
To this day, the Lexion T-RS Turbo can be found participating in historic rally events with great success, often beating Mk2 Escorts that would usually dominate, due to its superior AWD drivetrain, while excited youngsters look on in awe, wishing they could own one of these lovely little sports cars someday.
4 Likes
The Martlet, in many revisions over the years, was the quintessential model of Rutherford Motors: a driver’s car, prioritizing weight and handling above all else. While the 1979 model was all new, refreshing aging visuals and introducing a new turbocharged, fuel-injected engine, itkept to the model’s reputation: a short wheelbase and fiberglass paneling kept weight below 900kg, while over 200hp from the top-end trim’s I6 engine provided surprising performance.
3 Likes
Quite possibly a typo caused by improperly cut/pasting my review template. I’ll look back and fix it in a bit.
Edit: Fixed two typos, including the one mentioned above. They were both incorrect copy/pastes. My bad. Doesn’t change any of the positions listed in the OP, though.
2 Likes