1995 Atera Tuscany Type X
It was Atera’s attempt to hop on the “fast station wagon” market with their latest 1995 Atera Tuscany Type X. It was rivaling against iconic Audi RS2.
Originally, the engine supposed to have more horsepower around 300hp from 2.0L Flat-4 but lowered since the fuel economy on that range is not very fuel-friendly i would say. So, they tune it down to 200hp to save more fuel. But hey, Atera probably thinking adding more horsepower too in their future Tuscany model.
The 1991 AME Aerlo.
In 1991, AME (American Motors of Europe) was doing fine. Noticing strong demand, AM (American Motors) funneled more money into it, producing 3 new generation vehicles in one year. And for a while, AME had the market of European luxury sports cars, surpassing many rivals, with many features like a 148 mph top speed, and a fully-fledged V10 engine. Selling a reasonable 7,938 units, along with the Base model (16,723) and the V6 (13,215), AME continued to put money into it’s sports car, the AME Aerlo.
The FG F Series is a series of cars produced for a long time, with much history. The SFG F5 was created as a practical supercar, with a V10 engine. Originally, it was meant to have a detuned and stroked F1 engine, though that proved illogical, and instead, a whole new engine was designed. In 2007, the F Series received a facelift, which is also when the first wagon F5 was released. The F5 wagon was originally designed as a luxury performance car, but instead was made to be more sporty, which makes a 5 seat supercar.
EcaMobile is a in the 1980’s established brand located in Germany.
After the fusion with Pfeil in the late 1970’s the main markets are luxus vehicles and light sport cars.
The “Blackjack” trim is the hightest trim of any EcaMobile Vehicle
This one is based on the 2014 EcaMobile Broadway
… I don’t follow…?
No more …this day, August 17th 1994, I rebel against your stuffy-fluffy inline ways and re-introduce an engine with real …VAROOM! Ha-ha-ha …call me a Madman. Call me the Nut Case but ladies and gents I present to you heathens …the Imperial …three-hundred and fifty-seven cubic inches of gas guzzling glory!
Oh …and just to be clear …my contract requires you to pay me a severance deal of several hundred million dollars should you decide …to …terminate my services early. So …either way, I will be laughing all the way to the bank!
Now speaking …William Loflyh, Chief Body Design Officer and Board Member in good standing …
Oh yes and just to be clearer …if you produce a flop …your position is forfeit, including the severance deal. Check the small print.another detail to remember, I control the body design department. Hope you like the grill!
Retro Age Motors
Parking Memories in the Driveway
2010 Accursio Criceto - 35th Anniversary Edition
After being unable to get much market traction worldwide with the Accursio 1000 due to reliability issues and bad rust proofing, Accursio looked to reduce their running costs and started to cooperate with a Japanese carmaker known for making motorcycles and small cars. Accursio would help their Japanese counterpart avoid tariffs in European markets, in exchange for having access to their product line and being able to modify them for the local markets. This exchange would bring Accursio’s arguably flagship car, the Criceto.
During the late 80s and early 90s, the explosion in affordable yet capable Japanese sports cars caught many Western manufacturers unawares, as their products were found wanting in many respects. But Linden Automotive didn’t want to let them claim the market uncontested, so in 1992 they launched the LS44 - a sleek two-seater powered by a 4.4L normally aspirated V8 driving the rear wheels. It was fast, but some of the engineers at Linden Racing feared it wasn’t fast enough - hence their decision to introduce a higher-performance version.
The resulting car was called the LS46 in reference to its 4.6-liter engine. It now developed 340 horsepower at 6700 rpm - 35 more than previously. Linden Racing achieved these gains by increasing the compression ratio, boring the engine out to its limits, fitting longer exhaust headers, and swapping the standard intake plenum for a set of individual throttle bodies with a high-flow air filter. Also, unlike the earlier LS44, the LS46 had a six-speed manual gearbox instead of a five-speed unit.
Unsurprisingly, the performance gains were significant and easily felt: top speed increased from 161 to 167, while acceleration from 0 to 60 mph improved by 0.4 seconds (4.9 for the LS46 compared with 5.3 for the LS44). Yet even with the extra power and weight, the LS46 still handled very much like its predecessor, which is to say very well, and the larger brake rotors front and rear ensured that it could still stop on a dime. On the outside, the LS46 could be distinguished by wider bodywork to accommodate 245-section tires on 17-inch alloy wheels (versus the LS44’s 225-section tires and 16-inch wheels) and a larger rear spoiler.
It’s no surprise that the LS46, which went on sale in 1995, was a sales success for Linden - many customers realized that it was definitely worthwhile to pay more for the extra performance it provided over its lesser stablemate. Eventually, it got to the point where the LS44 was discontinued altogether and the LS46 became the base model.
Due to its strong performance credentials, the LS46 became a popular choice for circuit racing almost as soon as it was introduced. However, some time in the 2000s, many enterprising enthusiasts around the world also realized its potential as a drift car. It was, and still is, a common sight at drift meets everywhere, from the grassroots level all the way to televised professional competitions. As for the thousands of unmodified examples that still exist, they are becoming increasingly sought after by collectors for their analog nature, unburdened by excessive electronic interference or turbocharging and/or downsizing just for the sake of it at the expense of throttle response and a mellifluous exhaust note.
This is the 5th generation Maladus, the latest and greatest (at the time) from a long line of LMC sports cars dating back to 1961. The M200 began production in 1992 and received a facelift in 1998 for the final two years. It was fitted with an improved version of the all-aluminum 4.6L V8 Wraith producing 358 hp for the base model. At 3,243 lbs, it was much heavier than the previous generation, but it proved to be surprisingly nimble on the track. The base '98 Maladus could reach 163 mph and conplete a quarter mile in 13.5 seconds.
The Maladus has seen many uses over the years due to its versatility as a sports car. Previous Maladuses (Maladi? Maladus’s?) have been tuned by TreadKillers with a '94 430R and an '89 M150 model appeared in a starring role in The Agile and the Angry. The Maladus would go on to be Motor World Review’s “Best Sports Car” the next year thanks to it’s no compromises approach.
It was the small hours of February 19, 1989, and Angela Wagner was considering quitting Saar-Kraftig. Her fourteenth proposal on the exterior design of the new Andante was rejected, citing increased manufacturing costs. She was forty-one, and she already hated the idea of leaving nothing but easy to produce front quarterpanels behind, as far as her career was concerned. Instead of giving up, however, she fetched another pot of coffee, and sat down to work. Under her hands, the classic form language almost sketched itself onto the sheet: a car that was small, friendly, and didn’t care to be anything but the joy of driving at the limit. The next afternoon, she met up with some fellow designers, and founded the unofficial Kettenblitz Einteilung. They worked in the off-hours, during lunch breaks, with no definite goal in mind, just the desire to create something more than yet another bargain bin sedan. There seemed to be no chance of their car being made at this company, especially since news of binning the prestigious GSi trim level arrived.
The rogue design group was found out after almost a year of secrecy. In a rare moment of sensibility, Saar-Kraftig’s leadership decided that firing such a dedicated and talented team of designers might be a bad move, and instead begrudgingly made the group official. Kettenblitz Einteilung received proper funding, and time on the clock to create the car they so desired. The only stipulations were that they couldn’t run late, and couldn’t run overbudget.
At the very least, that is how the legend goes.
The vehicle was laid down on an entirely new floorplan, with a wheelbase of just 2190 mm. It allowed for an FR layout, as well as a special, double wishbone front, pushrod rear suspension setup, which granted the car its characteristic tight handling, even with uncomplicated springs and dampers. The goal was to keep the weight low, and a generous amount of aluminium was used for paneling. Due to time and manpower constraints, an older GSi engine was upgraded for the project. Turbocharged, with modern MPFI and VVT, the 1.8 liter SOHC-4 alloy unit, designated KB16B-1800TL, produced 106 kilowatts at the flywheel. The drivetrain used a regular 5-speed manual transmission, and an open rear differential powered the 195/50R16 wheels, while a vented front disk, drum rear setup, along with TCS, ensured braking performance. All this was adequate for a 6.8 second 0-100 sprint, a 200 km/h e-limited top speed, and 1.10 G cornering. The two-seat interior was kept rather basic, with just cloth and polymer used throughout, and the subcompact-tier high-lipped trunk and low ride height immediately demolished any hopes of practicality. The tightness of the budget and schedule start to show on the barely adequate safety even for the era, and the lack of proper rustproofing, making the car these days something of a rarity in good condition.
The exterior of the 3850 mm body was composed of soft, sweeping lines, with a friendly face and glossy black trim - the design intended to evoke a mischievous partner-in-crime, rather than an aggressive animal.
The 900SE (which stands for 900 kg Sportentwicklung) was finally released in 1991, badged Kettenblitz, both to avoid Saar-Kraftig’s ever plummeting reputation damaging sales, and a potential failure affecting the parent company. These concerns were proven baseless, as the car sold remarkably well even at the initial $16k price point, satisfying the market desire for a cheap, uncompromising track car, or a toy to take to work that didn’t take up much space. The Kettenblitz SE series remained a integral part of the standard lineup, until its sudden cancellation in 2019.
Not everyone can afford to keep an SE, despite the reasonable price tag. It’s too much of a compromise to even consider for everyone but the most dedicated. Those with one in the garage, however, are incredibly enthusiastic about their plaything. They call it “puppydragon”, allegedly the name of the animal on the badge, designed by Ms. Wagner’s daughter, and they’ll talk your ear off explaining the importance of a pushrod suspension and low weight. They’ll tell you that you’ll only understand once you’re behind the wheel, and that much is all truth.
Since the original 600-6TDE would have been much too old for this, I’ve built its direct descendant - and it looks like I might have one of the newest vehicles here (and the first one on the '09 3.1-meter F-segment body).
But first, a bit of history on the car’s predecessor (which might affect its standings, but whatever)…
1978-1989 Gatz Valerian Mk4 600-6TDE (VSX40/D) (1986 second facelift shown)
The first Gatz Valerian to ever be run turbocharged and on diesel power, called the 600-6TDE, was a slap-dash hackjob made to beat the EPA and by stuffing the now-legendary KZNG-truck-source KR-60-O/TDE. This massive 6-liter overhead-valve turbodiesel straight-six - the left half of KZNG’s monstrous ZR-120-O/TDE, used in semis, high-end pickup tricks, and the Valerian’s Euro-market platform sibling, the ultraluxe KZNG Statesman - turned an otherwise emissions-strangled personal luxury/sports/muscle coupe into one of the fastest and most efficient cars on the American market.
Almost 300 horsepower and 500 pound-feet of tire-churning torque from the big six - the first time any Gatz had had one bank of cylinders since 1924 - was no joke in a time when even Corvettes were barely capable of 200, and it not only could seat two more people than the Corvette, but it could do it in typical Gatz comfort and still get 17 mpg as it cracked 140 miles per hour and hit 60 in under 8 seconds.
It was a sensation with drivers who didn’t mind the complex mechanical fuel injection or a manual transmission, and wanted all the typical features of a personal-luxury coupe - comfort, space, power, prestige - with the added benefit of higher mileage and better reliability. It also was a hit with those who wanted to have fun in a more-expensive muscle car, but without most of the muscle-car problems.
Admittedly, the four-speed manual that was the trim’s only option - as well as the fact that it was the only six-cylinder Valerian in history - meant that it wasn’t all that popular with purists or wealthy commuters who didn’t want to put up with the fuel injection, the turbo, the manual, the massive boat-anchor six, and the somewhat off-putting image that a diesel car gives. Although it has somewhat become a drifter’s-favorite and county-mile-eating cruiser for those in the know, the 600-6TDE and its more-pedestrian 600-6PTE (introduced in 1980) were confined to the history books in 1989.
As quick stopgaps, the inline-six Vals were great; as actual trim lines, they were quickly outrun as Gatz’s V8s and V12s began to gain twin cams, four valves, VVT, turbochargers, multi-point injection, and all sorts of other fancy tech that put the truck-engined monsters out for good…
2012-present Gatz Valerian Mk6 600-6TDE Coupe (VSX60/D) (2014 first facelift shown)
…or were they?
To keep up with the times in the pickup-truck and ultra-luxe markets, KZNG replaced the 30-year-old KR-Series with the much-more-modern (and much-lighter) KS-60-TDE/4. The S, in this case, stands for Silicone. The entire block and the new DOHC head of the KS-Series were cast entirely out of aluminum silicone - shaving off half the weight, dropping emissions, and allowing it to be used reasonably in passenger cars without wrecking the balance too harshly. Not only that, but the somewhat-dated Mk5 Valerian/Statesman’s V8s and V12s were proving once again to be a bit too uneconomical and expensive for the EU and US markets, despite all the advancements that they had gained in the '80s and '90s. So, what does Gatz do when they need to beat the EPA and maintain the Valerian’s performance image while maintaining reliability and s m o o t h n e s s once more?
Well, this is what happens.
It proved to be a bigger sensation than Gatz had hoped for, especially in sedan form, as the idea of a massive six getting 36-40 mpg average and still cracking 190 miles per hour turned out to be popular with the upper-middle-class folk - and they didn’t have to worry about shifting. At least, not if they didn’t want to. The TDE still was offered with a 6- or 7-speed manual as options for those who wanted even more fuel economy and didn’t mind rowing their own gears.
However, unlike the original, the new TDE wasn’t as shouty about its performance or its diesel engine. The only differences between it and a normal Valerian coupe are the small ducts on the front of the hood and the badge on the rear. And the diesel image that it gives off, especially after its sales got a bit oofed in the wake of Dieselgate.
Yes, I probably have the most meme-worthy car here, but I just couldn’t resist posting such an awesome machine after I missed my chance to post the original in CoP Part 1.
In 1989, at the same auto show that would birth another sports car legend, the Fuji RRS was revealed. An extremely affordable sports car with a four cylinder in place of the trunk, the RRS came in several flavors. The Turbo, the 1.7, the Targa I, and the Targa Turbo were the bases of the tree, with all slotting nicely under $9000.
The engines in the RRS were little more than tuned up versions of various blocks and heads picked from across Europe and Japan, but they were punchy. The Targa I and 1.7 made 145 horsepower from their 1.7 liter naturally aspirated engines, and the Turbo made 118 horsepower from its 1.5 liter turbocharged block.
The RRS was released on July 12, 1990, to great reviews about everything except its sudden ‘snap’ oversteer that was prone to throwing drivers off the road. Nevertheless, many Targas, Turbos and 1.7s were sold, likely mainly due to its low price and ‘fake Ferrari’ looks, and the RRS lasted until 2000, when emissions and safety laws killed off the relatively old engines and bodies.
While the RRS would be replaced in 2004 by the RR2, some would ask if it would live up to its namesake. Some might have said that the feeling of the tiny, open top sports car wasn’t replicated by its more expensive, heavier cousin. While the RRS was cheap, it certainly did not lack spirit, no matter its simple suspension. As a result of the RRS’s simple design, it could be found thrashing more expensive, heavier competition on the track, with the turbo kit off of a Coherence TR bolted on, or jumping a dog on your local rally course - because, if you crashed, the front and rear suspension were practically the same, so with some creative tinkering you can carry one spare instead of two.
1998, the 50th anniversary of Bramble, was celebrated somewhat mutely in the company, or so it seemed to the public. Inside the company it was anything but, as a leaked image of Project 50 showed;
This was the Bramble Taron, a very unusual vehicle to celebrate a birthday. Instead of a fire-spitting supercar, a luxury barge, or even a visually stunning concept, what we got was a hatchback based on nothing in the Bramble stable (It turned out the Taron was an early example of the next generation of Bramble, but that is another story), so not exactly profitable.
The stats didn’t really help the Taron out - for quite a bit of money, the buyer got just 147hp out of a fairly heavy transverse 2 litre I5, only four seats, no entertainment and looks that were…divisive at best. A dig into top speed didn’t help matters - the Taron couldn’t even hit 120mph. But this was not the point of the Taron, it was Bramble personified; not much sense on paper, but, in actuality, rather brilliant.
The cost came not from the Bramble 5’s design - it could trace it’s roots all the way back to 1952 - but it’s internals, upgraded for better reliability than the norm, and with a very flat top end, it could give all that power for much longer than usual. The wishbone suspension, was another area where the Taron was ahead of the curve. Not many other cars have both active springs and semi-active dampers, especially not in 1998.
So, we have a proven and reliable engine, with parts readiliy availible, in a car that corners like its on rails at any speed it could reach - no surprise what happened next. Examples of Tarons have been seen in the hands of tuners, bumped and bashed in both rallying and touring cars, and even once or twice in more outlandish places, like the Archanian Trek. An unmolested example is rare, but those that have survived are fondly held onto by owners.
Up until the early 90’s Hokuto had never produced an SUV. Only commuter cars and fullsize cars, with legendary Japanese build quality and quirkiness. (Think Subaru and Honda!) So when the market started to shift towards SUV’s, Hokuto wanted to be some of the first to pioneer through these changes.
The Kanari compact SUV started development in 1992, and was released in 1996. It gained a reputation for being one of the first “cute-utes” that was actually really solid off-road. Soon after it’s release, the Emira midsize SUV went under development to be released in 2001, to go down as one of the best midsize crossovers to date. And to really solidify the Hokuto name into the hearts of Americans, they developed the Hiro pickup and released it in 2003.
The Hiro, while having a great name to remind people that they could do anything, was also unkillable. They used the knowledge they gained from the Kanari and applied it to a larger scale. Using a light-truck unibody, chassis rigidity was better than competitors, and good off-road. And it was the first mass market USDM pickup to use fully independent suspension on all four corners - using double wishbones in the front and a 5-link rear setup.
The engine that’s in demand is surprisingly the V6, as the first generation UT series V8 had some camshaft issues. But the 3.7L VE series SOHC V6 used a timing chain, and proved to be absolutely bulletproof. Lots of low end torque and good pulling power throughout the midrange and above 5,000 RPMs.
It’s reputation for reliability shows even to this day, as the Hiro has one of the highest resale values of any mass produced car, in the top 5.
A muscle car of sorts was released in 1992 to celebrate the 40th anniversary of LSV in the US market.
Regular LSV Trike pickup was modified by covering the truck bed and adding a spoiler. The car was also fitted with a 261hp 5598cc V8 instead of the regular inline 6.
Like a proper American car this was made to go in a straight line and turning was not suggested.
Week 1 submissions are now CLOSED!
Please do not send me anymore vehicles for week one.
Submissions will open again on Monday 10th December at 12:00 AM GMT for week #2.
In the early 2000s, the DiMarino Imperia 325 was the sports sedan to have, thanks to its agile handling and gutsy straight-six engine. The “R” version shown here boasted a heady 350 horsepower and a dizzying 8000-rpm redline, giving it a harder-edged feel compared to the base model. Both of them were available only with a six-speed manual gearbox, but were offered in multiple body styles; a coupe is shown below, but the 325 could also be ordered as a four-door sedan, two-door convertible or five-door estate. All of them, however, offered comfortable seating for four, a decent amount of boot space and plenty of standard equipment.
Not surprisingly, the Imperia 325 became a common sight at racetracks around the world, thanks to its great tuning potential. As a powerful rear-driver, it also gained a following in the drift scene. However, there are still plenty of unmodified examples left, and considering that such an uncompromising car, with a high-revving naturally-aspirated straight-six, could never be built today, driving one is a highly refreshing experience and a welcome antidote to the quite frankly overused combination of lazy, low-revving downsized turbocharged engines and self-shifting gearboxes.
