Round 3 Instabin
1972 Sandhurst Louisianno RT 290 - Trim year not within the allowed range
Round 3 Reviews
1975 Armor Cricket
The Oil Crisis was certainly a nightmare for American manufacturers. Their world changed overnight, and for the most part they were unprepared. Big and thirsty was out, and small and frugal was in.
Armor was’s entirely caught out in this, having released the original Cricket in 1971. They then went to pen a second generation of the model. It wasn’t a bad concept on paper, with fuel economy in the 20’s and an available automatic transmission and power steering. Unfortunately, problems with the 2.2 liter motor, poor timing to market, and increasing pressure from import competitors left Armor in a predicament.
The Cricket sold relatively well, owing much to brand loyalty. But its poor reliability was, to to speak, a chink in the Armor. Many were abandoned, parted out, or rusted out over the years. Only a small percentage are left on the road, and their draw and following seems to mostly be limited to those whose family members owned one at one point. I would imagine, however, that showing up at car show in one would draw quite a bit of attention away from more mainstream collector cars.
Scores in: Counter Culture - Spiritual Classics
1978 Bricksley Grand Sorcerer Pressurized
The Energy Crisis brought Bricksley down to earth, at least in the aspect that gluing together a pair of straight-sixes was a bit of a faux pas. They did become one of the first manufacturers to utilize turbocharging to their advancing, in the form of the still-freaking-Titanic 464 cubic inch (again, not a typo) TURBOCHARGED six in the Grand Sorcerer “Pressurized” model.
“Oh God, that must have breathed fire!”
Well, compared to other large mills of the day, yeah, somewhat. But everyone was in conservation mode, and gone were the days of the 300+ horsepower V8 (at least for now). Also, the Grand Sorcerer was about the size of an Essex-class carrier, so even with the 256 horses under the hood, it was only BARELY able to get to 60 in under 10 seconds.
True, original Pressurized models are hard to find, and absolute collectors items these days. You’re certain to find one at just about any large car show these days. But try this on for size; ever seen the Pressurized 464 doing a tractor pull? Yeah, some people have repurposed a few of those motors for that purpose, just for grins.
Scores in: Mainstream Culture - Classic Cars, Counter Culture - Motor Sport
1974 IP Rugger 1800
Not all manufacturers struggled during the Malaise period, especially early on. Mamayan automaker IP was in the right place at the right time with the Rugger 1800 pickup. And they saw their North American sales, at least on this model, sharply rise.
The Rugger had a half-ton rating, but only 90 horsepower. Not unusual for import pickups in the day; they could work all day long, but it might also take all day to get the work done. But besides its ability to work, the Rugger 1800 had two incredibly important features: its low price tag, and its excellent fuel efficiency.
Yeah, there were pockets of the US that wouldn’t readily accept a small import truck in those days, but they were incredibly popular in coastal areas and parts of the upper Midwest.
Now, in the late 80’s and early 90’s, something interesting happened with old Ruggers. For a number of years, they became fixtures at dirt short tracks, where many of them were raced and flogged to death. Then, due to their simple construction, they were rebuilt and the process done all over again. There’s a certain stock car champion from the early 2000’s whose first ride when he was 16 was a Rugger that he and his Uncle dragged out of a field and rebuilt.
The dirt track run-what-you-brung craze died out eventually due to regulations and shifting focuses to other classes of cars, but IP Ruggers are no less loved today than back then. No less crusty, no less patina, no fewer holes in their beds.
Scores in: Counter Culture - Jalopy Culture, Counter Culture - Motor Sport
1979 Madison Ballista 350 GT
- The effective end of the muscle car. 1979. Rebirth and redirection, at least for Madison.
Between horrific gas prices and new regulation, the Madison Trebuchet was effectively dead. But that didn’t mean that Madison was going to give up on their performance image altogether. It may have taken them 5 years to revive it, but when they did, it was worth the wait. The '79 Ballista was an unapologetic grand tourer-style sports car. 350 cubic inches (with a whopping 205 horsepower) and a 5-speed manual in the top-trim GT model, a lighter platform, and revised suspension helped bring Madison’s image to new heights. A 6.7 second 60 MPH run was quite respectable for the time, as was the 156 MPH top speed.
It was, and still is, the premier large sports car for the era. For the refined driver who doesn’t like bashing their knees on their teeth every time they shift. If you’re ever interested in hearing what they sounded like “back in the day”, go to any vintage race event. You’re guaranteed to see at least a few taking to the track, carving up curves the way Madison originally intended.
Scores in: Mainstream Culture - Hot Rods and Sports Cars, Mainstream Culture - Retro Motor Sports
1975 Lumbaxo Tornado 5.8L
Definition of adding insult to injury: A recession immediately after the Oil Crisis. Victim of this: Lumbaxo.
While it’s true that a lot of luxury car buyers can afford to continue buying expensive models and fueling them, even in bad times, such tumult can often shake loose those who are stretching their budgets somewhat to reach for the golden apple. In late 1974, Lumbaxo was still cranking out Tornadoes like crazy, with the expectation that they would sell a million. Those sales, not surprisingly, didn’t materialize, and Lumbaxo was forced to cut back sharply on production. This did not help the recession at all.
The Tornado 5.8L was a fine vehicle. It was enormous, its plush pillowed leather seats were opulet, and it even had an amazing stereo-phonograph system. Twin camshafts and 4 valves per cylinder helped it breathe and lower emissions. It also scared off some potential buyers for being too complicated. But the far bigger crush to its sales aspirations was the pressure exerted on the car industry as a whole during the mid-70’s, to which Lumbaxo seemed to be somewhat blind.
It’s not SUPER hard to find a resotrable Tornado, though engine and suspension parts are definitely hard to source these days. These ultra-cushy cruisers still dazzle at shows, perhaps exuding more prestige now after their sunset than during their clouded, hazy noon.
Meta note on the above review: Your lore said they sold a million in '75. Cadillac didn’t sell a million cars in '75. Not even close.
Scores in: Mainstream Culture - Classic Cars
1978 Hanseung Saturn 2400SE-L V6 Auto
They say that timing is everything. In 1978, South Korean automaker Hanseung decided to throw their hat into the North American market with the Saturn. And their timing was… not fantastic. It wasn’t disastrous, either, but the market wasn’t quite ready.
There are those that might argue that the American economy was fine in periods of the late 70’s, but the reality was that the overall health was not particularly hot at any point past October 1973. And while it was true that consumers were clamoring for efficient imports, they would not find it in the Hanseung Saturn. Instead, they’d find a mid-size car (classified larger in other countries) with tepid performance, a shockingly high price tag, and a thist almost on par with a Quezon Laguna Super Eagle.
So why are there still some running around? Well, ever seen your typical Hanseung Saturn driver? At this point, they’re old enough their keys should be taken away. There’s a good chance that this was their first car, and by some of their attitudes, it’s going to be the car they’re buried in. But then your non-typical Hanseung owner understands a little something else about the car. Strip away its fuel economy. Strip away its lackluster engine and transmission. The car itself is FANTASTIC. It is smooth, comfortable, and suprisingly beautifully designed. Honestly, a car worth saving, and a car that probably would have fared better at almost any other time in history.
Scores in: Counter Culture - Classics, Counter Culture - Jalopy Culture
1976 Ryuji Shisa 1100 CAEE
Ryuji’s fortunes only continued to rise post-Oil Crisis. Their cars were among the popular models Americans bought as they ditched their old gas hogs. The 1976 Shisa 1100 added depth to Ryuji’s lineup, and a new possibility for driveways.
This little 3-door hatchback was actually an enlarged version of their successful home-market Kei car, with an engine more suitable for wide open North American roads. It was a tiny 1.1 liter affair that put out just 51 horsepower, but it met Federal regulations without the need for a catalytic converter, at a time when few others could say the same of their own mills.
As a commuter car or a second car for a family, the Shisa was brilliant. It was capable, surprisingly well planted for a subcompact, and even bordered on “fun to drive.” It was expensive for a small car, but long-term owners could easily make up the difference with massive fuel savings, as it returned a remarkable 32 miles per gallon in the city, and nearly 50 on the highway. (Don’t try this with more than one person in the car, and it helps to have a tail wind.)
It’s a car that many GenX-ers and even Xennials grew up in, and some of them pine for the days of their parents’ simple, reliable, cheap-to-fuel little tin cans. As interest in Malaise-era cars has picked up recently, this has been on the radar of collectors. Finding them in restorable condition is difficult, owing to the large numbers lost to wear and corrosion over the intervening decades.
Scores in: Counter Culture - Classics, Counter Culture - Spiritual Classics
1974 Bazard Lad
While Hanseung and Armor were victims of poor timing, Bazard was set up for a potential windfall due to excellent timing. With their '74 Lad debuting only a few months before the Oil Crisis, the car existed (at least peripherally) in the consciousness of North American buyers during the initial shock, and there were plenty on dealer lots at first to handle the crush of buyers. After the initial shock wore off, however, Bazard had a rather difficult time attracting buyers.
Let’s ignore for a moment the Pepto Pink with Whitewalls model you see before you. There were plenty of other color choices available. Bazard’s failing with the Lad was that it was too much of a sacrifice from the opulence that Americans were used to. A meager 35 horsepower was difficult to swallow. A 24+ second 0-60 time was flat out dangerous for highway merging. The pop-up jump seats in the rear were a joke for anyone over the age of 6 to sit in. And while the front seats felt like a nice, comfortable wingback chair in a living room, the driving experience was about as thrilling as sitting in your living room.
Bazard eventually sold enough of them to more or less recoup their investment in the project, but the model ended up being the butt of jokes in movies and stand-up routines throughout the 80’s and early 90’s. Thousands sat rotting until the early 2000’s, when they started being exported to Cuba (via Mexico, for legal reasons). Destitute populations don’t care about image, and something dirt cheap that gets the job done is just what the Comrade ordered.
Scores in: Counter Culture - Spiritual Classics, Counter Culture - Import/Export
1979 Schnell L4 Mk1 Sport 8v
In a time period marked by much chaos, uncertainty, and jockeying for position, Schnell seemed to be an aberration. They had a steady course, often flying under the radar of both the automotive press and the general public.
It might seem odd, then, that so many L4 Sports were sold in the late 70’s and early 80’s. Then again, in a way it makes perfect sense. Early Schnell owners would have been turning in their cars and looking for something new. The L4 Sport was a dependable company from a steady company. Fresh design and solid mechanical underpinnings laid the foundation for a somewhat understated generation of cars. Yeah, 87 horsepower and front-wheel drive didn’t make a thrilling driver’s car. It was, however, a reasonably priced, comfortable, competent car with good looks. It ended up, over the run of this generation, being the companion of hundreds of thousands of families.
Over time, the L4 Sport became a symbol of pride for many owners. The philosophy for how they share that pride seems to differ. Some elect to leave their cars in a “natural” state, clothed in patina and perfumed with leaky carburetor. Others scour the globe for new old stock or near perfect parts, bringing their decades-old ride to showroom masterpiece condition.
Scores in: Mainstream Culture - Classic Cars, Counter Culture - Jalopy Culture
1975 Monterenzio Rana 305NA
The post-Embargo marketplace was like a magnet to any foreign company that had a small car. It seemed that anything that got better than 20 miles per gallon could sell, no matter what it was or where it came from. Monterenzio was one of these companies, packing up Rana compacts in Italy and unloading them in Eastern harbors from Savannah to Halifax. From there, these little cars made it… not very far.
It wasn’t an issue with consumer tastes. Certainly, there were enough consumers close to where the cars landed willing to part with the modest outlay that Monterenzio asked that they were quickly snapped up. No, the problem was just that; they were quickly snapped up, and Monterrenzio couldn’t provide enough Ranas after the initial surge. By 1977, once production was able to be ramped up sufficiently, reports had come out about the Rana’s poor safety record, and the fickle American consumer had moved on to other offerings.
From a value standpoint, the Rana 305NA was pretty good. It offered a reasonable level of features, good driving dynamics for a compact FWD, and a surprising amount of pep. Some pickier buyers might have scoffed at the 3-speed manual being outdated, but it was well-matched to the car.
All of these are why the Rana became, in retrospect, one of the better autocross contenders to come out of the 70’s. If you wanted one to run on the course, you can still find them. You just might have to argue with a French-Canadian farmer to get him to part with his.
Scores in: Counter Culture - Spiritual Classics, Counter Culture - Motor Sport
1975 Cabrera Trubia GT
(Meta note on the image: There was a fixture used that is missing from my collection that caused a huge tear/hole in the hood when I opened the car. So you get Pikachu.)
Ah yes, the time the Spaniards triggered a movement that nearly ended up in Congressional legislation.
OK, that may be a bit of an exaggeration, but there were a good number of folks, mostly muscle car fanatics and sports car owners, who took issue with a car badged as a “GT” that made less power than a Keystone C-series. And, as the grain of truth to every good tale, there was actually a letter written by one Mr. Lanier of Los Angeles to his congressman, asking if there was any way that Congress could make a law saying it was illegal to use “GT” on any car with less than a hundred horsepower. To his credit, after laughing for what we guess was probably a week straight, the congressman framed the letter and never pursued it any further.
This was neither the first time nor the last time in history where a reliable, efficient vehicle has become the target of hatred and vitriol, only to be begrudgingly (and tersely) acknowledged as “good” in the ensuing years. If you think we’re referring to the Beerus Hybrid, you’re right. Unlike the Beerus, it actually IS certifiably “god awfully slow” with a 17.5 second 60 mile trip, and a top speed of 89. Thank goodnes we were over our desire for speed in the mid 70’s, right? Right? Guys?
We digress. The Cabrera Trubia was brought to the table by the same school of thought as most of the rest of the import flood: sip fuel, be reliable, gain a foothold. The Trubia ended up doing the first two very admirably, but they never gained a foothold. Exchange rates, export costs, corporate holdover fees, you name it. If it could jack up the price, the Trubia GT was a victim of it. While on paper it could have competed with the Monterenzio Rana and Keystone C-series, it was considerably more expensive than both, and buyers in general failed to find the value in it.
Those who did lay out the extra money for the Trubia GT (or bought them second hand) may just have had the last laugh. Quarter-million mile Trubias are not only not unheard of, they’re fairly common. And remember, this is from the 70’s, when 100,000 miles was considered the final milestone, and time to send a car to the junkyard.
Scores in: Counter Culture - Jalopy Culture
1977 Quezon Laguna Super Eagle 427
The Quezon Laguna Super Eagle 427. It came out 9 years too early. No, not because it would have been a cool 80’s car. It’s far more abstract than that. The Super Eagle’s theme song didn’t come out until 1986.
Yeah, go on, keep looking at me funny. But if you think about it, in a dark way, Crowded House’s “Don’t Dream It’s Over” basically sums up the late-bloomer muscle car. After everyone else had shut down and backed off from the giant mills spitting out 300 or 400 HP, Quezon marches across the Pacific and drops what can only be defined as the quintessential Malaise muscle car on our collective doorstep.
And it was everything that we wanted. We think. It was menacing. It had a V8. It had… 185 horsepower. I mean, that was good… for the time. An absolute far cry from where the segment stood a decade earlier, but also a far cry from what constituted a “muscle car” at some other manufactuers.
The Laguna Super Eagle got much unwarranted hate from enthusiasts and the press, and it’s taken the better portion of 40 years for us to understand that Quezon actually did the best they could given the strict restrictions and without the modern technology we now have to solve the problem.
That’s why this enthusiast, at least, truly appreciates seeing one in the wild, or at a show.
Scores in: Mainstream Culture - Muscle/Pony Cars
