Cult of Personality ][ : The Boogaloo [LORE][RD 5 FINAL RESULTS]

[Knugcab]

1984 IP COMMUTER "PENNY PINCHER"

The IP Commuter was introduced in 1966 as a smaller alternative to the IP Lily, since the Lily had started to grow out of its class. The three first generations of the Commuter followed the same formula. A pushrod inline four, rear wheel drive, and a leaf sprung solid rear axle.

The fourth generation Commuter, released in 1981, was a huge leap forward. Not only did it feature all new overhead camshaft engines, it had also adopted the transversal front wheel drive layout that was becoming mainstream in the compact car class, and featured four wheel independent suspension. The choices of bodystyles were a 2 door sedan, 2 door coupé, 4 door sedan or 5 door wagon.

The special edition you see here is the “Penny pincher” released in 1984. It was based on the stripper “S” version of the 2 door sedan, featuring no brightwork, a simple radio and no power steering. Under the bonnet, though, the 1.5 litre inline four had recieved single point fuel injection, and it now was optimized for premium unleaded. It had a 5 speed “economy geared” manual box and was said to be able to average 28 MPG in combined city and highway traffic. “Penny pincher” decals on the doors and a paintjob in “poppy red” finished everything off. It was meant as a car that should be cheap to buy and sparse on fuel.

The fourth generation IP Commuter was replaced by the fifth generation in 1986.

[Maverick74]

While Ryuji’s passenger car line began evolving at a very rapid pace, their utility offerings developed more slowly, sticking with the tried and true. For much of the sixties it stuck to the same basic ladder chassis and OHV engine used in the Chariot sedan. Simply sold as the Ryuji Pickup, it’s ruggedness and economy helped build the Japanese company’s early foothold in the US market. The 1970’s were much of the same, though the pickup had grown a bit in size to better suit the North American market. Four wheel drive became an option in 1977, allowing the compact pickup to claim the fuel efficiency crown for off-road utility vehicles.

1981 saw major change for the little pickup. Now called the Shogi, it received more modern, angular sheetmetal, a host of interior refinements, a coil sprung front axle, and an optional 5 speed manual transmission. But the biggest improvement was under the hood. The Shogi’s 2.6 liter inline four now featured an overhead camshaft, making 107hp and 133 pound feet of torque. It allows the 2,800 pound pickup a zero to sixty time of 12.3 seconds and 23mpg on the highway. Priced at only $5,940 for a well equipped four wheel drive model, Ryuji hopes for strong sales in the coming years.

[BannedByAndroid]

1985 Hessenburg 2000 RSi 16v Coupe

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The 2000 series of compact (C-seg) vehicles was launched in 1973 as the replacement of the ever-popular C150. The 2000 was available in a wide range of body styles, including 3 and 5 door hatchbacks, a 2-door coupe, a 4-door sedan, and a ute. With a new FF platform, immense reliability and practicality, and the use of more efficient engines the 2000 became a top-seller in most countries in Europe.

A high-performance version, known as the 2000 RSi was launched in 1976 with a 108hp 1.6 liter inline-4. Thanks to its light weight, low price and zippy handling, the RSi became a hit, which sold more than 550,000 units in its lifetime.

The second generation of the 2000 was released in 1983, as a replacement to the original model. It had several improvements to the first, including a larger body, more equipment, and updated engines (range includes 1.2, 1.3, 1.4 and 1.6 liter inine-4 petrols, as well as 1.6 and 1.9 liter turbodiesels) which made it a sales success in Europe.

As usual, the RSi returned in 1984, originally with a 1.8 liter SOHC engine generating 124 horsepower. It was available in 3-door hatchback and 2-door coupe body styles like its predecessor, but in 1986 a 4-door sedan version of the vehicle was released.

A more powerful version of the 2000 RSi, known as the 16v, was released in 1985. The 16v, was named after the number of valves in its new engine, which is a 1.8 liter 4-valve DOHC inline-4 generating 138 horsepower.

Prehaps, the most sought-after model was the RSi 16v with the RennSport package, which was only available in 1985 on the coupe models only, with the hatch and sedan getting the kit a year later. This adds an improved sport suspension, rear disc brakes, geared LSD and a hefty pricetag back then.

It was from this generation onward that the vehicle was started to sell in places outside Europe, which started from America in 1986. Sadly, the American market only gets the 3-door hatchback with the original 1.6 liter engine, and for worse it was downtuned to 115 hp due to regulations and what not. But this doesn’t stop people from importing the better performing European models stateside.

This white unit shown here is a German market 16v coupe with the RennSport Package, which both the engine, package and the body style are not available for sale in America.

This fully loaded unit with a 5-speed manual was purchased in Stuttgart in 1985 by an American solider who was stationed there. It was later imported to America after the 25 year import ban for the car ended, and it was later sold to a wealthy car collector from San Francisco, which was restored to factory standards and is now kept in a car museum owned by himself located in nearby San Jose.

The 2000 went on selling until 1990, which it was replaced with the new Sirus with the implementation of a new naming scheme within Hessenburg. The RSi held on and was later replaced in 1992 with the Sirus RSi, now with a improved 1.8 liter inline-4. However, due to low sales, the coupe version of the 2000, alongside with the RSi counterpart, was no more.

The RSi is still very popular today and it can be seen in many auto events, as well as video games. With numbers of the compact rocket dwindling year by year, prices of the RSi have started to rise, and some restored examples have been sold in exorbitant prices.

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[abg7]

@VicVictory

Interesting that you mention a spoiler. If a car had a brake light in the spoiler, it did NOT count as the CHMSL for federal safety reasons, because it was considered optional or detachable. So if you put one in the spoiler, you ALSO have to put one somewhere permanent above the main brake lights, such as the top or bottom of the rear glass. (edit: and if you have a spoiler without a brake light, it cannot block view of the CHMSL. Most commonly, cars had them at the top of their rear window to prevent this problem)

Noted. Speaking of third brake lights, can they be fitted at all if the trim year is not 1986, but any year from 1980 to 1985 inclusive? Especially since my intended submission has a trim year of 1985 and not 1986. Also:

@VicVictory

Fuel filler door must be on a quarter panel on the opposite end of the car from the engine.

If I remember correctly, in Generations II, this rule was amended in 1987 (the first year covered by the next round of Cult of Personality II, which will sadly also be the last such round) so that the fuel filler must be placed anywhere on the rear quarter (regardless of engine placement) from that year onward - prior to this, front-engined cars had to have their fuel fillers on the rear quarter, whereas mid- and rear-engined cars had to have their fuel fillers on the front quarter instead.

[Edsel]

Nice writeups again, mate! Always love reading through these. :D

I did have a comment and a question which are too small for their own posts, so I’ve put them together here.

1. Noticed a continuity error in the Round 3 Writups.

@VicVictory

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…

If the car came out in 1974, it would have come out several months after the initial shock in late 1973. The error doesn’t really change much about the (otherwise awesome) post, but I figured I’d point it out for next time.

2. Had a question about bumpers.

Would it be possible to make this bumper work in 1980?

(It’s part of the body I used, and hard to work around)

[Knugcab]

Yeah but most manufacturers release their new model year in the autumn of the calendar year before.

[Edsel]

Huh, I thought that was exclusively a modern thing.

The lore post for that car did directly specify that the car was released in August '74, but I can see how that could be a source of confusion.

[interior]

Schnell LX20 LSi Turbo MY86 USDM
The LSi branding was meant to represent their high-performance lineup. This was the first car to wear the branding instead of it being a sub-trim of the L4. Made to compete with sports cars, It brought fuel efficency to the table with a 16-Valve Inline-4 making 200 plus hp. It had RWD and a 5MT Gearbox. They decided to add a turbocharger into it, making the wagon fast. 0-60 was in 6.5s and a top-speed of 148MPH de-restricted. It was yours for 20700AMU in 1986. The convertible model, the X20, based upon the LX20 had to be placed on a recall due to the car snapping in half, it was a chopped LX20 with 2 less doors and cheaply made structure cage

At some point they planned on making the LX Wagon models Longitudional front wheel drive, with 30 seconds left at planning, they switched it to rear-wheel drive just before the cars hit shelves soon after, They were known for the speed and performance at the time, They have a Viscous LSD. The car weighs 1277.2KG, making it very lightweight. Or 2815.7lbs in the pounds system.

How to spot an fake LSi and a genuine one.

Buyer’s guide, How to tell apart a fake LSi from a real one
LSi cars only had manuals as an option.
They were never sold with a sunroof as they added weight to the car.
The engine’s cylinder head and Intake manifold are painted blue to match the car.
They were only sold in one color.
The LSi has two spoilers, one on the tailgate base and the other on the top of the tailgate.
The LSi is turbocharged, It was never sold naturally aspirated.
If the model code is T40, it’s the standard wagon model. All the normal variants had the same engine but as an option and Naturally Aspirated and weaker than the LSi’s engine. And its only sold as a wagon.

X20 Convertible Pics

The X20 was the same as the LX20 but it was a convertible instead of a Wagon.

[TheYugo45GV]

1986 IVERA Executive

The IVERA Executive is sometimes considered one of the first ever Swedish luxury cars to ever enter production. However, To find out how the IVERA Executive came to be, we must go back to 1976 when IVERA realized that they needed a new car to sit at the top of their model lineup. Even though their 140 series was competitive to the W123 E class and BMW 5 series they wanted to have something that could rival the W126 S Class, BMW 7 series and Jaguar XJ.

Now, in 1976 IVERA began research on its new project and by 1978 development and engineering began. However, when 1979 hit, IVERA was beginning to suffer from financial difficulties, these weren’t very serious but significantly impacted the development of the Executive (then called Project 588). The 100 some design team was reduced just a little over 50. (Exact number was 54). But, by 1981, IVERA managed to get out of its predicament and hired a new design lead named Hugo Nilsson.

So, in 1981, Hugo, took the current design of the Executive (Which at the time had 4 headlights and the indicators underneath them.) and by 1982, had altered it to the 8 headlight design that we all know to day. Unfortunately, despite his best efforts, the Executive still had many things that made it look older. But, there was no time to change anything, the car then entered the engineering phase and by January 1984, the first prototype was complete. Then, after that production began, and exactly 75,000 units were produced in total by December 1985. The IVERA Executive finally debuted at the 1986 Geneva Motor Show and later in April of 1986 the car was featured in and reviewed by the Swedish car magazine Trafikjournalen.

The IVERA Executive was available in both the Euro market and NA Market with three trim levels and many engines. The First trim level was the LX, The second was the LXE trim, and the final one was the LXT. The LX had a 3.0L inline 6 or a 3.5L inline 6 diesel. The LXE started with the 3.5 diesel and went up to a 4.0L inline 6. The LXT had either a 5.0L V8, 5.2L V8 or for armored variants, a 6.0L Scania diesel engine. Now, The US Version of the IVERA Executive was met with some skepticism. Many buyers were put off by the slightly older looks or the more advanced tech fitted to the car and other buyers were blown away at the fact the Swedes, makers of the sporty Saab 900 Turbo, and the robust Volvo 240, made an S Class competitor. Now, like the extended version of the S Class, the IVERA Executive was a car you did not buy to drive, but rather be driven in. Normally when sold from the dealership, Executives came with a rear bench seat. However, If you ordered one directly from the factory, you were presented with an options list that contained every humanly possible thing you could fit to a car. The IVERA Executive found its way into the hands of Philippine president Ferdinand Marcos which he used along side his Mercedes Benz 500SEL. Saddam Hussein also had one, despite the fact IVERA Motors refused to sell him one. The IVERA Executive met its end in June 1992 after production ended due to decreased demand.

*I don't remember the first trim level, @Knugcab do you still have that message that had the .car file of the Executive? It might be there

[Knugcab]

The message says that LX was the lowest trim, then LXE and finally LXT.

BTW, the Saab 90 never had a turbo, it was a cheap stripper model that combined a 900 body with the older 99 front end and dashboard, and was only available with a carbureted N/A engine.

[TheYugo45GV]

Ah, thank you. I have fixed everything accordingly.

[Knugcab]

Hope that I haven’t been overly picky lately? Lol

[VicVictory]

@Edsel

Would it be possible to make this bumper work in 1980?

Bothersome Body-Based Bumper.jpg981x653 194 KB

(It’s part of the body I used, and hard to work around)

Yes. A bumper that looked like that would often have small vertical bumperettes made of rubber, as well.

@Edsel

Huh, I thought that was exclusively a modern thing.

The lore post for that car did directly specify that the car was released in August '74, but I can see how that could be a source of confusion.

Then your trim year should have been '75 to fit the lore.

[Edsel]

Alright, thanks mate!

And yeah, guess my company is the odd one out there. I’ve always imagined my company avoiding gimmicky stuff like selling cars labeled one year into the future, so I guess I’ll write more about that in the next entry’s story.

[Knugcab]

Not the Hessenburg Tennis and Jetset then?

[VicVictory]

@abg7

Does it count if the Center High Mount Stop Lamp is integrated into a rear wing/spoiler fixture, or below the rear glass but above the main brake lights?

I happened to (accidentally) do more research on this tonight, and as it turns out, a CHMSL DOES count if it’s in the spoiler, and does NOT require a separate light elsewhere.

[abg7]

1985 Madison Ballista 350 GTS

In 1985, the Madison Motor Car Company decided to extensively refresh their flagship sports car, the Ballista, and for good reason. Although 200 horsepower seemed perfectly adequate early on in the car’s lifespan, by the mid-1980s this was no longer the case. Thus, the 1985 model year refresh brought a raft of changes. The entry-level trim, the 305 GT, was powered by a 225-bhp 5.0L V8; the flagship 350 GTS packed a 285-bhp 5.7L V8. More significantly, multi-point EFI was standard on both engines, thereby improving performance and economy while also reducing emissions. In addition to this, a geared LSD and five-speed manual gearbox were finally standard throughout the range, while the optional (but increasingly seldom ordered) automatic transmission was now an advanced 4-speed unit.

Externally, the Ballista retained its distinctive silhouette, but up front, it finally received the pop-up headlights that should have been fitted at launch, and the side vents were larger than before. At the rear, the rear lights were now connected by a full-width reflector, necessitating the relocation of the license plate holder to the lower rear bumper. Speaking of which, new integrated bumpers replaced the big rubber blocks that were present before the facelift, and the GTS had a more aggressive aero kit incorporating a hood scoop, a deeper air dam, side skirts and a large rear wing. In 1986, a central high-mounted stop light was fitted across the range; this was placed on the roof, above the top edge of the rear window.

Unlike the pre-facelift first-generation Ballista, the facelifted version could be had with three choices of paint jobs: a monochromatic color scheme, a contrasting pinstripe running all the way around the lower bodywork, or as shown on this example, a tri-color scheme in which the lower bodywork was finished in a second, different contrasting color. The interior also received an upgrade, with a premium sound system (including a cassette tape player) and leather seats being standard equipment on the GTS and optional on the GT, and wheel diameter was increased to 16 inches across the board, to accommodate larger vented brake discs.

[VicVictory]

Your last paragraph there is once again trying to write the results of the round for me. Please remove it and refrain from doing that.

[abg7]

I have removed that paragraph, exactly as you expected.

[Caligo]

1986 KUMO Te

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Jidoshak Kogaku

It's no secret that some of the competition think "bigger is better", that the average consumer will accept the status quo with a lackluster, Front-Wheel-Drive Auto-boxed sliding door van that struggles to hold 17 miles to the gallon.

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Say Hello to the Kumo, Designed entirely with COMPUTER ENHANCED capabilities only available at Jidosha Kogaku.

• MPG: 22 City, 33 Highway
• SEATING: 4+1
• POWER: 81hp, 67ft. lbs
• CARGO ROOM: 30 Cubic ft.
• Standard All-Wheel-Drive with locking differential
• Standard Intercooled Turbocharger
• Standard DOHC 41CID Engine

Additional Photography

LORE

Hoping to Join the US Market with a contender in the “budget people-mover” category, Jidosha modified some of their existing Kei vehicles to better suit American safety and lighting standards, While sporting quite the techy engine, the vans overall quirkiness might just prove too strange for the American crowd. It may seem a safe buy for those that want a “modern” van with adventurous amenities such as a Turbo or the locking All-Wheel-Drive the strange Eastern-Make can offers.