how many trims can be submitted? (i have multiple trims on my car)
Only the one you want to enter
2 Likes
1985 Kaizen FC22
K403 TU1
Intro
While the first generation K401 Kaizen F series focused on being a sporty car with an upscale flair, the second generation, introduced right after the 1973 Energy Crises, largely mirrored the S series’ mission of a luxurious car with a sporting personality, as “driving fun” was (relatively) put on the backburner in contrast with efficiency and daily comfort, even if actual performance didn’t suffer that much.
Still retaining a peppy personality with a wide range of efficient, fuel-injected 4 and 6 cylinder engines, the K402 F series was instrumental in Kaizen’s survival through the 1970s, and did have motorsports success. However, as the 1980s came around, there was an reviving interest in performance, and a new group of young, highly successful professionals began to make significant inroads in American culture and market. Despite their impressive performance, Kaizen’s bigger vehicles, such as the S series, were generally way above the budgets of most young professionals, with some stating that it was too sedate or elitist for their tastes. Kaizen sought a thoroughly contemporary and international model that would further elevate the performance credentials of the brand, breaking their stiff, formal reputation of previous models.
Kaizen opted to use modern technology to meet these standards, and utilized an all-new independent double wishbone rear suspension to complement the Macpherson Strut front suspension, a Kaizen first that would be implemented in future models. 4-wheel ventilated discs and alloy wheels were standard on all trims, along with Bosch multi-power electronic fuel injection. Power would be sent through a 5-speed manual or a 4-speed electronically controlled automatic, to either the rear wheels or all four wheels with a full time AWD system.
As for the interior, besides the obligatory premium 80s car technology amenities, such as power windows and locks, driver’s airbag, enhanced security, service indicators, economy gauges, and the like, the center console was slightly tilted towards the driver, complementing the complete set of analog gauges to give an intimate, engaging feel for the driver.
This trend of innovation was a bit more murky in the engine options, mainly consisting of updates of existing S series engines. When it was first released in 1983, a total of 4 main engines were offered, with a 5th engine reserved for certain tax-oriented markets. The 4 main engines all used a naturally aspirated SOHC 2v layout. These included a modular range of 1.8L (~110 hp) and 2.0L (~125 hp) inline 4s, and 2.5L (~155 hp) and 3.0L (~185 hp) inline 6s. The tax-special engine was a 100hp 1.5L SOHC 4v inline 4, a modified version of the engine used in upper level TR-series compact cars.
Joining the traditional 4 door sedan, 5 door wagon, and 2 door coupe was a 2 door convertible, a departure from the targa bodystyles of recent (at the time) convertible Kaizens, making this generation the first Kaizen to have a true convertible bodystyle since the K604 S series. All models would also get Euro-style composite lights (except the US, which still used sealed beams).
With these revisions, along with a good dose of performance, the K403 was reasonably competitive against competition from Mercedes-Benz and BMW, among other manufacturers. However, despite all the work poured in, Kaizen felt that they failed to stand out among discerning consumers, who had at their disposal a wide spectrum of prestigious, high-performance premium cars from worldwide automakers well within their budgets. It would be the 1985 introduction of Technical Update 1 (TU1) that completely transformed the character of the F series and elevated it to modern classic status.
First, anti-lock brakes were made standard in all trims, while all non-sport variants got a viscous limited slip differential. In addition, US models got composite lights.
Second, a DOHC 4v valvetrain shared with the newly introduced K608 S series was made standard on all engines, bumping up power across the range, as detailed in the table below.
1.5L inline 4: 108 hp
1.8L inline 4: 128 hp
2.0L inline 4: 141 hp
2.4L inline 4 (sr versions only): 203 hp
2.5L inline 6: 177 hp
3.0L inline 6: 216 hp
Their strong power and smooth, high revving nature endowed the F series with the final bit of sportiness it needed, most evident in the 6 cylinder variants.
Third, Kaizen unleashed their full potential in touring car racing, in particular ones using the Group A regulations. This included the development of a new 2.4L inline 4, a bored out version of the 2.0L, along with a special Sport Racing (sr) trim , reserved for motorsports homologation and oriented cars. While there were the requisite modifications to the suspension, wheels, brakes, aerodynamics, and the body, Kaizen’s confidence in the F series paid testimony to the fact that base car was a good starting point for motorsports. This showed as sr variants proved to be highly successful in various Group A series, including DTM, WTCC, BTCC, ETCC, JTCC, and ATCC. They also had a reasonable amount of success in both rallying and endurance racing.
Up until the end of production in 1993, 6 more Technical Updates would further up the ante, adding additional standard features such as a cassette player, variable valve timing, traction control (for 6-cylinder models), a front passenger airbag, and retractable cooling flaps.
Initially designed to counter a strong European competition, the K403 defined Kaizen to a whole new generation of driving enthusiasts. Introducing innovative technology, high engineering and manufacturing standards, a fun to drive demeanor, and good performance in a compact, timeless, and reasonably affordable package that could consistently take on daily driving and racing. There is no doubt that the sr variants were the key to sustaining the K403’s sporty reputation, while normal variants, especially ones with 6 cylinders, became highly desirable status symbols throughout the 1980s.
With around 2.1 million units produced, the K403 achieved unprecedented sales numbers for Kaizen. The most common body style were the 2 door coupe and 4 door sedans, and the most common engine was the 2.0L inline 4. However, in the US, the 2.5 and 3.0L inline 6 variants sold particularly well.
There was a point where people did take sr variants to the track, and throughout the 1990s and early 2000s, many were converted for race duty. However, as values for sr variants shot up significantly, they became too expensive to beat up on a track. With their high numbers, desirable standard features, low used cost, indestructible nature, and prestigious reputation, it would be the 6 cylinder models that would handle the brunt of amateur racing. This explosive popularity led to a strong aftermarket that was happy to supply spare and modified parts to keep these car competitive. Most of them in various stages of modifications would become track racers in events such as SCCA club races, the ChumpCar World series, and even your typical track days. In fact, the National Auto Sport Association maintains two Spec K403 series, known as Spec K403 2.5 and Spec K403 3.0, which use lightly modified K403 coupes and sedans with the 2.5 and 3.0L engines, along with any K403 coupe or convertible with an original 2.5 or 3.0L drivetrain. NASA offers a “spec kit” consisting of a control tire, modified brakes, beefed up suspension and shocks, new bushings, and reinforced subframes, and many owners will swap the automatic for the manual to be competitive, along with a performance oriented limited-slip differential to replace the stock viscous LSD (for non s models). This is also assuming that a roll cage and other safety equipment is installed, and the interior is stripped out. Furthermore, many examples would also take part in amateur rallies, autocross, and drift events.
Collectors are beginning to take notice, buying 6 cylinder models in good condition and storing them away in garages, driving up their prices significantly. Thus many 4 cylinder models are seeing track action. However, as even the most basic 4 cylinder models are appreciating, there will be a point where K403s will become antiques, and spare parts and donor cars will be harder to find, so they will be too expensive to run on the track. However, given their proven reliability record, many well-maintained examples are still being used as daily drivers, provided that rust is well managed, and the current crop of race cars are still running strong.
This specific example is the top of the line FC22 TU1 sedan with the 3.0L inline 6 and the rare 5-speed manual. This would be a good example of a car that would have been turned into a race car a few years ago, but would now be appreciating in value fast and being collected and preserved, or still being daily driven to this day.
Specs
VEHICLE TYPE
Front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE
$26,900
ENGINE TYPE
Spes 30B4R0
Naturally aspirated DOHC 24-valve inline 6, cast iron block and head, multi-port electronic fuel injection, 90 AKI
Displacement
3.0L, 183 cu in, 2997 cc
Power
215.9 hp @ 6200 rpm
Torque
200.6 lb-ft @ 4100 rpm
TRANSMISSION
5-speed manual
CHASSIS
Suspension (F/R): MacPherson strut/double wishbone
Brakes (F/R): 11.4-in vented disc/9.1-in vented disc
Tires: P215/55R15
DIMENSIONS
Not available
PERFORMANCE
Zero to 62 mph: 7.0 sec
50 to 75 mph: 4.44 sec
Standing ¼-mile: 15.31 sec
Standing 1 km: 27.45 sec
Braking, 62–0 mph: 127 ft
Roadholding, 66-ft-dia skidpad: 0.892 g
Roadholding, 656-ft-dia skidpad: 0.861 g
EPA FUEL ECONOMY
Combined: 18.0 US mpg
14 Likes
That’s not possible with any six-cylinder engine - 16 is not divisible by 6, so it should read “DOHC 24-valve inline 6” given that the engine has 4 valves per cylinder, and therefore 6 multiplied by 4 equals 24. Unfortunate typo aside, this is one of the most detailed cars you have ever shown us, both inside and out.
1 Like
Correct, one week left, or until I close submissions, whichever comes first. So far I haven’t reached my submissions limit. But I also haven’t started processing work for this week because work has been hell.
2 Likes
sorry i didn’t submit anything for the last few rounds, i had lots of personal problems i had to deal with and ended up with very little time on my hands, and that time i poured into more casual projects. anyway, this little project has been in the works for a month or so, but unfortunately has no interior :(. so enjoy, and stay safe! - void
Valiant La Victoire 1.3 Excecutive
[details=“Lore/Stats/More Pics(↓↓)”]
By the mid 1980’s Valiant’s cars were starting to lose attention to larger French brands such as Peugeot or Renault due to their more archaic designs that had remained largely unchanged since their 70’s models, and despite being typically more technologically advanced than their competitors these models sold poorly. So poorly in fact, that in 1984 the total sales barely broke even. So, after a year of radio silence Valiant revealed this at the 1986 Chicago Motor Show: the La Victoire.
Taking centre stage among the all-new lineup, the La Victoire, meaning “Victory” in french, attracted a lot of interest, especially negative interest among the press, who thought that a three-door, FWD sedan was rather redundant in the modern day and age of large, RWD or AWD four-door sedans. The engine size was also a concern, with the largest being a 1.5 litre inline 3.
The car’s unique, aerodynamic, almost futuristic looking styling turned critics off the car, believing it to be too ambitious to sell well. The interior, also aerodynamic and futuristic was considered uncomfortable and too complicated to be used by the everyman.
However, when released to the public later that year, critics were surprised. The La Victoire proved that luxury and speed didn’t have to come at a price that only a company CEO could afford.
The La Victoire was available in multiple body styles, including;
a three-door saloon
a five-door estate
a three-door hatchback
a three- door liftback
a two-door coupe
The Executive was the highest trim level (discounting the Turbo Performance Package), and had all the bells and whistles available to Valiant, including magnesium wheels, variable hydraulic power steering and an patented ABS system that avoided locking whilst turning at high speeds.
The engine was also revised, with the largest now being a 2.1 litre inline 3 that can manage 29.3 mpg under city driving.
Three facelifts were released over the La Victoire’s eight year lifespan, each one improving on the last. Fleet models were also given to taxi, police and private hire worldwide and were used for well over twice the lifetime of the La Victoire in many countries.
6 Likes
wrong stats, sorry
2 Likes
fixed them
2 Likes
All entries up to this point have been through initial processing. As others indicated, the Wangspeed Aquilae was also instabinned due to race parts (and also not following the naming convention when submitting)
4 Likes
@Edsel BTW, the model year convention thing is about the business cycle and network TV schedules. Car sales typically drop like a rock in fall and winter and pick back up in March. Meanwhile, network TV start their new seasons in fall. So rather than waste what was the prime advertising window back when people watched network TV, car companies released they car they expected people to buy next spring early and eventually it just became industry standard.
3 Likes
One question I have is how you, Vic, look at the STAG from this round? I can understand that to some people it might be a Meme body, but at least to me it is no different than other military vehicles that have recieved civilian versions (like for example Volvo Laplander, Humvee etc.). I would just be curious about the opinion there.
2 Likes
Cyanide Motors 1982 Terrier
The 1982 Terrier A1 was a small 3-door hatchback which would become a rather common sight on Hetvesian and Fruinian streets. Powered by a 1.4L Boxer-4 engine producing 60 horsepower and employing single-point fuel injection. One would say it was a car and little more. At some point during the design process, however, someone would come up with a bright idea that what the Terrier needs is a sports version. An affordable taste of high performance for those who can’t or don’t want to buy an actual sports car.
Enter Terrier S1.
Terrier S1 (American Version)
The Terrier S1 was still a small hatchback, but a lot has changed. Notably the drive arrangement was changed from FWD of the A1 version to rear-wheel drive and a whole new engine was fitted - a 2L Boxer 4, capable of 122 horsepower - double of the A1 trim. While it wouldn’t seem like much by sports car standards, combined with 5-speed transmission, small size and low weight of the Terrier, it allowed for a 0-100 time of just under 8.6 seconds. Employing older but tried mechanical fuel injection system, the engine provided good throttle response while not sacrificing all of its economy. The Terrier S1 would also prove to be an agile car and custom tuned Terriers would even participate in Fruinian racing events.
Visually, the S1 would differ from the A1 only by cosmetic changes to the front lip, hood detailing and presence of a spoiler. While bringing the car to the American market wasn’t a priority, it would also make its way there, with larger bumpers and rear markers.
Engine
CM-1982 E-2 M201
- Power: 122 hp @ 6600 RPM
- Capacity: 2L
- Cylinders: 4
- Valvetrain: 8-valve SOHC
- Fuel system: Mechanical fuel injection
Terrier S1 (American version) alongside Terrier A1 (non-american version)
7 Likes
Huh, I didn’t know that.
I’d imagine my company still advertising the car in advance, but they have such a practical and straightforward mindset and reputation that not releasing the models early would be one way they show their honesty (“If we don’t even do that, you can trust that everything we say can be taken at face value”). Would probably lose them a few new customers in the confusion (why most of their ideas here haven’t worked), but would resonate with they’re usual audience.
Still, thanks for pointing that out, mate! You learn something new every day. (:
2 Likes
If you’ve ever lived in 'Murica, you know it’s not a meme. Since the Hummer was actually sold here in a civilian form to the general public. (Edit: It’s also been submitted to previous competitions I’ve run)
6 Likes
Yeah, that was exactly my point, I can only see that we agree with each other there. I just know that some people have been borderline picky about bodies like that. As you can see, I mentioned the civilian Humvee/Hummer there too. And we got some of them here in (car culture wise) state #51 too 
3 Likes
alexa play call me by blondie
1982 QUEZON LAGUNA
DUAL-CAM TURBO
DUAL-CAM TURBO
About
Following the decline of the popularity of the muscle car segment and the late 70s Philippine economic downturn, Quezon decided to turn itself around and move towards a new direction, all starting with 1979’s Cordova switching from the well-known Quezon “J1” body-on-frame platform which at that time had been in continuous production for over 10 years, to a new “J2” Front-engine, front-wheel-drive platform, based on UAMC’s X-Body platform.
With the relative success of the Cordova being moved ever so slightly more upmarket with its new host of different technologies, as well as the sales of automobiles in the Philippines starting to decline alongside the economy, Quezon was prompted to shift the relatively beloved Laguna, and subsequently the company, towards a new direction as well.
Introduced in the US in early 1981, the third generation Laguna was built on a lengthened J2 platform, with a wheelbase of 2.7 metres and featuring a new transverse front-engine, front-wheel-drive unibody design. The Laguna was, like the Cordova, also moved upmarket and for the first time featured a sedan body style to replace the outgoing Princesa.
Powering the new Laguna would be a few variants of UAMC’s Steel Slug OHV 4-cylinder engine. Quezon put their own twist to it, however, and introduced a turbocharged trim alongside in favour of something like a V6, placing a gamble in hopes that turbocharging would give them an advantage over its competitors, which in the Laguna’s new segment of premium sedans were still sticking to larger engines. Of course, a naturally aspirated engine was also available.
While this brand reform was happening, Quezon was moving towards discontinuing their SR roadster and its subsequent variants. Group 4 was also being phased out from the world rallying stage at this time as well, and with the introduction of the new Group B rallying rules, Quezon wanted to stay relevant and still have a presence on the world stage.
The introduction of four-wheel-drive to rallying was a major breakthrough, and in order for Quezon to stay competitive in the world of rallying, they would need this technology too. But the development team was small, and only continued to shrink as their financial situation worsened, meaning that development of a competitive four-wheel-drive rallycar would likely take them a while.
But Quezon was persistent in maintaining their presence and as such, Quezon developed an interim solution not only to maintain their status on, but to trial new technologies that would likely make it into the future rallycar project, such as the engine and chassis design.
This stopgap would come in the form of 1982’s Laguna Dual-Cam Turbo, a front-wheel-driven plastic can of death that they weren’t really sure would work or not. Differences from the regular production Laguna included fibreglass bodypanels, pioneered from the previous SR roadster, an integrated rollcage, beefed-up suspension, and a slightly different bumper and hood design. The overall body was simplified too for ease of manufacturing. To save on weight, the interior was stripped of any amenities, and the windows were switched from glass to a fixed lightweight polycarbonate.
The chassis is relatively unchanged, maintaining the front strut-type and rear trailing arm suspension, however, to reduce weight further and hit the 890kg minimum for the vehicle’s engine class, they took notes from Quezon’s drag racing era, and holes of varying sizes were drilled around in the chassis to reduce weight there as much as possible. Unfortunately this had a negative side effect of causing the vehicle to crumple like a tin can when being involved in crashes.
Powering the Dual-Cam Turbo was, accurate to the name, Quezon’s in-house developed 1.6-litre Dual Cam engine, the same as in the Cordova, only this time it featured mechanical fuel injection, beefed up internals, and a large turbocharger said to be capable of up to 350 horsepower in full rallying trim (Oftentimes it has been reported to be lower, however, usually around the 320 range), although for homologation power was reduced to just over 190hp. A nearly identical engine with the stroke increased slightly, improved reliability and a power bump to 430hp would later make it to the mid-engined R4-T17 prototype.
While the Laguna Dual-Cam Turbo was homologated for Group B racing, and ended up competing under factory backed teams in the WRC until 1985, and by independent teams until the end of the Group B era, not all 200 cars are able to be tracked down even by Quezon themselves to this day, making them relatively rare.
The Laguna Dual-Cam would be the last Quezon rallycar homologated until 2006, as in 1983 a fatal accident had occured during the testing phase of the Quezon R4-T17 prototype, forcing Felipe Quezon to shut down Quezon’s motorsports division in 1984, and sell the QuezonRacing F1 team that same year, with an extra one year of factory support for rallying until 1985.
Gallery
王建民-秋冬之美第二段秋冬之美第二段- 王建民
555 HONG KONG-BEIJING 1985
24 Likes
I see what you did there!
3 Likes
1986 Wells i5
It’s time for a new breed.
New value. (i5 GL)
New style. (i5 GLS)
New sport. (i5 GLT)
The new Wells i5.
There’s one just for you.
4 Likes
A little over 72 hours remaining for round 4 submissions. Also, I will accept a maximum of 6 more submissions this round. If you’re wanting in, don’t delay.
8 Likes
Lynx L32
For 1986 Lynx offers the fuel injected L32 in North America, this engine now makes 246bhp@7000rpm while also being California clean air compliant and much easier to start and live with.
Mechanically the car is the same as the introduction of the model in 1985, a mixture of steel and aluminium are used for the monocoque and panels for strength where it is needed and also to bring the weight down to only 1197KG. The 0-62mph sprint is done in only 5.47 seconds and a top speed of 172mph making this the fastest V8 car that Lynx has produced.
since this isn’t necessarily a competition here is the .car for anyone else who wants to download the car. The chassis needs hiding though as it ruins the interior.
COP2R4_-mart1n2005-_Lynx_L32__v8.car (98.5 KB)
13 Likes