Actually, good to know since I need to review the 1971 Streethawk before the next update.
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In March of 1968 it was announced that Marshall Engineering had bought a controlling stake in Franklin Automotive. The company was being rebranded as Franklin Marshall. The insignia and car lineups would be remaining the same.
It was decided that a special HiWay GT was to be commissioned before the name change went through.
Powered by a 2,2L inline 6 engine the car was a joy to handle. Then it was sent to the US.
The company had to ditch the radial tyres and fit a higher profile crossply variant. The car lost over 1.5 seconds in acceleration. Different suspension geometry helped bring the handling back to a somewhat reasonable level of handling.
So, here it is…the last edition of the Franklin HiWay.
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You are correct. Mistake has now been corrected. Thanks!
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IVERA 120 C6 and C6T
The history behind the IVERA 120 is short yet interesting. Following the failure of the IVERA 74 and 77 in the US, IVERA Motors decided it should create a car that would put it on the map fully. But, the parent company of IVERA Motors, IVERA Industries had to upgrade the factory complex in Malmo to allow for car production, since IVERA also manufactured cranes and marine engines at the same complex. The 2 new buildings were completed in 1970 and a mere 2 years later came the IVERA 120 sedan. The IVERA 120 retained some of the things from the original IVERA 70 series cars but was over all much larger and longer than its predecessor. The C6 and C6T were the only two trim levels available, the C6 being the standard model and the C6T having a few extra luxury features.
The file is on its way, expect Sunday at the latest.
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(This is a car released in 1966 but I have understood it like that it is OK since the trim year is 1967. I hope that I will be corrected and given a second chance if I still haven’t understood it right)
1967 IP ICARUS 2000 DX WAGON
The IP Icarus was introduced in 1960 as a more upmarket alternative to the Lily. The second generation Icarus, introduced in 1966, was moved even more upmarket since there now was the Celestia that slotted in between them.
The second generation kept its McPherson strut suspension from its predecessor, but the leaf sprung solid rear axle now was replaced by a semi trailing arm suspension. The pushrod 2 litre inline four was inherited from its predecessor, but there was also an all new, alloy head OHC inline six as an alternative, with a volume of 2.2 litres, as well as a 2 litre diesel inline four. Also, you could now get a 3 speed automatic transmission as an alternative to the 4 speed manual.
The avaliable bodystyles was a 4 door sedan or 5 door station wagon. The sedan was available in three trim levels, the entry level DX, the more well appointed GLX and the for its time very luxurious VIP. The wagon could only be had in DX form, though. The Icarus panel van continued for some years on the old platform from 1960 before it was discontinued altogether, since the leaf sprung rear end was seen as more suited for a work vehicle.
The second generation Icarus was produced until 1972 when it got replaced by the third generation, that could be seen more as evolutionary than revolutionary.
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Also, a question regarding side marker lights (taking it here so it doesn’t drown in my car post)
The rules says in front of the A-pillar, which I am OK with, with one exception. Forward control vans. It is hard to place something in front of the A-pillar when the front ends at the A-pillar. So, what do you say about placement there?
1970 Madison Trebuchet 427 HP (Handling Package)
As part of its facelift for 1970, the Madison Trebuchet received an option called the Handling Package that could be fitted to all V8-powered variants. Realizing that the Trebuchet had been something of a one-trick pony (car) in its original form, the chassis engineers at Madison developed the Handling Package to improve its dynamics, which had hitherto been patchy at best.
Customers who ordered the basic Stage 1 Handling Package received a locking diff, a contrasting wide longitudinal stripe, front and rear spoilers, race-tuned suspension with stiffer springs and dampers, front disc brakes, and alloy wheels. If this wasn’t enough, a Stage 2 version incorporating a wider front track, radial tires and rear disc brakes could be ordered with the 427 V8, as is the case with the example shown here, but since it also required the fitment of a 4-speed manual transmission, very few customers ordered it, and the 4-wheel disc brake setup was ditched for 1972.
Under the hood the venerable 427 V8 received a few tweaks that pushed its output to 350 (net) horsepower - a sizable amount for the era, and with slightly more efficiency to boot. The extra power could be easily felt in a straight line, and, on twisty roads, more easily harnessed as well. Unsurprisingly, Trebuchets fitted with the Handling Package were better suited to circuit racing - although they were still most at home on drag-strip runs. However, as the tide turned against the muscle car movement later in the decade, the fire-breathing 427 engine was significantly detuned for 1972, and by 1974, in the wake of falling demand due to the oil crisis, production of the Trebuchet had stopped altogether.
Today, a 1970-71 Trebuchet HP is generally considered to be more desirable than a standard Trebuchet, especially if it is fitted with the 350-bhp 427cid V8 engine, and even more so in Stage 2 form; many were campaigned (and often thrashed) in drag and circuit races, regardless of whether those were officially sanctioned or not. Surviving unmolested examples (especially those built to Stage 2 specification) now command high prices as a result, with the entire Trebuchet line now regarded as a high point in the first era of muscle and pony cars, and the HP as its crown jewel.
The side-effect of the Trebuchet’s success was that the Madison Motor Car Company (as it was now known) had its work cut out for them when the time came to replace it, especially with a new set of Federal regulations being introduced for 1975. Would they rise to the challenge? The answer to that question will have to wait until the next round.
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From the looks of it, the front side marker lights on US spec forward control vans were placed on the overhang ahead of the front wheels.
Between the front of the wheel well and the bumper.
As for your other question when you posted your car, yes that’s fine. Trim year is what counts.
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MY69 Keystone Q2600GP
The 2nd generation Keystone Q series was a radical visual departure from its predecessors but was thoroughly conventional under the skin!
Keystone had a roadster in their line-up since the mid 50’s, which was the first generation Q series. Powered by either a 1.4L or 1.7L “Surrey” four, the Q was fun to drive but lacked any serious performance ambitions. So, when the 2nd generation was being researched, a “Quebec” inline six, eventually fitted to the facelifted D series, was test fitted to a Mk 1 Q. Much to Head Office’s chargrin, the big six was too lengthy for the stubby roadster and there was no money to engineer a lengthened chassis. The cheap refresh and refit Mk 2 Q was no longer a viable option.
Cut to 1964, Keystone is struggling under the weight of outdated engineering, dated product and a lack of funds. The Q series needs to be replaced and new powerplants need to be developed. The marketing team came up with an idea for the Mk 2 Q… A re-skin of the Mk 1 chassis with something radical and find an engine to fit!
British Racing Green is the defacto setting for the Q2600GP, luckily it also looks good!
The Q Mk 2 was born that day. The radical design departure resulted in a wedge shaped coupe with a Targa top and massive steel clamshell bonnet and boot. The front and rear clamshells had torsion bars to allow anyone to lever up the steel sections without undue fuss. There was double wishbone suspension up front and trailing arms out the back. The base trims are still powered by the 1.4L and 1.7L “Surrey” fours but the top spec GP trim, which was the only car to reach the USA, adds a more powerful radio with mechanically operated memory presets, full carpeting, quilted door panels, and thicker seat padding to it’s all new, more powerful engine installed as standard. The Q2600GP had the new “Brampton” V6, a 2.6L all iron vee, which handily improved the Mk 2 Q’s performance and gave Keystone drivers the car they were craving; an all-empire Muscle car!
Keystone had high hopes their gamble on the (w)edgier Q Mk 2 would pay off
The Q2600GP handled well and performed decently, it’s looks were out of this world in 1969 and it’s rumoured that the Queen owns no less than three of them, painted red, white and blue!
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If we re-use a engine from an existing model, are we allowed to alter it to fit those standards?
Considering the only rules right now for engines are “variant year must be no newer than trim year” and “no race parts”…
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Ryuji Heavy Industries began producing internal combustion engines for the agricultural and manufacturing industries in 1932. Their factory capacities were increased during the 40’s to aid in the war effort, which allowed them the room to expand into the passenger car market during the 1950’s. Their first car was the Shiisaa, a 360cc kei car designed to be a simple and affordable alternative to the more common motorcycles used by the Japanese population.
This was followed up by the larger Chariot in 1957. Featuring a 1.1 liter OHV inline four, a perimeter ladder frame, and a four speed transmission, it quickly became a strong competitor in the growing family sedan market. It received a larger 1.3 liter engine in 1963 and a all new body design two years later. It was during this time that the Japanese company set their eye on exporting their offerings, especially in the United States with it’s rapidly growing import market.
Ryuji wisely decided to stick to bringing over only the larger Chariot to the Americas, were it’s cheap price, easy serviceability, and decent build quality helped attract buyers to the young company. It was soon followed by a more sport oriented two door coupe and a compact pickup based off the Chariot’s mechanicals.
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Angus Automobile Vagabond Sedan Deluxe - V8 353
OOC Intro: Groupe Régal is two of my brand merged (Angus in US/CA and Régal in Europe). In the early days I will focus on Angus unless a small import sport car from Régal is submitted. After 1980 the focus will be more and more on Régal.
The Vagabond was released in 1968 and was meant to be a more muscle-y car from Angus. Gone was the flathead days and the brand new Mistassibi V8 was first released on this model.
It was offered in Coupe or as a 4-door Sedan, and had a variety of engines available. The model shown here is the Deluxe with dual side mirrors, larger rims and brakes, and a 353 pushrod engine pushing more than 400 hp (293 net SAE).
Even if the deluxe was premium, Angus wanted to keep this model cheap - it was not high end at all, being pretty raw around the corners. It wanted to be many things, but Angus was anxious to see how it would sell - it ended up pretty popular in Canada compared to US models due to it’s cheap price, even the more deluxe versions, but did not do well south of the border as it was not a true breed muscle or pony car.
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Schnell New 2200 SE “Surf” MY1971
The Germans wanted to revolutionise the car and enter the Group B scene.
So they refreshed the new 1700S, 2200, 2400, 3200 V6 models, Instead of a ladder frame they switched to a monocoque unibody which would become the future. The engine has been heavily upgraded for rally along with its standard counterparts. This car’s bumpers were thick enough to lack the ugly 5MPH ones on license plates.
For the EU market, the trims had more powerful engines unlike the USA where this car has… Wait for it… 110 horsepower. It was enough in the 1970s as a replacement to the early cars. It now has a gas Mono-tube dampers. The surf model, as the name implied, was a popular car among surfers. It had a very flexible storage capacity and enough for the surfboards. excl. aftermarket roof racks. The side mounted vents in the pillars helped cooling down the rear seat occupants in the summer.
This model has a sunroof. It was very cheap and cheerful. Being priced at 12,100 USD. It costs $79,761 in today’s money.
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Cyanide Motors 1969 Husky
Husky A20
“It’s a truck.” - a motorsport magazine
The 1969 incarnation of the Husky was a well received addition to the company’s catalogue. A truck, built like a tank and capable of hauling most of your wordly possessions, the Husky saw production in several trims, all of which featured the same interior, but differed in terms of power and drivetrain. Among those trims the A20 proved to be the most successful in North America.
The Husky A20 was powered by a 4.8L V8, meant to provide enough power and torque to carry whatever load was put into the truck bed. The semi-unintended side-effect was that the unladen Husky A20 was capable of reaching 0-100km/h in about 8.6s, which one wouldn’t necessarily expect from a vehicle that clearly wasn’t trying to be a sports car. In fact, some called it something of a split personality. Capable of dealing with harsher terrain despite not being a true offroader, capable of handling decently heavy loads and at the same time still usable as a pickup tool when meeting girls at the bar.
The A20 trim was came with 16" rims, automatic locker and 4-speed manual as standard, as well as headlights that were covered by plastic covers when not in use.
Engine
CM-1969 E-2 M481
- Capacity: 4.8L
- Cylinders: 8
- Power: 212hp @ 4600RPM
- Valce train: 16-valve OHV
- Fuel system: Twin 4-barrel
Trims:
A10 - standard model, 3.6L V6, RWD
A15 - 3.6L V6, 4x4 - offroad-oriented version
A20 - 4.8L V8, RWD
A25 - 4.8L V8, 4x4
Some have come to also realize Husky’s potential as a platform - a re-tune of suspension, some engine tuning, softer tires and it could be a fun drive…
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OOC: The lore is a tad edgy but hey its 1970s latin america
In the early 1970s, one of few latin american car companies was blooming. A relatively small production company up to that point, Solariego, managed to get their hands on government subsidies to start the production of their new car. The “Copihue”.
Solariego Copihue
Picture taken in Chile, 1970
Story and pictures
Most of the technology in the car was purchased from European companies. The car was powered by a 4 liter v8, making 238 hp, and giving the Copihue a 0 to 60 of 7.62 seconds. Fitted with a hydropneumatic suspension, Solariego took pride in the seamless ride its new flagship had. What the company did have at home was access to one of the most diverse selection of leathers and premium materials in the world, a fact that was heavily emphasized in the publicity runs of the Copihue. “The most diverse and prestigious selection of interior materials in the globe.”
The car, initially meant for the Latin American market, was exported to the US. Interiors were made in specification of the client, and the company fought heavily to match the British and American luxury titans by providing the most premium of customer services. And while it didn’t reach the popularity of its competitors, the uniqueness bought some prestige of its own. Oftentimes, the rich clientele that bought the Copihue found themselves owning a car not seen anywhere else, and in the unlikely case that two Copihues encountered each other, the milliard of customization options offered to the client meant that no 2 cars were alike. The relatively inexpensive (For a luxury car) price of the Copihue allowed it to cement itself as an entry level luxury vehicle, one that even the upper middle class could afford.
One while looking at a Copihue will start to wonder, what is it with the empty space between the 2 back seats, the overpowered engine and the extremely large boot. That’s where the ugly part of its heritage rears its head. The 1970s in Latin america was a period of dictators, and every government needs a quick, spacious and imposing vehicle. The space between the 2 back seats housed weapons, medical equipment and other on the field supplies. The extra weight added by bullet proofing the vehicle made a much better use of the 4 liter V8 and the large boot could easily store a body… or two. The car was used across multiple regimes in the continent, whether it was transporting a key military figure, performing an assasination, or kidnapping political opponents, the Copihue proved to be a valuable tool for any dictator.
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1970 Shidley Chips “231 Street-Stock”
The late 60s and 70s saw a lot of powerful muscle and sports cars selling well, and Shidley wanted to make their brand more known and respected in the USA. They decided to create a muscle car. Instead of the classic approach of a large engine in a large vehicle, they opted for a tuned up 231 cui (3,8l) V8 in a small british sports car body, avaliable in europe with a much more refined and efficient i4. However, the V8 was powerful for its size and this car was very quick. The “street-stock” package was built for speed, with the most powerful iteration of the 3.8 V8 seen at the time. It also included special wheels with large tyres and a spoiler. The V8 version would make its way over to europe with far more performance due to better tyres and a retuned V8, but the street stock package was only avaliable in the USA as a special dealer order.
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1972 Mara Irena Wagon
Buoyed by the modest but steady success of importing the tiny Mara Companion (and with some extra motivation due to impending safety regulations that the Companion might not be able to fulfil), in the early 1970s Maxsim Bricklov also started importing Mara’s second car, the Irena, after its first facelift. Not only had that ironed out the worst kinks but it also added a 5-door station wagon and a 3-door hatchback / coupe to the lineup. On its debut in the late 1960s, the Irena had merely been available as a 4-door sedan and a 2-door panel van.
The Irena Wagon being driven on a road trip
With a 2.4m wheelbase and 4m in overall length, the Irena was considered to be a large family car in its home country, but in NA competed against the other recently launched ‘subcompacts’ and their already quite competitive price points. While some of these were offered in wagon form as well (Pinto & Vega), these had just 3-doors. Bricklov believed that emphasising the 5-door Irena wagon’s unique selling point would make for an effective ad campaign, as neither of the other three body types offered much except a lower price over the competition, and that’s an image of Mara that had built itself over the past decade anyway.
The necessary modifications for the Irenas could be limited to adding a second mirrored reverse light (again) and the front and rear side-markers. Since Mara’s main official export market had already announced a widespread lead ban in a few years time, the ‘export’ engine version tuned for lead-free 91 RON was shipped to NA as well.
Otherwise, the Irena’s formula was not too different compared to the entry-level trims of the other subcompacts - a 2.0l cast-iron OHV I4 (albeit somewhat undersquare) driving the rear wheels through a 3-speed manual, and double wishbone coil suspension at the front and a coil-sprung live axle at the rear.
Car lore novel post: Mara Motors Company Thread (now up to date till 2000) - #2 by AndiD
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One week remaining for submissions for round 2.
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