KVE Motors

[dontmatr]

KVE Motors’ original iteration was founded in 1960 by a young Floridian that had relocated to a small town in the Gulf Coast of Texas. His intention was to create a small sports/GT car inspired by the great European makes of the time, but with a distinctly American flavor with V-8 power.

After setting up shop in 1961, KVE set to work on its first project, dubbed Artemis. Its platform was a thoroughly orthodox body-on-frame design, with a MacPherson strut front suspension, with the rear wheels supported by a solid rear axle and leaf springs. The transmission was a wide-ratio 3-speed manual; not exactly hot stuff when 4-speeds were common. However, it also sported 4-wheel disc brakes, which was a rarity at the time. The body was penned by an American, though inspired strongly by the small British sports/GT cars of the time, with a distinctive fastback profile. It was beautifully crafted in aluminum, with its panels hand-beaten into shape. The interior was well-appointed for its day, if not exactly luxurious. By 1963, the prototype had been built, and would be ready for testing save for one detail: the car had no engine.

KVE had no engineering or production capabilities to build its own V-8, so it sought the assistance of larger, more-established American automakers. Rejected by General Motors, Ford, Chrysler, and American Motors, KVE found a willing donor in Studebaker, which was in dire straits at the time. A deal was struck in late 1963, in which several 289ci V-8s would be built for the small Texas company. On May 17, 1964, the first of the 289 V-8s (moderately massaged in-house by KVE and fitted with a 4-barrel carburetor instead of the factory 2-barrel unit, resulting in a bump in horsepower from 225 to approximately 240) would be mated to the Artemis prototype, which had languished in storage without an engine for nearly a year. Now with a complete automobile, KVE put the new car, now dubbed the Artemis 4700GT, thoroughly through its paces…

…and the resulting car was a mixed bag, to say the least. The 4700GT handled rather well despite its rudimentary suspension, and was capable of cruising smoothly at 130 miles per hour until the fuel tank was empty. The 4700GT also proved to be able to hold its own in a straight line against many other sports/GT cars of the time. Despite being hobbled somewhat by skinny, bias-ply tires, considerable wheelhop and a less-than-sporting wide-ratio 3-speed manual, the '64 Artemis could manage a very respectable 6.9 second 0-60 time and ran through the 1/4-mile traps in a relatively quick 15.3 seconds. Top speed was 135 miles per hour. Although not slow by any means, the 4700GT would simply be outmatched by many full-size big-block coupes and sedans at most drag strips and street lights, to say nothing of the lighter, intermediate-sized ‘muscle cars’ and even smaller compact-based ‘pony cars’ coming into vogue at the time. A contemporary Corvette or Cobra would obliterate it in nearly every respect.

Most distressing were the brakes, which took the 4700GT 186 feet to stop from 60 miles per hour despite being blessed with a thoroughly modern 4-wheel disc braking system. Also, the price of the car, nearly double that of a contemporary Ford Mustang, would surely hamper sales. Furthermore, the styling was considered by many a love-or-hate proposition. Despite these flaws, in desperation for cash, KVE put the Artemis 4700GT in production. Although praised for its high-speed poise and commendable balance between ride and handling, decent acceleration, as well as its high build quality, the automotive press was torn by the car’s aesthetics, and thoroughly panned its horrendous braking ability. Many reviewers also lambasted the car’s exhaust note; due to a combination of haste and engineering considerations, the V-8’s exhaust exited out of a single tailpipe with a rather uninspiring note. Also ridiculed was the $5100 MSRP.

All of these factors would conspire the 1964-1965 production of the Artemis 4700GT to be only 36 cars. For 1966, KVE would need to step up its game considerably, lest it end up a footnote in American automotive history…

[dontmatr]

After putting itself on the map, albeit in a somewhat forgettable manner, KVE pushed on with its Artemis GT design.

Although managing to sell 36 Artemis 4700GTs, KVE would have to do better, considerably better if it was to survive. To that end, the Artemis would undergo a thorough revision for the 1966 model year. The body, still hand-crafted in aluminum, had a more formal, semi-fastback design. A larger grille with two small driving lights would be incorporated into the front end, along with redesigned turn indicators. This rendition of the Artemis body would feature a touch of Italian as well as British design influence. While still retaining its body-on-frame structure and MacPherson strut front suspension, the rear suspension was upgraded to a solid rear axle with coil springs, replacing the old leaf-spring design. Crucially, the 4-wheel disc brakes were considerably upgraded, with larger rotors and now featuring two-piston calipers up front. Also of importance, the old three-speed wide-ratio transmission was replaced by a new, much more modern and aggressively-geared 4-speed unit.

With regards to power plant, KVE was back at square one. Studebaker would go under in 1966, therefore no more 289s would be available. Once again, KVE management sought help from the Big Three and American Motors. This time around, KVE managed to negotiate with AMC into providing limited numbers of its 200 horsepower 4-barrel carburetor version of its 290 cubic inch V-8. On March 7, 1966, the revitalized Artemis 4800GT rolled out of the small Texas factory and onto a local racetrack for testing.

The 4800GT proved to be far more capable than its predecessor. While still not quite a drag strip terror in it’s day, the car could rip through 60mph in only 6.3 seconds thanks to its new close-ratio 4-speed transmission and KVE-tuned 255hp 290ci V-8, and run through the 1/4 mile at 14.4 seconds and was capable of topping out at 140 miles per hour. With its upgraded suspension, and newly available radial tires with a grippier compound, it was an even more capable handler than the 4700GT. The redesigned braking system could stop the 4800GT in a stellar 124 feet at 60 miles per hour, over 60 feet shorter than a 4700GT.

Again, the automotive press spoke highly of the Artemis’ ride, handling and build quality, but this time around, they were much more receptive with regards to the redesigned body. Auto reviewers were also much more satisfied with the car’s acceleration and braking, as well as the new 4-speed transmission and revised brakes. They also noted the new car’s dual exhaust; KVE had finally managed to engineer one for the car the year previously. As a result, the 4800GT had a much more satisfying exhaust note than the 4700GT. Reviewers and potential buyers still balked somewhat at the entry fee - now $5300, although not as vociferously as they had with the 4700GT.

All in all, the 1966-67 Artemis 4800GT would be considerably more successful than it’s predecessor - 275 cars would roll out of the Texas factory before AMC inexplicably cut off the supply of its 290 V-8 to KVE. Although finally achieving a measure of success financially and critically, the company again faced hardship with this newest downturn…

[dontmatr]

Although the '66-67 Artemis 4800GT was a financial and critical success for KVE, the company’s lack of its own engine had so far been its most frustrating stumbling block. After selling 275 4800GTs, AMC, for reasons unknown to this day, cut off its supply of 290ci V-8s to KVE, once again forcing the small company to look elsewhere for a new engine.

After many phone calls, meetings and a few backroom deals, KVE managed to secure a new engine from Ford Motor Company for the Artemis: The 302 Windsor small-block, just introduced for the 1968 model year. Ford would sell a 235hp version of this engine with a 4-barrel carburetor. On February 2, 1968, the newly re-engined model, now dubbed Artemis 5000GT made its debut.

Although KVE still had no capability to produce its own engines, it was at least at least capable of improving upon them in-house by 1968. Hiring a legion of hot-rodders and purchasing an old warehouse on the outskirts of town where the factory was located, KVE had replaced the cast-iron manifolds with tubular steel headers, incorporated forged 10.5:1 pistons, connecting rods and a steel crank, a bespoke camshaft grind among other improvements boosted output of the 302 to 300hp and 320lb/ft of torque.

As the 4800GT proved to be a capable car in its own right, KVE felt no need to make any drastic changes to the Artemis platform. Aside from adding heat extractors to the hood, side marker lamps and a repositioned exhaust with four tailpipes from the 4800GT’s two, the 5000GT was nearly indistinguishable from its immediate predecessor (a fact which would prove a nasty surprise to many drivers that would line up next to one who had failed to spot these differences).

Once more, the automotive press gave glowing praise with regards to the Artemis’ ride, handling, braking and build quality, and were highly complimentary of the styling. The press also commented on the new Ford-sourced but KVE-massaged 302, especially with regards to its power; the 5000GT could get to 60 in only 6.1 seconds, while screaming down the 1320 feet in only 14.2 seconds, with a blistering terminal velocity of 158 miles per hour. Stopping from 60-0 took a mere 120 feet.

The Artemis 5000GT would be built through 1969 with virtually no changes; Eight hundred thirty-two 5000GTs would be built at the Texas facility before KVE would yet again have its supply of engines cut off in January 1970, forcing the company into another all-too-familiar crisis…

[SeriousSimon]

Absolute pleasure to read this well written peace of KVE history. Now two questions appear in my mind:

1. What is behind the name KVE Motors? What does KVE stand for?

2. What happens next? Where are you gonna get engines from, or when is KVE gonna build their own?

[WizzyThaMan]

Those are some pretty decent cars man, I like them! Surely will follow the company with models like this

[dontmatr]

Observing the runaway success of intermediate-sized ‘muscle cars’, KVE felt that it could build such a car, but with a more sophisticated twist.

In late 1968, KVE launched its project for a mid-sized, high performance coupe. Unlike the smaller Artemis, the new car, to be dubbed Adrestia, was much more overt in Italian styling influences, with a long, low-slung hood and a dramatic fastback shape.

KVE’s partnership with Ford Motor Company was still in full swing at this point; Two hundred fifty 428 cubic inch Cobra Jet big-block V-8s were requested and received by March 1969.

Although similarly sized and proportioned compared to contemporary muscle cars, the Adrestia was a very different beast under the skin (and with its hand-formed aluminum body panels, even the skin was different from most muscle cars). A MacPherson strut suspension held up the front end of the car, but a semi-trailing arm independent rear, very much a rarity in this class of vehicle was incorporated.

The first Adrestia 7000GT rolled out of the Texas plant in May 1969.

When given the keys, the automotive press raved on about the car’s performance,looks and build quality. The fully-independent suspension, unique in this class, set it worlds apart from other muscle cars in terms of ride and handling. Powerful 4-wheel disc brakes could halt the nearly 3800 pound coupe from 60 miles per hour in only 127 feet. The 7000GT was more than capable of holding its own in a straight line; with an estimated 400hp from its fortified 428 big block, and backed up to a ZF 5-speed manual (another exclusive in its class), the Adrestia could hustle from 0-60 in only 5.7 seconds, and tear through 1320 feet in 13.9 seconds. Terminal velocity was 169 miles per hour. Complaints from the automotive press were limited to the car’s extravagant $8000+ sticker price, well over twice that of most muscle cars from 1969, and that only 250 copies of this vehicle would be made for that year, all of which were sold before even the first car left the production line.

Although an unqualified success for 1969, the Adrestia would undergo yet more changes under the skin for 1970…

[dontmatr]

Despite being a runaway success, KVE was faced with a difficult situation when Ford Motor Company pulled the rug out from under the small Texas outfit by discontinuing their supply of 302 cubic inch small-block V-8s in January 1970 (for reasons still unknown to this day; Ford and KVE execs refuse to comment even now). Upper management was scrambling to obtain a replacement; again, KVE began seeking a new powerplant for what would be the swansong year for the 1st-generation Artemis.

This time, after much negotiation at great cost, in February 1970, KVE had reached an agreement from General Motors in which 500 of Chevrolet’s ultimate version of its 350 cubic inch small-block V-8, the LT-1, would be sold to the small manufacturer. This motor, used in the 1970 Corvette and Camaro Z/28, was rated at 360-370hp, depending on its application. As the LT-1 was already quite potent in stock form, KVE limited its engine modification via basic tuning and replaced the stock intake manifold and carburetor with a custom-made unit, topped with dual four-barrel Holley carbs. The stock cast-iron exhaust manifolds were replaced with custom tubular steel headers. The cumulative result of these changes was an impressive 400 horsepower and 375 pound-feet of torque.

Another major change to drivetrain was the replacement of the 4-speed gearbox with a state-of-the-art ZF 5-speed manual, thr same unit used in the Adrestia 7000GT.

The body also received some cosmetic tweaks; The grille was enlarged, as were the driving lights and turn indicators, and the hood was re-sculpted with a subtly larger bulge. The exhaust pipes were now larger and boasted a chromed finish; The taillights also received a refresh. The biggest changes under the skin, apart from the engine, was with the suspension. KVE had been developing a semi-trailing arm independent rear suspension for the Artemis since the introduction of the 4700GT, and would finally make its debut here; The brake system also received some minor tweaks.

With these changes both major and minor, the first 1970 Artemis 5700GT was driven out of the Texas facility on April 2, 1970.

It proved to be a smash hit with automotive journalists. The new fully-independent suspension enhanced the already superlative handling characteristics of the car; the powerful 4-wheel disc brakes could halt the 2815 pound coupe from 60 miles per hour in a scant 120 feet. The 5700GT was somewhat disappointing in 0-60 runs, being no quicker than the outgoing 5000GT, again, thanks to massive tirespin. However, it made up for this in the 1/4 mile, with a staggeringly quick 13.9 second time, and flat out with the ZF 5-speed in top gear, the 5700GT would reach an eye-watering 167 miles per hour. Complaints from the automotive press were limited mostly to the revised taillights (some preferred the arguably cleaner 68-69 arrangement), a relatively spartan interior and an exorbitant $10000 sticker price; now roughly $2000 more than a fully-loaded Corvette of the same era (as well as the '69 Adrestia).

Nevertheless, from April to August 1970, KVE had managed to build and sell exactly 500 Artemis 5700GT coupes. With their 400hp small-block V-8s, fully independent suspensions and 5-speed gearboxes, the '70 Artemis 5700GTs, along with the ultra rare Studebaker-powered '64-'66 4700GTs are highly sought after by collectors today.

With massive government regulation looming, KVE braced itself for what would be a tumultuous decade for automobiles known as the 1970s…

[dontmatr]

With the 1969 Adrestia 7000GT a sales hit, KVE geared up for production in late 1969 to produce another 250 cars, as 1970 models. However, With Ford suddenly pulling their supply of engines to KVE, the small manufacturer faced having a glut of engine-less cars languishing in their factory’s back lot. Turning to General Motors, initially to purchase 500 LT-1 small-block V8s for the upcoming '70 Artemis, KVE, at the last minute, had negotiated the sale of two hundred fifty LS-6 454 big block engines, for installation for the Adrestia.

Like others before it, the engines destined to find a home under the long hood of the '70 7400GT were worked on by KVE’s now-skilled workforce of engineers, technicians and line workers. Like it’s smaller LT-1 brethren, the LS-6 lost its single 4-barrel carburetor in favor of a dual quad setup, the cast-iron exhaust manifolds were out, and in their place were steel tube headers. The engine block and heads were balanced and blueprinted, and the KVE installed their own camshaft with a specific grind, tailored to the Adrestia. Although keeping Chevrolet’s 450hp gross rating, it is speculated that these engines were capable of putting out over 500 net horsepower in bone stock trim…

Also new to the Adrestia was a choice of transmissions; The '69 model was limited to the ZF 5-speed model, but buyers of the 7400GT could now also opt for the simpler, cheaper and arguably more durable Muncie M-22 ‘Rock crusher’ 4-speed manual, as well as, for the first time in a KVE model, an automatic transmission - in this case, GM’s heavy-duty 3-speed Turbo-Hydramatic 400.

The 7400GT also received some minor styling revisions compared to the previous year’s model, but otherwise kept the same sleek lines.

Although nearly one hundred fifty pounds heavier than the outgoing 7000GT, the 454-powered Adrestia with a 5-speed ZF manual could crack 60 miles per hour a tenth of a second quicker, and fly through the quarter mile in only 13.6 seconds, and achieve a 177 mile per hour maximum speed. When equipped with the M-22 four-speed, it could match the ZF car from 0-60, but was two-tenths of a second slower in the quarter mile. Due to its gearing, the M-22 car was limited to a ‘mere’ 160mph. The automatic-equipped car was somewhat disappointing, but still quite quick: 0-60 in 6 seconds flat, followed by a 14.5 second 1/4-mile run and a 150mph top speed. Despite its rather substantial weight gain, the '70 Adrestia was just as adept in the corners as the lighter '69, and only took 128 feet to stop from 60 mile per hour.

Like the '69 model, the 7400GT order book would sell out before even the first car drove out of the factory on May 17, 1970.

The 454 would be a one-year only appearance for the Adrestia, and indeed, the '70 model would be the swansong for the Adrestia itself. Also, KVE’s production contract with GM would expire later that year, leaving the company searching yet again for another engine supplier, a difficult situation not made easier by stringent federal automotive regulations looming in the near future…

[dontmatr]

Emboldened by the success of its of Artemis sports/GT cars and Adrestia muscle car, KVE changed tack and launched a project for a 4-door, intermediate-sized sedan in 1967, to compete with the likes of high-performance sedans such the Mercedes-Benz 300SEL 6.3 and Maserati Quattroporte. It was to be as luxurious as anything that came out of Europe, yet would still retain much of the sportiness of the now-discontinued Artemis.

As KVE had only contracted GM to build 500 of it’s LT-1 small-block V-8s as well as 250 LS-6 big blocks, and still stinging from the prohibitive costs of the production contract, KVE opted to look elsewhere, and in September 1970, negotiated a deal with Chrysler Corporation to provide 250 of its 440-cubic inch Magnum big-block V-8s over two-year period.

In December 1970, the new for '71 KVE Zeus 7200GT-SS sport sedan was unveiled to the public for the first time.

The automotive press lauded the Zeus’ lavish appointments. Hand-carved and polished walnut trim was liberally applied throughout the car. Rich Connolly leather seats were provided for all four passengers. Interior luxury compared favorably with its European rivals. Unfortunately, costs managed to exceed those rivals as well: $19000 for a 1971 Zeus 7200GT-S, which was considerably more than a Mercedes-Benz 300SEL 6.3. Nor did the fact that the car was only available with a manual transmission sit well with potential customers. Also, many found the Zeus’ styling to be a bit on the quirky side…

The Zeus, unlike the Artemis and Adrestia, was built with unit-body construction, a first for a KVE automobile, but like its coupe predecessors, had each of its body panels formed by hand.

Although luxury had played a more prominent role with the development of the Zeus, KVE still placed performance first. Although slightly weakened due to increasingly-tightened emissions regulations in 1971, KVE’s in-house hot-rodders had managed to squeeze quite a bit more horsepower from the 440 than when they arrived in Texas, resulting in 350 net horsepower and 445lb/ft of torque.

Backed up with the same 5-speed manual transmission used in the '70 Adrestia, the 3576 pound 4-door Zeus could be launched from 0-60 in only 5.9 seconds, and run through the 1/4 mile in 14 seconds flat. Top speed was an impressive 156 miles per hour. Handling was impressive for a 4-door sedan of its size, with MacPherson struts up front and semi-trailing arms in the back, and could handle the turns with much the same vigor as a small sports car.

KVE would manage to build and sell 125 Zeus 7200GT-SS sedans for 1971 and 1972, before a major exterior redesign for '73.

The '72 Zeus would be remarkably unchanged from the '71 model, with a slightly down-rated powerplant, again due to more restrictive emissions requirements.

[dontmatr]

Quite possibly the rarest of the 1964-1977 KVE cars, the Zeus 7000GT-SS came to being after several high-profile customers were less than enthused with the performance of their standard 7200GT-SSes, and demanded more performance, regardless of cost. Although this model came about at the time where it was the beginning of the end of the muscle car, the 7000GT ensured that at least for KVE, the era would end with a resounding bang.

While still purchasing 440 Magnums for the standard production Zeus 7200GT-SS models, KVE also discreetly made arrangements to purchase a half-dozen of the company’s famed 426 Street Hemi engines. The engines easily fit inside the cavernous engine compartment, and surprisingly little modification was done to the motor, which was rated at 425 horsepower and 490lb/ft of torque. The transmission remained the standard ZF 5-speed manual.

The 7000GT-SS also received an exclusive front-end design which made it stand apart from its lesser 440-powered brethren. The rear of the car was slightly revised with two large tailpipes supplanting the four smaller ones. A small rear wing was also added. The interior appointments were no less lavish than the standard car.

When put to the test, the Zeus 7000GT-SS bolted to 60 miles per hour in 5.7 seconds, and screamed through the quarter mile in only 13.58 seconds. Top speed was a blistering 177 miles per hour. The 7000GT-SS, despite a slight gain in weight, gave up nothing in handling compared to the standard car, and the standard 4-wheel discs proved to be more than able when it came to stopping.

Performance-wise, the '70 Artemis 5700GT, '70 Adresta 7400GT, and '71 Zeus 7000GT-SS, would prove the performance high-water mark of KVE’s early years. The Hemi Zeus, especially, would be the last hurrah as such, as performance would decline from here on out, and it would take 15 years before another KVE car would match, let alone exceed the Hemi Zeus in sheer straight-line acceleration…

[LoucurasdoPortal]

Amazing posts you’ve been doing! Keep up the good work!

[Estel]

Interesting designs, I’m rather impressed at your design consistency between models. Very nice work!

[dontmatr]

Although expensive, the Zeus was an respectably successful product for KVE. However, ever-stricter emissions regulations and the upcoming switch to unleaded gasoline would mean diminished performance for future models. Also, the build process for the vehicle was rather laborious and expensive. It was decided that the company would try to mitigate this drop in performance as best it could, but also shift towards a more luxury-oriented focus as well, and to try to control costs in other areas in order to maintain profitability.

For 1973, KVE had decided to stick with Chrysler’s line of V-8s, and had entered an agreement with the automaker for them to provide engines on an as-needed basis. As for the successor for the Zeus, now named Thor, which would still use the underpinnings from the departing Zeus, it would still use the same rugged 440 cubic inch Magnum V-8, but KVE was reluctantly forced to re-tune the engine to run on regular unleaded gasoline; as a result, power had dropped to 280 net horsepower and 370lb/ft of torque. This was still relatively potent, but the heady pre-1970 days of leaded gas monsters with well over 400hp were over with (for now, anyway…).

The new Thor 7200 GT-SS, received more conservative styling than its predecessor, with a more formal roof line. Some in KVE’s upper management had thought that the styling of the Zeus was too radical for its customer base and had cost the company its share of potential sales. Others thought that the stylists had gone too far, but in the opposite direction, believing it to be too generic. Also, for the first time, this KVE would not have the hand-beaten aluminum bodywork that had been a company trademark since its inception. Instead, stamped steel would be the order of the day, reducing costs and build time.

Although costs had gone down due to this change, weight went up - over 200 pounds compared to the Zeus. Combined with the diminished power output from the once-mighty 440, performance suffered accordingly. To make matters worse, KVE would cease offering the ZF 5-speed manual for its cars, again, for reasons of cost. In its place was a standard Chrysler A727 Torqueflite 3-speed automatic transmission. Only 53 customers, however, opted for the optional A-833 4-speed manual.

Also, the suspension, compared to the Zeus, was softened up for more comfortable ride, though it still retained a measure of sportiness, thanks to retaining the same 4-wheel independent suspension as the Zeus. Braking was also likewise handled by the same 4-wheel disc brakes what worked so effectively on its predecessor.

When put to the test, the Thor handled competently, but without the sense of verve its predecessor displayed. Acceleration also suffered: With the standard automatic, zero to sixty took 7.6 seconds; respectable, but again, not in the same league as the Zeus. The 1/4 mile was done in a leisurely 15.8 seconds. When paired with the 4-speed manual, however, the 440 showed that it still had some life left in it: 0-60 in 6.5 seconds, and the 1/4 mile was done in 14.82. Top speed for both cars was a still-relatively brisk 145mph. Braking, however, remained a standout: only 129 feet to stop from 60-0.

Despite these setbacks in respect to performance, the interior of the Thor was even more lavish and well built than the Zeus. Despite being priced at nearly $23000, 1771 Thors would be built from 1973-1974 (a staggering number, considering from 1964 to 1972, the company had sold only 2399 cars combined), and KVE would reap substantial profits from this model. When KVE built the last Thor in early 1974, to focus solely on coupes, it would be 39 years before another sedan with the KVE badge would appear again.

By this point, however, KVE’s founder, who had left day-to-day operations to a small group of what he considered trusted advisers, however, had grown cynical over the direction the company had taken over the years, especially with the company slowly abandoning its performance roots in favor of more luxurious and profitable models. He had decided against interfering for the time being, but by the late 70s, turmoil would reign with regards as to who would control the direction in which KVE would take…

[dontmatr]

Although the Thor was an unqualified success, KVE’s upper management had desperately wanted a lavishly-appointed 2-door coupe to accompany it, and to take advantage of the burgeoning ‘personal luxury car’ market, and quickly.

To that end, KVE engineers dug up the blueprints and documentation for the 1969-70 Adrestia coupe.

The new car, based off the 1969-vintage Adrestia, dubbed Zorya, featured much the same styling as it’s forebear, although the front end was noticeably abbreviated by comparison, as well as featuring a redesigned rear end.

Like the Thor, the Zorya was saddled with an emissions-choked version of the Chrysler 440 big block, although in this application, a slightly freer-flowing exhaust resulted in a somewhat more respectable 300hp and 400lb/ft of torque. While having the same 4-wheel independent suspension setup, the Zoyra was turned more for relaxed cruising typical of American personal luxury cars. Like the Thor, the Zoyra’s body panels were now stamped steel, not the lighter, pricier hand-beaten aluminum pieces, resulting in lower build costs and higher weight (along with less performance). The interior appointments were respectably lavish, but not to the same extent as the Thor, as a cost-saving measure. Like the Thor, a Chrysler Torqueflite 3-speed automatic was standard equipment; 117 buyers opted for the A-833 4-speed manual transmission, which would only be offered in 1973 models.

In December 1972, the first '73 Zorya 7200GT rolled out of the assembly line. Sticker price - $9300.00.

Many journalists lambasted the styling of the car, far preferring the leaner, cleaner lines of the Adrestia. When put through its paces by automotive journalists, the Zorya was not as popular as its 1969-1970 predecessor. With the standard 3-speed automatic, 0-60 took 7.9 seconds, with the 1/4 mile was completed in a unremarkable 15.78 seconds. With the manual gearbox, the 0-60 time was reduced to 6.4 seconds, and it took 14.7 seconds to get to 1320 feet. Like the Thor, journalists considered the handling to be competent, but not particularly sporty, though they did praise the compliant and smooth ride. Braking also drew compliments: 127 feet from 60-0mph.

While the Zorya proved popular with those seeking a luxurious but unique 2-door coupe, those who had purchased earlier KVE models did not appreciate the shifting focus from performance to luxury and comfort. Nevertheless,the '73-'75 Zorya would prove remarkably successful, selling 1051 copies, and would help ensure KVE’s financial stability (as well as drawing the ire of many long-time KVE owners and several key members of KVE management, including the owner/president).

[dontmatr]

By late 1975, the Zorya’s sales were beginning show signs of flagging, and by the start of the next year, was faced with another challenge. The 440ci big block simply would not be able to provide emissions-friendly performance, and was dropped for the '76 model year in favor of Chrysler’s small block 360ci V-8.

This engine produced a lukewarm 215hp and 290lb/ft of torque, despite the efforts of KVE’s engine specialists, and to make matters worse, only a economy-geared Torqueflite 3-speed automatic was offered. The fact that a new front-end restyle, more luxury items and sound-deadening equipment had resulted in a curb weight of over 4000 pounds did not help matters.

The result was the slowest of all KVE models: 0-60 took an agonizing 10.3 seconds, while the 1/4 mile was achieved in a glacial 17.58 seconds. Not only that, in the interests of more cost cutting, KVE had reverted to a coil-sprung solid rear axle, and the suspension was re-tuned further with a heavy bias for comfort over handling. Even more distressing was KVE regressing to smaller disc brakes with single-piston calipers, again in the name of cost-cutting, and the result was a dismal 170 foot stop from 60 miles per hour; only the original '64 Artemis had a worse performance.

In another undesirable callback to 1964, the exhaust on the 5900GT had reverted to a single tailpipe, resulting in a uninspiring exhaust note.

Reviews for the '76 Zorya were unsurprisingly harsh: Road testers found the steering dull and anesthetic, handling abysmal , and were disgusted by the car’s lack of power and braking ability. They also nearly unanimously found the revised styling to be even worse than the '73-'75 cars.

In the end, only 173 Zoryas would be produced from 1976-77, the last one being built on September 2, 1977.

The Zorya would be the car that would give KVE management a wake up call. The founder of the company had grown disgusted of the way his company was being run, and saw no future in the way it was heading. The advisers that he had selected to run the business in his stead were not so willing to give up control. In the end, it would take a nearly two-year long court battle to determine who would control the company…

[dontmatr]

KVE’s plant had shut down for nearly two years while the company’s upper management fought over who would regain the company; In mid 1979, the company founder had emerged victorious. Once re-establishing the reins, he and his new staff feverishly worked to get the factory restarted for production. Fortunately, several years before the takeover crisis had began, a team of engineers working with the founder had clandestinely drawn up plans for a totally new model, sharing nothing in common with previous KVEs, aside from being V-8 powered.

In June 1979, only 4 months after construction began, the prototype for the new KVE Freyja had made its debut.

Chrysler had terminated the production agreement with KVE shortly after the company’s in-house struggle for control, forcing the company to again find an engine supplier. After several days in Michigan, the company’s founder had announced once again that Ford Motor Company would provide V-8s to KVE, 10 years after it had inexplicably ceased dealing with the company before. Like what had happened in 1970, Ford and KVE refused to discuss what had occurred during negotiations.

As for the car itself, the Freyja would introduce many firsts for KVE. For instance, the heavy, steel body panels from 1973-77 were gone, replaced with lightweight fiberglass. In another first for KVE, a sophisticated 4-wheel double-wishbone independent suspension was incorporated, resulting in vastly improved handling.

The styling of the body was heavily inspired by designs coming out of the Far East by this time. It was rather garish with many surface details: grills, vents and louvers abounded in this new, small, 2900 pound 2-door, 2-seat hatchback design.

Powering the new car was a familiar 302 cubic inch Ford small-block V-8. Once KVE’s team of engineers had finished with it, it would produce 185 horsepower and 235lb/ft of torque from the 2-bore carbureted engine, and would exit through a single exhaust. A far cry from what it could generate 10 years before, but better than nothing.

On the company’s test track and drag strip, the new car would prove it self capable of running rings around its overstuffed predecessor. It took 7.6 seconds to get to 60 miles per hour, and 15.78 to cover a quarter mile, a huge improvement over the '77 Zorya. The brakes, the only real carryover from the Zorya, could stop the car in a respectable 137 feet from 60mph. When the 4-speed manual was in top gear, a maximum speed of 138mph was possible. The car’s lighter weight and state-of-the-art suspension made it over 12 seconds quicker on the road course compared the Zorya. The auto press were torn over the styling; some thought it way over-the-top, whilst others called it a welcome breath of fresh air. What these journalists did agree on though was that the price of $15000, $5000 more than a contemporary Corvette, was a bit hard to swallow.

Still, the new car was a solid hit for the company, with 963 cars sold in 1979 and 1980.

[dontmatr]

Although a successful vehicle in terms of sales, the Frejya was to be discontinued after the 1982 model year, as KVE was planning to launch a radically different design to replace it. As a sort of send-off, the car received a fairly extensive exterior makeover, as well as some mechanical tweaks in it’s final year of production.

Ford’s 5.0 liter pushrod V8 remained, but was now backed with a new Borg-Warner T5 5-speed manual gearbox, the first 5-speed to be used in a KVE car since the ZF transmission used in the 1971 Zeus. The engine itself received a slightly more aggressive camshaft, the old 2-barrel carburetor was replaced with a new 4-barrel unit, and benefited from a freer-flowing dual exhaust. The end result was a respectable (for the time) 215hp and 255lb/ft of torque.

The '82 Frejya’s exterior did away with most of the myriad vents and louvers of the '79-81 cars. The refresh also featured a revised front end with quad headlights, which some pundits decried as looking a little too close to that year’s Ford Mustang.

When tested on the track, the '82 proved noticeably faster in straight line acceleration. Zero to 60 was completed in 7.3 seconds, while the 1/4 mile was achieved in 15.3 seconds. Although brakes were unchanged from earlier models, newer compound pads enabled the car to stop in 132 feet. Thanks to the new 5-speed overdrive transmission, Top speed was 10 miles per hour faster than the '79-81 cars, at 148mph. Handling remained much the same, but some drivers felt the car was slightly less responsive overall, due to the 150lb weight gain over the 1979-81 models.

The '82 Freyja received solid praise from most auto magazines and journalists for its well-rounded performance and complimented the refreshed styling (aside from the Mustang-esque front end), but again balked at its steep price of admission, now over $18000…

The last of the 217 Frejya 5000GTs for the '82 model year would be built on May 16, 1982, several weeks before its radical successor would make its debut.

[dontmatr]

In 1981, engineers at KVE were designing a replacement for the successful Frejya 5000GT. It was proposed that the new design, dubbed Tyche, would break from KVE’s traditional front-engine, rear-drive layout for its vehicle. Although retaining the steel unibody with fiberglass body panels and fully independent double-wishbone suspension, The Tyche would feature a rear mid-engine layout, with the powerplant mounted transversely behind the passenger compartment, sending power to the rear wheels via a transaxle. By 1982, most of the design was complete, and several full-size mock-ups were completed. When the president of KVE inspected these mockups, he noted that the empty engine compartment would be rather small for Ford’s 5.0L V8…

It was then that the designers had revealed that they had intended to use not a V8, but an inline-4; specifically, the turbocharged version of Ford’s OHC 2.3L. Upon hearing this, the president immediately objected to this, and insisted on a V8 powerplant for the car. The president said no more, turned around, and walked out of the plant’s design center.

Confronted by this change of events, the design team looked for a new power source for its vehicle, one that would fit in the tight confines of the Tyche’s midships engine bay. Nothing made by Detroit at the time was suitable. In early 1982,they booked a flight to West Germany, and approached Mercedes-Benz, with the intention of entering an agreement to purchase a number of their M116 3.8L SOHC V8s. To their dismay, the German powerhouse rebuffed KVE’s overtures, forcing the design team to look elsewhere (although before leaving Germany, they had secured a agreement with Getrag to build transaxles for the new car, and a licensing agreement with Bosch for their L-Jetronic fuel injection and anti-lock brake systems).

Upon reaching the UK, the design team went to Longbridge, in Birmingham, seeking out British Leyland in the hopes of securing an purchase agreement for the Rover 3.5L V8, the only production V8, other than the Mercedes, that would fit the Tyche. To their surprise, BL was quite willing to work with the small American manufacturer, and an agreement was reached in which 2000 Rover V8s would be shipped to Texas immediately. Ford, which had been a long-time supplier of engines to KVE, was concerned upon hearing this, but was reassured when the company president informed them that their engines would still find a place under the hoods of larger KVE vehicles then under development.

When the first engines and transaxles reached the US, one assembly was immediately mated to the Tyche prototype. Compared to the standard Rover V8, KVE’s version put out considerably more horsepower (220 vs. 187) but less torque(193 vs. 219lb/ft) at a higher rev range, due to a different camshaft grind and fuel injection calibration. The engine fit with little difficulty, and by mid 1982, pre-production cars were running around KVE’s test facilities in Texas. Testing went by very smoothly and rapidly, and by February 1983, the first production car, now officially dubbed the Tyche 3500GTi had rolled off the assembly line in Texas.

Eager to try KVE’s most radical car yet, the automotive test thoroughly put the Tyche through its paces. The 2737 pound car rocketed to sixty miles per hour in only 6.1 seconds, and hit the traps at the end of the quarter mile in 14.34. With the Getrag 5-speed manual in top gear, 160mph was possible. Handling was excellent, and the brakes, one of the few carryover items from the Frejya, but bolstered by Bosch ABS required only 109 feet to stop from 60 miles per hour. Observed fuel economy was 18.3 miles per gallon.

Most reviewers found the exterior styling to be fresh and exciting, but were disappointed by the rather plain interior, which was otherwise well-made and appointed. Cloth bucket seats were standard equipment, but on customer request, Recaro sport seats were available. Retail price was $31479, a large sum for the day, but considering the Tyche would roundly outperform a Ferrari 308GTS which cost nearly twice as much, it was seen a somewhat of a bargain.

Although rather costly to develop and build, the Tyche 3500GTi exceeded KVE’s wildest expectations. All 2000 1983 models were spoken for within a month, leaving the company scrambling for more engines from the UK. In 1984, 2736 more 3500GTis were produced, along with another 1736 units for 1985. By this time, a new, much larger, state-of-the-art facility was being built in Corpus Christi to handle the increased production, which was pushing the old factory to its limits.

[dontmatr]

In 1985, KVE’s new factory in Corpus Christi, Texas had begun construction, with an estimated completion date of May 1987. Meanwhile, for 1986, an extensive interior and exterior refresh had been prepared for the successful Tyche 3500GTi. A radically flattened and reprofiled nose was the most obvious change, along with cleaner rear-end styling. A more rakish interior was also incorporated.

Mechanically, the suspension was revised for even better handling, the brakes enlarged and enhanced with more aggressive pads, but the most extensive upgrade was to the engine. Based loosely on Bosch’s L-Jetronic system, the new multi-point fuel injection for the Rover V8 featured individual throttle bodies (simpler unitary and twin intake manifolds were tried, but would not fit in the Tyche’s engine bay). Additionally, a freer-flowing exhaust and catalytic converter was fitted. With theses upgrades, the Rover V8 in the Tyche now produced an impressive 240hp and 6200rpm, and, more importantly, 242lb/ft of torque and 3700rpm, a whopping 49lb/ft increase.

Upon its debut in December 1985, the revised Tyche was well-received by the automotive test. The restyled interior was appreciated by all but the most jaded reviewers, and the reshaped exterior also drew praise, although some believed the headlight were a bit reminiscent of the Ferrari Daytona. When put to the test on the track, the reviewers were stunned by the increased performance all-around. The run from 0-60 took only 5.3 seconds, the fastest yet for a KVE vehicle, and the 1/4 flashed by in 13.62 seconds, only four hundredths of a second off the pace of the previous 1/4 mile champion in KVE’s stable, the ultra-rare '71 Hemi Zeus. Top speed was 162 mph, and braking from 60 took a scant 108 feet. Around KVE’s road course, the car was 2 seconds faster per lap than the 1985 Tyche. With it’s much more efficient MPFI engine, observed fuel economy was an amazing 28.3 MPG.

Although the list price had jumped to $35,600, the Tyche, with its outstanding performance specs, was still seen as a bargain compared to cars costing twice as much, such as the Ferrari 328. The Porsche 930 was arguably as fast or faster than the Tyche, but to the base price for one was nearly $15000 more.

However, the redesigned Tyche would be a significantly rarer sight than the 1983-1985 models; British Leyland was going through difficult times, and a steady supply of engines could not be guaranteed. KVE reluctantly cut ties with BL in 1986, after 2800 additional Rover 3.5L V8s were shipped to the US. Once these engines were used up, the Tyche would be gone. That, along with a chaotic situation of moving personnel, machinery, paperwork and other necessities for running an automaker from the old plant to the new one ensured that production would not be nearly as high as the 1983-85 models. Only 1772 Tyches would be built for the '86 model year, with another 1028 following for 1987. A mere 36 would be built from leftover parts and engines from '87 models when the last 1988 model rolled out of the new Corpus Christi plant on February 22, 1988, bringing an end to KVE’s first mid-engine car. It would be 24 years before another KVE would launch another one…

[dontmatr]

Although the Tyche 3500GTi was a smash hit for KVE, with over nine thousand sold over a five year period, its 2-seat, mid-engine layout, with nearly no cargo space, was not exactly practical, and with the ongoing turmoil regarding its engine source, the Rover Group (formerly British Leyland), and an inability to fit any other production V8, it was decided in early 1986 to build a new 2+2 sports/GT coupe as a replacement, with a conventional front-engine/rear drive layout, for a 1987 model year release. It would also be the first model built at KVE’s new factory in Corpus Christi, Texas.

To speed development, it was decided that the basic platform from the KVE Frejya would be used, but with a heavily revised floorpan and a longer wheelbase, and for increased structural strength and safety, the car would be skinned with stamped steel panels, rather than fiberglass, which would result in a significant weight gain.

Like the car it was based on, Ford’s venerable 5.0L pushrod V8 would be used as the powerplant, which had been significantly revised over the past several years, most notable having switched from carburetion to multi-port fuel injection , backed up to a Borg-Warner T-5 5-speed manual gearbox. However, for the first time in 10 years, an automatic would be available for a KVE car, in this case, Ford’s AOD 4-speed automatic overdrive transmission. By the time KVE’s powertrain department was done, the engine control unit was tuned to run on 89 octane gasoline, a slightly more aggressive camshaft was installed, and stainless steel tubular headers replaced the factory cast-iron exhaust manifolds. The end result would be an engine capable of delivering 260 horsepower and 305lb/ft of torque.

The styling was quite different from preceding KVE models, with a distinctive notchback profile. A generous rear deck provided for a surprisingly decent amount of trunk space, however back seat room would be best described as marginal. Later on, long after production was completed, the new car, which was now dubbed Mielikki 5000GTi, some would remark on how closely some elements of the side of the vehicle (along with other vehicles that would be based on the Mielikki further down the road), most notably around the doors, bore more than a passing resemblance to the 1993 Alfa Romeo GTV (others would say it was the other way around, especially since the Mielikki would debut 6 years ahead of the Italian coupe…). The 4-headlight front end was considered quite aggressive, which was, according to the exterior stylists, somewhat inspired by the 1977 Pontiac Firebird. The car would ride on 15x8" cast aluminum alloy wheels, shod with Pirelli’s (then) new P-Zero tires, with a staggered 225/55/15 front and 245/50/15 rear setup.

On January 2, the first KVE Mielikki 5000GTi rolled out of the Corpus Christi assembly plant, and in short order, the first cars were handed to the press for evaluation. While not quite as fast or nimble as the preceding Tyche, the new car could more than hold its own in terms of straight-line performance: With the 5-speed Borg-Warner manual, 0-60 took 6.2 seconds, while the 1/4 mile was covered in 14.34 seconds. When equipped with the optional 4-speed automatic overdrive, it took a still-respectable 6.7 seconds to reach sixty miles per hour, and reached 1320 feet in 15.18 seconds. With its 11.8 inch 2-piston front and 11 inch single-piston rear ABS-assisted disc brakes, stopping the 3605 pound coupe in only 114 feet. Handling was excellent; despite its 800 pounds of added bulk over the Tyche 3500GTi, it was capable of nearly matching the smaller car’s lap time around KVE’s test track. Fuel economy was a very respectable observed 25.0 MPG.

The automotive press was highly impressed with the Mielikki; aside from its performance, they lauded the relatively roomy, well-appointed and laid-out interior, large trunk, and surprisingly comfortable ride. Like the Tyche, they also complimented the value-for-money the car delivered, with a $31500 MSRP (which was $4000 less than the outgoing Tyche); this car could deliver performance not too far from a Porsche 928S4, but for only half the price (and as many long-term owners would find out, it would be much cheaper to maintain than the Porsche…).

The 1987 Mielikki would prove to be an even bigger hit than the Tyche: 3227 were spoken for in 1987, along with 2891 for 1988, and finally 2571 for 1989 before a 1990 update/restyle would take place.