KVE Motors

[dontmatr]

For 1990, KVE’s successful Mielikki 2+2 sport coupe would be updated inside and out.

First off, the ‘i’ in the 5000GTi designation was dropped, as fuel-injection was commonplace by this time.

The exterior was significantly revised, with a new, much more aerodynamic front fascia, as well as a cleaner-styled rear end. The powerplant, still the same Ford 5.0L V8, recieved some minor tuning tweaks, and now made 265 horsepower and 320lb/ft of torque. The two transmission choices remained untouched.

The interior was spruced up somewhat, but was significantly enhanced with regards to safety, as driver and front-passenger airbags were added as standard equipment. Also, in the interests of safety (and quicker lap times), the brake system was revised as well: 12.6 inch disc brakes with 4-piston Brembo calipers up front, and 11.6 inch 2-piston disc brakes with ABS provided considerably improved braking, which was already impressive.

Along with improved brakes, the 4-wheel independent double wishbone suspension was tweaked for better responsiveness, and new 16x8 inch aluminum alloy wheels, wearing 225/45/16 front and 245/45/16 rear Pirelli PZero rubber provided noticeably enhanced handling, despite a 90 pound weight gain.

When tested by automotive journalists, it was noted there was little difference in acceleration; Zero to 60 took 6.1 seconds for the 5-speed, and 6.6 seconds for the automatic. The 1/4 mile time for the manual remained the same, at 14.34 seconds, while the automatic was 1/10 of a second quicker compared to the '89 model. Braking from 60 miles per hour took only 111 feet, and fade resistance was significantly improved over the '87-'89 models. Handling was noticeably, but not significantly improved, though reviewers complimented that ride quality was not sacrificed. Compliments were also directed at the price, now at $33950, which, considering the overall improvements for the car, was not much of a price increase.

The '90 Mielikki 5000GT would hit dealer lots in December 1989. 2114 vehicles would be sold for the 1990 model year, along with 714 for 1991 (this low point in production was a result of the 1991 Iraq war, as many KVE workers were reservists) and finally, 1613 1992 models were built.

The Mielikki would be another overall success for KVE, bringing the company large profits as well as positive recognition in the automotive world. For 1993, something a bit more radical would take its place in the KVE stable of automobiles…

[dontmatr]

The KVE Mielikki was a very successful product for the rapidly growing Texas company, but by 1992 was facing increased competition from at home and abroad. A slew of high performance coupes from Germany and Japan, as well at home, had arrived with performance that could match, and in many cases exceed that of the by-now beleaguered coupe. It was decided that a new replacement would be fielded for the 1993 model year, based on the existing Mielikki platform (and by extension, also related to the Frejya of 1979).

While the Mielikki’s basic platform was retained, the floorpan received further revisions. Also, the steel body panels would be replaced by new, lightweight pieces of sheet-molded compounded polymer material. Instead of a conventional notchback styled coupe, a radically-sloped hatchback body shape would be utilized. A relatively large rear wing would aid in downforce. Reactions to this new body would be polarizing, to say the least.

Engineers at KVE’s powertrain center had decided that the Ford 5.0L, as good as it was, was simply outmatched by larger V8s from other manufacturers, to say nothing of the huge V-10 used in the Dodge Viper, or the turbocharged six-cylinder and/or rotary-engined powerhouses from Japan and Germany. Their solution was to switch to a larger engine; in this case, Ford’s 351 cubic-inch (5.8L) Windsor pushrod V8. By 1993 it was still a common production engine in Ford’s F-series pickups, but would need significant upgrades to make it a worth opponent to the new range of sports/GT cars other manufacturers were fielding.

For duty in KVE’s new coupe, now christened the Arduinna 5800GT, the 351 would receive a forged steel crankshaft, connecting rods, a custom-ground camshaft and 10.5:1 high-compression forged pistons. The stock iron heads were replaced with newer aluminum units, and the engine control units was calibrated for maximum performance with 93 octane premium unleaded fuel. Again, the stock cast-iron exhaust manifolds were replaced with tubular stainless-steel headers. The end result was an impressive 330 horsepower and 390 lb/ft of torque. Power would be sent through the rear wheels via a sturdy Tremec TR-3550 5-speed manual gearbox; an automatic transmission would not be available initially.

New forged aluminum wheels, measuring at 17x7.5 inches front and 17x8 inches rear, with Pirelli PZero 205/45/17 and 245/40/17 front/rear tires were provided; these were attached to an improved version of KVE’s well-regarded fully-independent double wishbone suspension. The braking system was again improved, this time with ABS-assisted 4-piston Brembo calipers on all four wheels. Front rotor diameter was 12.6 inches, rears were 12 inches.

The 1993 KVE Arduinna 5800GT made its public debut on January 15, 1993 at KVE’s old factory, which was now used as the company’s headquarters and R&D facility. Reactions to the new coupe’s styling was quite mixed; some lauded the styling of the new car as ‘audacious’ or ‘wild’, while others thought that the company was trying too hard, and some thought it was simply horrid.

When the car was tested by the press in February that year, there was no question of its performance. Zero to sixty took only 4.8 seconds for the 3331lb coupe, and the quarter-mile was achieved in 13.38 seconds - by far the quickest-accelerating KVE model yet, and finally usurping the 22-year old 1971 Hemi Zeus for that title, although the old sedan still held the record for the fastest top speed for a KVE vehicle. With the Tremec 5-speed in top gear, 155 mph was easily reached. Braking from 60 miles per hour took only 112 feet, with little or no fade after repeated stops. Handling was regarded as quite good despite the 56 perfect front weight balance and rather skinny front tires; the Arduinna was over 4 seconds faster per lap compared to its predecessor. Observed fuel economy was 20.3 miles per gallon. Reviewers were not particularly fond of the interior, which some described as rather garish, and noted the build quality and materials, while still quite good, was not up to the standards of earlier KVE cars.

Price for the 1993 Arduinna was $33750, slightly less than a new Corvette, and $17000 less than a new Viper. The price also was competitive with the glut of new premium sports coupes coming in from Germany and Japan.

For 1993, 3912 Arduinnas would be built, along with another 3155 for 1994 and finally, 2274 for 1995, before the car received an mechanical and styling refresh (which some thought with regards to the latter, was sorely needed).

[dontmatr]

Although well-received by the press and many performance enthusiasts, the KVE Arduinna’s styling was not quite as popular as the company would have liked; although it sold better than any KVE model before it, it was felt that by toning down the design a bit would result in wider acceptance for the car, and hopefully more sales.

For 1996, the fastback profile was retained, although the car was now a conventional coupe, and not a hatchback (which some lamented and felt took away some sorely need practicality, especially for those whose households only had one car). The front end styling was revised to be somewhat reminiscent of the 1990-92 Mielikki (some detractors offhandedly commented that it looked too much like a Honda Accord, instead…). The interior was also more conventionally styled.

Mechanically, the '96 Arduinna received mostly minor changes. The suspension was slightly tweaked for better handling and ride quality, while the front wheels were slightly enlarged to 17x8 inches, wearing 225/45/17 rubber. The 4-wheel ABS discs were upgraded to 13-inch front rotors and 12.2 inch rear units, again with 4-piston Brembo calipers all around. The 351 Windsor was further tuned to provide 335 horsepower and 395lb/ft of torque. Most significant, however, was the replacement of the TR-3550 5-speed by another Tremec transmission, the T-56 6-speed manual. Also, an automatic transmission was once again made available, in this case, Ford’s 4R70W 4-speed overdrive unit.

When put through its paces by auto reviewers, when equipped with the 6-speed manual, it was found that the '96 Arduinna was no quicker than the '93-'95 models. In fact, the 0-60 and 1/4 mile times were exactly the same. The automatic, on the other hand, reached 60 in 5.6 seconds, and ran through the quarter in 13.98 seconds. Top speed, however, was improved. The six-speed 5800GT would reach 167 miles per hour in 5th gear, while the automatic would reach a terminal velocity of 163 mph. Braking took 108 feet from 60 miles per hour. The '96 car was only marginally faster than the preceding model through KVE’s test track, but again, ride quality was not impacted by the slight improvement. One noticeable improvement was fuel economy: thanks to the tall overdrive in 6th gear, 23 miles per gallon was observed, a 15% improvement over the '93-'95 models.

For the 1996 model, MSRP had gone up to $36,599.

With the SUV craze in full swing in the US, and increased prices, only 1811 '96 Arduinnas would be made, along with 1142 1997 versions. With the cessation of production in 1997 would bring an end to the use of the venerable Ford Windsor pushrod V8 in KVE vehicles, which could be traced back to the 302 used in the 1968 Artemis 5000GT, the 1979-82 Frejya 5000GT, '87-'92 Mielikki 5000GTi/GT, and of course the 351/5.8L in the Arduinna.

[dontmatr]

Although the Arduinna was a very capable sports/GT car for the money, the 351/3.5L Windsor V-8 that had powered it had been discontinued by Ford for several years, and there were concerns that it would not be able to meet future emissions standards. Therefore, partly at Ford’s insistence, KVE adopted the company’s 4.6L Modular V-8 to replace the Windsor. However, instead of receiving the DOHC version that KVE preferred, Ford was only willing to sell them the significantly less powerful 2-valve SOHC version. This move would unsurprisingly damage the relationship between the two companies down the road.

Nevertheless, KVE pushed on with its Arduinna successor, now called the Tiamat 4600GT. KVE’s powertrain division was charged with increasing the power of the ill-received engine, and did so - however, the new engine only put out a disappointing 255 hp and 285lb/ft of torque. Furthermore, it was felt the 4.6L was not well-matched to the T-56 6-speed transmission, so the Tiamat reverted to a 5-speed gearbox, in this case, Tremec’s T-45 transmission. The 4R70W 4-speed auto was retained as an alternative.

Suspension-wise, the Tiamat was little different from its predecessor, and the brakes were unchanged as well, as it was felt they were more than up to the task for the slightly lighter car.

With regards to styling, KVE decided to take a more conservative tack, aside from the front end, which had taken a more aggressive appearance reminiscent of the '93-'95 Arduinna.

When the Tiamat made its debut late 1997 as a '98 model, the automotive press was less than enthusiastic with the new car; they found the Tiamat’s handling and road manners to be impeccable, and the Brembo brakes were as capable as ever, needing only 108 feet to stop from 60 miles per hour. Most of the disappointment was focused on the engine; It took the Tiamat 5.9 seconds to move from 0-60, and 14.1 seconds to reach the 1/4 mile. With the automatic transmission, it took 6.4 seconds to reach 60 miles per hour, and 14.8 to run through the quarter.

This was not slow by any means, but for $38600, the car was hardly a bang-for-the-buck proposition, especially when a new Chevrolet Corvette was much faster for roughly the same amount of money. GM’s other rear-drive performance models, the Chevrolet Camaro Z28/SS and Pontiac Firebird Formula/Trans Am, were perhaps not quite as sophisticated, but were nearly as fast, and could be had for as low as $20470. Even Ford’s Mustang Cobra (equipped with the DOHC version of the 4.6L V-8 the Tiamat was saddled with) would handily outperform KVE’s coupe for $13000 less. The Tiamat’s observed 23 MPG fuel economy was also disappointing, as it was no better than the outgoing Arduinna.

Critics also lambasted the styling of the new car, which, with the exception of the front end was seen as rather dull compared to previous KVE efforts.

Unsurprisingly, the Tiamat 4600GT would go down as a flop in KVE’s history books, with only 1005 sold in 1998, 812 for '99, and 591 for 2000. Clearly, something would need to be done to bolster sales and redeem KVE as a manufacturer of top-class performance cars.

[Microwave]

A lot of your cars have pretty laughable power ratings…

[strop]

Considering the context these cars are made for, and the time they were made in, they would have made reasonable contributions to the target market, if not incredibly notable. For example, the 1997 car would be nearly on par with the performance of the 1997 Chevrolet Camaro, which, for quite a few years, IMO seemed a bit stagnant until the recent wave of relative lunacy. So I’m seeing a few parallels here to the American muscle car sector.

[Microwave]

Yeah they’re similar to the 90s muscle cars… Except 90% of the 90s muscle cars were utter shite

[dontmatr]

Stinging from the lack of the success with the Tiamat 4600GT, KVE scambled to resolve the situation. KVE’s management pressed Ford to release its DOHC version of its 4.6L Modular V8, to the point where the smaller manufacuter insinuated that they would go elsewhere for engines if they did not comply. Ford eventually relented, grudgingly, and deliveries of the all-aluminum 4-valve motors to Corpus Christi began in November of 2000.

KVE Powertrain worked on improving the new engines; by the time they were finished, the 32-valve V8 was capable of producing 345 horsepower, along with 320lb/ft of torque - a huge improvement over the SOHC 4.6L. Matched to the engine was Getrag’s Type 233 6-speed manual transmission, which had also powered the illustrious Mark IV Toyota Supra. Again, an automatic transmission would not be available. KVE’s styling department worked on giving some much-needed pizzazz to the rather dour bodywork of the previous Tiamat. The well-proved double-wishbone suspension was little changed, and the powerful ABS-assisted 4-wheel Brembo brakes were again unchanged.

The revamped Tiamat 4600GT was released for sale in February of 2000 at a price of $39255.

The automotive press, which was rather jaded with the previous iteration of the Tiamat, were blown away by the new car. Reviewers raved about the new DOHC 4.6L powerplant and smooth-shifting 6-speed transmission; 0-60 took only 4.7 seconds, and the 1/4 mile flashed by in just 13.26 seconds, making this the quickest KVE yet, along with a 164 mile per hour top speed. Handling was as capable as ever, and the powerful brakes were capable of stopping the car in the same 108 feet as the previous Tiamat. The styling refresh was also well-received. The car’s 25.6 MPG observed fuel economy was also a marked improvement over the previous model.

Due to KVE’s efforts, Tiamat sales would rise dramatically for the 2001 model, with 2972 sales, and for 2002, 2683 vehicles would be sold. However, all was not well. The relationship between KVE and Ford had become increasingly strained over the past 5 years, especially with regards to the Modular V8, and shortly after the last 2002 Tiamat (which would also be the last KVE model based on the Mielikki of 1987, which in turn was based on the Frejya of 1979) was produced, KVE terminated its relationship with Ford.

[strop]

@Microwave

Yeah they’re similar to the 90s muscle cars… Except 90% of the 90s muscle cars were utter shite

[size=85]Well yes I would agree with you, and so it is that I feel that the history here has just related that particularly barren stretch.[/size]

Now that we’re into the noughties though, I’m thinking that we may eventually see the power outputs nearly double

[Microwave]

Perhaps.
I think the only muscle car I liked from the 90s was the '95 Mustang Cobra. Sounded amazing

[dontmatr]

Having broken off its relationship with Ford Motor Company, KVE proceeded with a clean sheet design for its next 2+2 sports/GT coupe. Riding on a 106 inch wheelbase, the new car utilized a double-wishbone front suspension, like the preceding Tiamat 4600GT, but for the rear, a new multi-link independent design would be utilized. The car’s styling, now free from the constraints of the aged platform KVE had used since the 1987 Mielikki 5000GT, promised to be less awkward and more sleek than its predecessors.

The only thing the new car needed was an engine.

Although Chrysler Corporation had developed a new 5.7L Hemi V-8 for 2003, KVE felt that going for a more established engine would be more prudent, and approached General Motors in mid-2002, to discuss the possibility of using its LS1 and Northstar V8 engines. The last time GM and KVE had collaborated was in 1970, and the relationship did not end on the best of terms. Still, KVE hoped that the automotive giant would be receptive to their requests, and much to their surprise, was found more than willing to provide both powerplants to them.

Now with an engine, KVE’s powertrain specialists felt the LS1 would be suitable for use in the new car, and after installing a new, more aggressive camshaft and replacing the stock exhaust manifolds with tubular stainless steel headers, along a bit of ECU tuning, the engine would produce 380 horsepower and 380 pound feet of torque. The new engine would be backed with either a Tremec T-56 6-speed manual or a GM 4L60-E 4-speed automatic.

The new car would have bodywork quite unlike the models that preceded it, although the front end somewhat hearkened back to KVE’s first model, the Artemis. KVE had also decided to eschew the lightweight sheet molded compound body panels in favor of stamped steel panels, which would result in a more crash-worthy structure, and unfortunately, a much heavier car than its predecessors, on the order on 3950 pounds. The car would wear 19x9 inch forged aluminum alloy wheels, with 245/35/19 and 255/30/19 Pirelli PZero tires front and back, respectively. Braking would be performed by ABS-assisted 14" rotors on all corners, with Brembo 4-piston calipers.

KVE’s new car, dubbed the Ishtar 5700GT, was handed over to automotive journalists shortly before it went on sale in March of 2003. Despite its considerable heft, the new car could sprint from 0-60 in just 4.6 seconds, with a 13.14 second quarter mile time with the 6-speed manual. The automatic was more disappointing, taking 5.4 seconds to get to 60, and 13.98 seconds to travese 1320 feet. Both cars would reach a 171 mile per hour top speed. The new car was also quite capable on the track, beating the '02 Tiamat’s lap times on KVE’s test track by nearly one second, despite being considerably larger and nearly 500 pounds heavier. The critics were quite impressed with the new car, although they somewhat scoffed at the $51700 list price, which was considerably more than that of the Tiamat. They also criticized the car as being overweight.

KVE would take steps to overcome the latter issue in the future, but in the meantime, Ishtar 5700GT would prove to be another success for KVE: 2612 5700GTs would be sold for 2003, along with 2993 for 2004, and 2154 for 2005.

[dontmatr]

Although the KVE’s Ishtar 5700GT had been a successful vehicle from a performance and sales standpoint, it was felt that it could be better, especially in terms of weight, and now that GM had released a 7.0L version of its LS-series V8, power.

To that end, for 2006, the Ishtar would use aluminum body panels, which had not been used on a KVE car since 1972. The styling would also be moderately revised.

The biggest change would be to the engine; The 5.7L LS1 would make way for the 7.0L LS7 V8, which had just been released a year before for Chevrolet’s C6 Corvette Z06. Before installing the new motor in the Ishtar, KVE’s powertrain specialists, like the LS1 before it, replaced the exhaust manifolds with stainless headers, retuned the ECU and installed a slightly more aggressive camshaft. The end result - 560 horsepower and 475lb/ft of torque. The manual transmission remained the 6-speed Tremec T-56, but a new automatic was available to replace the old GM 4L60-E: the ZF 6HP26 6-speed transmission. The suspension was retuned and reinforced to handle the extra power, and 14.8 inch rotors replaced the 14 inch 4-piston Brembos up front. Wheels were enlarged to 19x9.5 inch front and 19x10 inch rear forged aluminum pieces, shod with 265/35/19 front and 285/30/19 rear Pirelli PZero rubber. These revisions brought the price of the car, now dubbed the Ishtar 7000GT, upwards to $77,400.

The new car immediately proved its superiority over the 2003-2005 models upon hitting the track. With the 6-speed manual, it took a mere 3.9 seconds to reach 60 mph, and reached the 1/4 mile in 12.04 seconds. The new 6-speed automatic was nearly as impressive: 0-60 was done in 4.1 seconds, with a 12.42 second 1/4 mile time. Top speed for either transmission was 189 miles per hour. Braking from 60 mph was outstanding: only 101 feet, with almost no fade after repeated stops. The more powerful brakes, lighter weight, larger tires and revised suspension resulting in a reduction of over 4 seconds with regards to lap times on KVE’s test track over its 2003-05 sibling. The only real complaints directed at the car was a somewhat stiffer ride and the steep increase in price, which many were willing to overlook due to the huge increase in performance.

When the Ishtar 7000GT entered production in Janaury 2006, KVE expected a slight-to-moderate sales drop due to significantly increased price over the 2005 model. Instead, 4105 cars were built and sold (which would actually be the most KVE would sell in a single year), along with 3772 for 2007. KVE then announced, to the dismay of many enthusiasts, that it would end production of the Ishtar in mid 2007 to focus on a replacement, as well as a new 4-door sedan that would compliment it.

[dontmatr]

Well, with all of the updates to Automation since the Steam release, I’ve decided to make some substantial revisions to KVE Motors, from its 1963 founding to the present. But for now, I’ll just leave a little taste of the future…

2016 KVE Inanna V8 4000GT

Although the small mid-engine Inanna sold quite well since its introduction in late 2011, many prospective buyers were turned off from the start by the car’s 2.0 liter (later 2.3L) Ford Ecoboost turbocharged four cylinder engine, despite the Inanna’s otherwise impressive performance. Similarly, many of KVE’s staff felt that after over 50 years of utilizing, and improving upon powerplants from other manufacturers, that they had gained enough experience to the point that the felt they were ready to develop their own engine from a clean sheet of paper (so to speak).

Although KVE had developed a 4-valve 3.6L SOHC V8 for its first road cars back in 1963, it was temperamental, expensive and time-consuming to develop and build and in the end, nearly sunk the company before it had even got of the ground. This time around, however, many in KVE felt things would be different. KVE by 2015 had production and/or R&D facilities in Japan, South Korea, Germany, France, the UK, as well as in the US. By that time the company had amassed a far larger pool of engineering and production talent since the 1960s, as well as access to technologies only dreamed of 50 years ago.

A group of KVE engineers from across the globe had (on their own time) been actively designing a brand-new 4.0L four-valve DOHC V8 (as well as a 7-speed dual clutch gearbox to accompany it) since 2008. Running prototypes of both had been built by 2013.

With the blessing of KVE’s upper management, the new powerplant was installed amidships inside the newly refreshed and restyled 2015 Inanna. The new engine fit between the rear wheels of the car, albeit with a tight fit.

With an 82.4mm bore and 92.7mm stroke, this normally aspirated, crossplane 3955cc V-8 had an under-square layout, yet was capable of a maximum engine speed of 8500 rpm. Both the block and DOHC cylinder heads were constructed of aluminum-silicon alloy. The internals of the engine featured a crankshaft milled from billet steel, as well as titanium con-rods and lightweight forged pistons. The new engine also boasted fully variable valve timing.

Fuel delivery was handled via direct injection, with one throttle body for each cylinder. The exhaust system consisted of stainless steel long-tube headers connected to three-way high-flow catalytic converters, exiting out of two 2.25 inch exhaust pipes, terminating into four exhausts tips at the rear of the car.

Installed in the Inanna (now officially dubbed the Inanna V8), this engine was rated at 500 horsepower at its maximum engine speed of 8500rpm, and a maximum torque peak of 360 pound-feet at 6200rpm. Nearly 80% of peak torque was available as low as 2000rpm. The engine would be paired with KVE’s equally new 7-speed dual-clutch transaxle, also developed by in-house.

The Inanna V8 featured a bonded-aluminum unit body, with the body panels themselves constructed from carbon fiber. Like its four-cylinder predecessor, the V8 featured a mid-engine layout, with the V8 itself mounted transversely. Suspension was double wishbones all around.

To reflect the tastes of different customers, three different trim levels would be available; the standard 4000GT, the luxury-oriented 4000GT-L(Lusso) with an interior fully lined in suede and aniline leather as well as a comfort-tuned suspension, and a 4000GT-S(Sport) for track-oriented buyers, with a lighter, minimalist carbon-fiber interior, race-inspired suspension calibration, carbon-ceramic brakes and optional R-compound tires.

The result was stunning; Compared to the four-cylinder Inanna, weight had only increased by roughly 100 pounds. The car’s acceleration had improved significantly; when tested for acceleration at several drag strips in the US, a pilot production 4000GT could hit zero to 60 in as low as 3 seconds flat, a half of a second quicker than the 4-cylinder Inanna; the quarter-mile disappeared in 10.74 seconds at 134mph, while the 2000GT required a full second more to reach the same figure. Top speed: 200 miles per hour.

Handling was also improved. Fitted as standard were new, lightweight 18 inch forged aluminum wheels, shod with 295/30/ZR18 front and 325/30/ZR18 rear Michelin Pilot Sport PS2 tires. Stopping was provided by slotted and vented steel discs on all four corners, with 14 inch rotors up front, along with a set of 6-pot Brembo calipers. Rear braking was done by 13.6" discs, with 4-piston Brembos. The Inanna V8 could make repeated stops under 95 feet with no fade.

When testing the car’s handling characteristics at Dunsfold Aerodrome in England, a pilot production 4000GT managed a lap time of 1:20.4.

The Inanna V8 was scheduled to be on sale in late summer/early fall 2015, with a list price of $155000 for a standard 4000GT model. Luxury 4000GT-L and Sport 4000GT-S models were expected ‘several months later’.