1969 - The ultimative machine
For the Group C seasons 1969 and 1970 Wagner released the last stage of their V12 engine. The VR72c was a further developement of the b model, and it increased it’s power even further. CMT was very successful especially in Gasmea, and the Wagner Racing Team with it’s losses was a welcomened black hole of loss in order to save taxes AND keeping the Wagner staff motivated. With 595 horsepower, the car was a rolling coffin, propelling to 100 kph in only 3,9 seconds and managing to run 300 kph on a straight line. The suspension was rock hard, the brakes aggressive, the engine yelling caused petrolheads goosebumps. In 2:07,91 the test track lap was finished from standstill - a lot faster than its predecessor.
With 21,2 liter consumption the economy slightly suffered, but the better performance made that up. For private teams it was available for $ 72.400.
This monster really won the title in 1969 and became second in 1970. But five drivers died in these two years and Wagner asked itself if they had gone too far.
1971
As said, Wagner tried to make the car more civillized. The VR65 not only looked sleeker, it was a more pure and focussed driving machine. As the Frunian Rossi team took the responsibility for the races and paid Wagner a few million dollar for developing new cars, the engineers had more time to develop road cars for CMT.
The V12 was left behind and cut to a V8, but the displacement was still 6,5 liter due to larger bore and stroke. Wagner still focussed on mighty power behind the driver seat, and the 566 horsepower engine made it a car not to scorn. The technical specs were identical to the V12, so it was again an ultra-sophisticated four-valve DOHC alloy engine. A flatplane crankshaft gave it a characteristical screaming noise. Accelleration decreased to 4,3 seconds and the top speed to 295 kph. The lap times were kept quite stable with 2:08,47 minutes on the test track, but the drivers considered it as safer to handle and making more fun. With 1216 kg it was not too heavy and lighter than the mighty VR72c. Surprisingly, it needed more fuel with 23 liter, but it was cheaper to buy with $ 63.500, so Wagner sold some more units to privateers, making up some of the financial losses.
The car was not unsuccesful, it won a few races but not the title.
1972
The road car portfolio was thin and not up to date. For that reason, Wagner unveiled facelifted cars.
The 2,8 liter engine now had two horsepower more, but the long stroke still made it very costly to manage revs like a sports car engine should. Nevertheless the new engines were still breaking under heavy stress, but buyers preferred fun over reliability. The rest of the cars was proven.
The Gepard recieved a minor exterior facelift with larger indicators and foglamps, and the headlights were slightly different. A new set of alloy rims was also found in the brochure.
For $ 23.200 it accellerated to 100 kph in brisk 7 seconds, but the top speed of 189 kph was still only average. 13,2 liter regular gas were nothing to complain about. Light, comfortable and serious sportiness - Wagner continued to sell a lot of these cars especially on the Hetvesian home market and the Gepard showed no weakness at all in it’s 10th year - if you avoid extreme engine stress.
See this? No, it’s not a Wagner Touring 280.
This is a 1971-onwards Sisten C4300. They used their design originally planned for CMT themselves and changed only the headlights to dual ones. To maintain the distance to Sisten, CMT now had the indicators mounted next to new trapeze headlights, and the former indicators became the foglamps. The grille was simpler and less ornate now to add some modern touch.
With the updated engine and right use of the five-speed manual, the sport saloon saw 100 kph after 8 seconds, and 200 top speed were possible - an incredible top speed for a sedan back then, and 13,2 liter regular were quite cheap to run for such a performance machine - but the price wasn’t: $ 24.900 were quite an announcement even for a premium sedan, but there was no other family sport premium like this: No automatic transmission available, tuning to oversteer at will, highly sophisticated construction of the engine (but not rewarded with good reliability), comfortable and well-built interior. With an annual service fee of $ 838 it suited the wealthy family man who secretly wants a sport coupe for engaged driving, but needs rear doors and five seats.
Yes, buyers loved it and enthusiasts went wild, but the niche was very small, so these cars were not as popular on the roads as one might think, but still made a financial plus for Wagner.
