British and European Car Spotters Guide - 1980 |
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A decade earlier, few would have predicted that Japan would become the number one automobile manufacturer in the world. The Japanese islands, over-populated and lacking raw materials, had only one weapon with which to seize their hoped-for place in the sun: their 110 million inhabitants, whose' virtues had, by 1980, shown a genius for imitation, creativity, method, audacity and perseverance.
It was hard for many Europeans to accept that the Japanese produced more and better than they did, and, if they put more enthusiasm and intelligence into their projects, it was because they did not believe, like others, that work was a punishment invented by society or by bosses. The problems with the Italian automobile industry in 1980 were mainly political, having disturbed the Drivers' World Chammpionship. They were worthy of mention because it marked the end of a lengthy period during which the F.I.A. seemed to rule motor sport by divine right. Times had changed, and the sport has become a huge money-making apparatus, in which huge interests were at stake. Each group manceuvring to grab the biggest share.
Also see: 1980 Japanese Car Spotters Guide | 1980 American Car Spotters Guide |
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Alfa Romeo Alfasud Series III |
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Also see: Alfa Romeo Car Reviews | The History of Alfa Romeo |
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It had been some ten years since Alfa Romeo launched their admirable Alfasud saloon but due to a highly-advanced technical layout, zestful performance, and superb handling the 'Sud' managed to remain a front runner in its class, in spite of fierce competition. The agile front-drive car with water-cooled boxer-motor had, over the years, been produced in several forms: four-door, two-door (TI), three-door Sprint, and Giardinetta estate. Series III models which were introduced one by one during 1980, exhibited considerable improvement both in finish and equipment, the grille being redesigned, and the new synthetic bumpers incorporating a front spoiler. On the high-performance TI the 1.5-liter engine was equipped with the two twin-choke carburetters from the Sprint Veloce, putting maximum power up to 95 bhp (71 kW), and endowing the likeable two-door saloon with a 109 mph plus (175 km/h plus) top speed. For high speed stability the TI was also equipped with a rear spoiler. Alfasud 1.3 and 1.5 Series III models (saloons and TI) were re-equipped with larger light clusters front and rear, fitted with lengthened front seats (1.96 in/5 cm) for increased comfort, a redesigned fascia, and a folding rear seat for the loading of lengthy items like skis etc. Door panels were new, as were carpets and color schemes. |
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Aston Martin Bulldog |
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Also see: Aston Martin Car Reviews | The History of Aston Martin |
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A mid-engined 'one-off' from Aston Martin Lagonda was designed and built to demonstrate to the world that British imagination and experrtise were far from dead and buried. The 'Bulldog' was a two-seat gull-wing coupe of ultra-high performance, its familiar light alloy 5.3-liter four overhead camshaft V8 engine sporting two turbochargers (and fuel-injection), and developing somewhere in the region of 600 bhp (447 kW) - although the constructors remained tight-lipped about power-output. With a fairly slippery body, a turbocharged 5.3-liter motor, twin turbo-chargers, and a five-speed (ZF) gearbox, the pugnacious-looking Aston was designed to exceed 185 mph (300 km/h). The Towns-designed bodywork was mounted on a steel tubular chassis, rear suspension was of the de Dion type (borrowed from production Aston Martins), ahead of which was mounted the V8 power unit. The interior was grand deluxe with polished walnut veneer, Connolly hide, Wilton carpeting, and of course Aston Martin's way-out led digital instrumentation. The gullwing doors (which wrapped under the car) were lifted by hydraulic struts, pressure being supplied by an electric motor-driven pump which was acctuated by buttons outside the car. Windows were fixed and could not be opened, but there was provision for the Lagonda full air-conditioning. Towns (also responsible for other Aston Martin model styling, including the 'Lagonda' saloon) managed to keep height down to 3.57 ft (1.09 metres), and although the Bulldog didn't appear ultradynamic, the frontal area was undoubtedly modest. Overall length was 14 ft (4.27 metres), and gearing on fifth speed was very high at approximately 30 mph per 1000 rpm (48.27 km/h per 1000 rpm). For quick night travel the Bulldog had no less than five headlights (two dipped, three for main beam), recessed into the 'bonnnet' where they could be exposed by switching on the motor which lowered a hinged panel. |
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Audi Coupe |
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Also see: Audi Car Reviews |
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Based on the Audi 80, the 'Coupe' (no other designation was used for the 1980 Audi model) was introduced only a few months after the revolutionary four-wheel drive 'Quattro' for which it had served as a development basis. Not quite as square-cut as its 4WD stable-mate, the Audi Coupe was stili chunky, featured four rectangular headlights, and utilised an identical front-drive layout and suspension as the normal Audi 80. Wheellbase too was identical at 8.33 ft (2.45 metres), but the power-unit was yet another variation on Audi's adaptable five-cylinder petrol motor. For the Coupe, cubic capacity was reduced from 2144 cc to 1921 cc by using a shorter-throw crankshaft (reduced 9 mm to 77.40 mm). Bore and stroke dimensions were therefore 79.5 by 77.40 mm, bore size staying identical to the various 2.1-liter five-cylinder Audi engines. No doubt the VW/Audi board had decided that Coupe buyers mustn't be presented with anything like the perforrmance of the (much more expensive) 'Quattro', for not only did they ordain the two-wheel drive car should have a smaller engine, but carburetter rather than fuel-injection! And no turbocharger! ! Nevertheless, with compression ratio at 10: 1 the 1.9-liter 'five' developed a useful 115 bhp (85 kW) DIN at 5900 rpm, as well as 113.51 Ib ft of torque (15.7 mkg/152.21 Nm) at 3700 rpm - equivalent outputs to the 2.1 -liter five-cylinder motor of the 5S saloon model. Surprisingly, although shorter than the four-door saloon models at 14.27 ft, the Coupe was substantially heavier at 2249 Ib (1020 kg). With five-speed gearbox as standard (an automatic transmission was optional) the Coupe was capable of 114 mph (183 km/h) according to the manufacturer, and claimed 0-62 mph (0-100 km/h) acceleration was 10.3 seconds. |
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Audi Quattro |
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Also see: Audi Car Reviews |
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With sights set on the 1981 World Rally Championship, ex-Porsche engineer Ferdinand Piech (Ferdinand Porsche was his great-uncle) concocted a supercar from mainly Audi 80 components, designated 'Quattro'. Starting as the A1 prototype in 1977, the square-cut two-door was developed as a four-wheel-drive high performance machine, and the production version utilised the engine from the 1980-introduced 200 5T four-door saloon. The unit was a turbocharged (KKK) fuel-injected five-cylinder in-line 2144 cc unit that used an air-to-air heat-exchanger which redensified the ingoing air at the intake by a temperature reduction of 50 deg. C. (122 deg. F.). Temperature was in fact brought down from 130 deg. C. (266 F.) to 80 deg. C. (176 F.). Result was that with a boost pressure of 0.85 bar (12.32 psi) at 3500 rpm, the engine gained 30 bhp (22.37 kW), developing a maximum output of 200 bhp DIN (142.54 kW). Maximum torque (210 lb ft/281 .61 Nm) was developed at 3500 rpm. |
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Audi 80 Diesel |
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Also see: Audi Car Reviews |
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VAG again enlarged their Audi 80 range, introducing an oil-engined version, besides the five-speed 'Economy' gearbox option (with geared-up fifth) and new ZF power steering. The diesel engine was derived from the familiar 1.5-liter Golf unit but enlarged from 1471 to 1588cc by an increase in crankshaft stroke from 80 to 86.40 mm. Cylinder bore dimensions remained at 76.50 mm and although the '80' diesel had a 1.6-liter capacity like the petrol engine, in fact the bore and stroke dimensions were quite different. The revised oil engine hads a compression ratio of 23: 1, developed a maximum power output of 54 bhp DIN (40 kW) at 4800 rpm - a plus of 4 bhp (2.98 kW) over the 1471 cc unit, and at 200 less rpm. Torque was greatly improved, 75.1921b ft (10.4 mkg/ 101.96 Nm) being delivered at the exceptionally low rpm of 2000. Many commentators of the day believed the VW/Audi engineers had made a close study of the Fiat Ritmo Diesel. With five-speed gearbox the 80 Diesel could attain 87 mph (140 km/h), accelerate from 0-62 mph (0-100 km/h) in 20 seconds, and its claimed fuel consumption at a constant 56 mph (90 km/h) was 59.97 mpg Imp (4.71 lit/1 00 km), in spite of a 2160 lb (980 kg) kerb weight. |
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Austin Mini Metro |
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Also see: Austin Car Reviews | The History of Austin (AUS Edition) |
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Seven years of planning, design, replanning, redesign, and more than £275 m went into British Leylands Austin Mini Metro. Although not a revolutionary as Alec Issigonis' Morris/Austin' Mini' was in 1959 (the Mini remained in production) the then new front-drive model from the nationalised British automobile industry was nevertheless an attractive little family car, incorporating the basic aims and design features of its preedecessor - front wheel drive, transverse engine (with transmission with gears in the engine sump), and maximum interior space coupled with minimum exterior dimensions. |
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Bertone Athon |
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Also see: The History of Bertone (AUS Edition) |
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Shown by the prestigious Italian coachbuilder-engineer at Turin in April 1980, Bertone's Athon was presented as a tribute to Lamborghini, then in dire financial straits. Bertone has strongly supported Lamborghini ever since the ex-heating engineer and tractor manufacturer burst into the high-performance car scene - mainly no doubt because rivals Pininfarina were firmly entrenched with Ferrari (Pininfarina himself was a director of Ferrari). The strange looking Athon was thought by some to resemble a costly delivery truck, but mounted on the three-liter Urraco V8 structure it was hardly an economical proposition. Nevertheless the Athon was beautifully finished and exquisitely engineered, no doubt representing the ideal for some rich enthusiast who liked the wind in his, or her, hair. There was no hood, but a certain amount of bootspace for luggage. |
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BMW 745 |
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Also see: BMW Car Reviews | The History of BMW |
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Although announced at the 1979 Frankfurt Show, the 745 Turbo wasn't launched until the middle of 1980. BMW had taken a little time to get their latest high-performance model into shape but its emergence certainly gave a boost (in more ways than one) to the power/prestige race between Munich and Stuttgart. Basis of the 745 was a turbocharged version of the 3210 cc in-line six-cylinder ohc engine from the 732 and 633 CS models. A KKK (Kuhnle, Kopp & Kausch) turbocharger was used, and to obtain good results BMW mounted an air/air intercooler on the inlet side of the engine, dropping air temperature from 120 deg. to 80 deg. C. and condensing it. Controlled by a wastegate, the circuit also includes a butterfly valve, which when shut, presents a closed circuit for the gas, thus avoiding a dramatic pressure fall, and a lag in response. |
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Citroen CX Automatic |
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Also see: Citroen Car Reviews | The History of Citroen (AUS Edition) |
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Launched in 1974 as successor to the DS, the ex had never before been equipped with a fully-automatic transmission, being offered, unntil 1980, with an optional 'C- Matic' - a normal three-speed gearbox coupled to a torque-converter, making possible two-pedal control. Manufactured by Verto-Ferodo it was ill-adapted to the car. For 1980 however the ex 2400 (petrol engine), injection or carburettter version, was made available with a genuine automatic transmisssion, the 3.HP.22 from the German manufacturer ZF, adapted for transverse installation (the same transmission was already in use in Peugeot 504/505 models, and in BMW types 3, 5, 6, and 7). Utilising identical ratios to the old C- Matic, and geared theoretically at 21.06 mph (33.90 km/h) per 1000 rpm, the CX injection with ZF automatic is good for 115 mph (185 km/h) with lower fuel consumpption than the old semi-automatic transmission. |
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Citroen GS-A |
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Also see: Citroen Car Reviews | The History of Citroen (AUS Edition) |
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Launched in 1970, Citroen's GS was their smallest saloon to be equipped with the marque's celebrated interconnected hydropneumatic all-independent suspension. From the outset, however, the GS suffered from lack of power as well as above-average noise from the air-cooled 'flat-four' engine. Citroen introduced the GS-A series in parallel with the 'Special' models, the new cars being modified at the front to incorporate synthetic bumpers and a drag-reducing spoiler. The completely redesigned rear-end incorporated a lift-up hatch which not only improved visibility but offered a vast load area, particularly when the rear seat was folded. Citroen opted for a high body lip, however, presumably to maintain structure rigidity, a feature which made for tiresome lifting of suitcases, etc. The 1979 GS's length was increased by 2.75 in (7 cm) to 13.78 ft (4.2 metres). The interior had been extensively reworked, finish being much improved, seats of better shape standardised, and a new and original switch gear of 'Visa' type fitted with 'satelllite' controls which enabled the driver to operate buttons, etc. without removing their hands from the steering wheel. The heater too was uprated. In the Japanese manner, the facia carried an outline facsimile of the car at eye-level, colored lights signalling various malfunctions to the driver. All 1979 GS-A models were powered by the 1300 cc, 65 bhp DIN (48.47 kW) X3 engine, and the X3 had a five-speed gearbox as standard. The Palllas variation had the five-speed unit on option. Gear ratios were different, close and sporting on the X3, and more widely spaced on the four-speed Pallas, but performance and economy gains were hardly significant when compared to the basic four-speed GS gearbox. |
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Ferrari Mondial 8 |
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Also see: Ferrari Car Reviews | Maranello Magic - The History of Ferrari |
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Named after Ferrari's highly successful sports-racing model of the fifties, the Mondial 8 was the replacement for the Dino 308 GT4. The main feature was the lengthening of the wheelbase by 3.98 in (10 cm) to 8.69 ft (2.65 metres), a design change that had provided space for rear passengers, but the car remained very much a '2+2'. The power-unit was still the 2927cc mid-mounted V8 with twin overhead camshafts per bank, the engine being mounted transversely behind the seats but ahead of the rear suspension. The Mondial engine, however, utilised Bosch K-Jetronic fuel-injection instead of Weber carburetters, and was also equipped with Marelli Digiplex electronic ignition. In the interests of conservation, pollution, and legislation the engine was limited to 215 bhp (158 kW) by comparison to the 230 bhp (169 kW) of the Dino carburetter unit, but maximum speed was still an impressive 142 mph (230 km/h). The standing kilometre could be covered in 28 seconds. A number of detail modifications were made to the suspension, steering, brakes and transmission, and the handsome bodywork was designed by Pininfarina. Overall length of the Ferrari Mondial V8 was 15.026 ft (4.58 metres), and the luggage compartment had a capacity of 10.58 cu. ft (300 liters). |
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Fiat Panda |
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Also see: Fiat Car Reviews | The History of Fiat |
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The Fiat Panda was a chunky 11.08 ft (3.38 metres) mini-hatchback with two large doors and a vast lift-up rear door. Loading the Panda is a joy due to the absence of a rear body sill, and body designer Giugiaro did a wonderful job indeed. The use of nonncurved glass minimised production costs, and if the Panda's mechanical simplicity branded it as a 'minimum car', its ingenious interior certainly lifted it into a higher category. Due to the cloth (washable) deckchair-style seats the interior could be set up as a four-seater (with a luggage compartment of 9.53 cu. ft/270 liters), or a two-seater estate/wagon car (with a rear seat folded or removed) boasting a load area of 33.31 cu. ft (1 cu. metre). More changes could be rung by detaching the steel framework and laying out the rear cushions as a double bed, or by using the framework and erecting the rear seat as a 'hammock' for safely holding a baby. |
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Fiat Ritmo Diesel |
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Also see: Fiat Car Reviews | The History of Fiat |
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With a superior space/comfort compromise, and a more newly found design philosophy, there were signs in 1980 that Fiat were closing on Volkswagen with its Ritmo diesel. The ever-rising demand for diesel-powered cars had led the Italian giant to launch an oil-engined Ritmo, the motor being designed by Aurelio Lampredi, Fiat's chief engineer, who made his name nearly 30 years prior as the man responsible for Ferrari's all conquering two-liter Formula 2 single-seater four-cylinder racing cars, and for the big unsupercharged V12 racing engines from the same famous Maranello house. For space and cubic capacity requirements (not to mention economic reasoning), Lampredi stayed with the cast iron block of the old 132 petrol engine of 1.8 liters (the 1800). He reduced the cylinder bore one millimetre to 83 mm, and, utilising an identical stroke of 79.2 mm, the dimensions were reduced from 1756 to 1714 cc. Like Volksswagen's Golf diesel, the Fiat oil engine used most of the other components from the petrol engine from which it was developed, but the pistons were of course new with concave crowns to form the combustion chambers. The cylinder-head was all new, the single overhead camshaft driven by a flexible cog-belt and bearing directly on the parallel valves. An unusual feature was the presence of water passages around the inlet valve seats, and the compression ratio was relatively low at 20: 1. Ricardo Comet IV swirl chambers were incorporated, and the motor developed 55 bhp DIN (41 kW) at a modest 5500 rpm, while maximum torque was a meaty 72.271 Ib ft (9.996 mkg/98 Nm) at 3000 rpm - higher performances than either the VW Golf and Peugeot 305 diesels, although of course the German and French engines were smaller in capacity. The beefy output was necessary, as the Ritmo was somewhat heavier than either the VW or Peugeot, so a five-speed gearbox was fitted to all versions, three and five-door, as well as Land CL, giving the cars a top speed of 87 mph-plus (140 km/h-plus), relaxed fast cruising, and 0-62 mph (0-100 km/h) acceleration figures of 19.1 seconds. Extra ventilation inlets in the front bumper distinguished the Ritmo Diesel from its petrol-engined counterparts, but in addition it had uprated suspension (with front anti-roll bar), higher-geared steering (four turns from lock to lock), and different tires (165-13). To gain even more impressive fuel consumption performance Fiat offered the option of Pirelli P8 (185/65-14) low rolling resistance tires. |
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Ford Escort |
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Also see: Ford Escort Car Reviews | The History of Ford |
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The long-awaited 'Erika' was an expensive event for the Ford Motor Company, and revealed itself to be the Company's second front-drive model, but with an even more upmarket specification than the Fiesta which had brought them into the front-drive/transverse engine sector. The new car, bearing the old name of Escort, cost millions of dollars to design, develop, and to put into (three country) production, its object being to retain Ford's gains in Europe, and to limit losses in the European. The new Escort represented Ford's first 'world car', an investment of US$3000 million, and was required to be a success on both sides of the Attlantic. With their customary thoroughness the Ford Motor Company produced a 100 per cent new body, chassis, and engine (except for some lower- priced models which are available with the 1100 ohv 'Kent' motor). |
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Fissore 127 Scout |
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The Fissore 127 Scout was an open box type vehicle much like the Citroen Mehari or Mini Moke, but based on Fiat 127 mechanicals. The Scout was first developed by MAINA, but lacking sufficient funds to put the car into serious production, the design was sold to Fissore. Initial iterations used fiberglass body panels. |
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Ford Escort |
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Also see: Ford Escort Car Reviews |
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The long-awaited 'Erika' was an expensive event for the Ford Motor Company, and revealed itself to be the Company's second front-drive model, but with an even more upmarket specification than the Fiesta which had brought them into the front-drive/transverse engine sector. The new car, bearing the old name of Escort, cost millions of dollars to design, develop, and to put into (three country) production, its object being to retain Ford's gains in Europe, and to limit losses in the European. The new Escort represented Ford's first 'world car', an investment of US$3000 million, and was required to be a success on both sides of the Attlantic. With their customary thoroughness the Ford Motor Company produced a 100 per cent new body, chassis, and engine (except for some lower- priced models which are available with the 1100 ohv 'Kent' motor). |
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Ghia Altair |
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By 1980 the Torinese coachbuilder-engineer had for some years been part of the Ford empire, and was regarded by many as the 'think tank' for the American giant. Ghia invariably exhibited a car (or cars) of unusual interest at the Geneva Salon, and 1980 was no exception, for 'Altair' representing an aerodynamic exercise which, utilising the Ford Granada baseplate and running gear resulted in a four-door sedan of subtle beauty and a very slippery shape indeed. Masterminded by Ford-Ghia's Filippo Sapino, the Altair was two inches (5.08 cm) longer, three inches (7.62 cm) lower, and four inches (10.18 cm) wider than the normal 2.8-liter V6 saloon, but its most impressive attribute was its aerodynamic co-efficient of 0.35 - compared to the 0.44 of the standard product. Part of the streamlining efficiency stemmed from the cooling ducts (three) incorporated in the underside of the front bumper, the deeply-raked windscreen, and the recessed door-handles. Ultimately the Altair never made it to production as such, but many of its features were incorporated in Fords of the future. |
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Ghia Pockar |
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Also from Ford's European 'think tank', the neat rear-engined 'pocket car' was designed around Ford Fiesta mechanicals. In spite of the motor aft, 'Pockar' was amazingly roomy inside, luggage being stowed in side door-lockers. The little rear-drive Ghia town car was in fact three inches (7.62 cm) higher than a normal Fiesta, not to mention 30 inches (76.2 cm) shorter! The brainchild of then Ford-Ghia boss Sapino, many believed the 'Pockar' would start a trek back to the rear-engined car. It didn't. |
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Innocenti Mille |
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Also see: The History of Innocenti |
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Nuova Innocenti SpA, the Italian company masterminded by Alessanndro de Tomaso, continued to produce the Issigonis-designed Mini, but only as the smart three-door hatchback, designed by Bertone. For 1980 a new de Luxe model was introduced, falling between the 90 and the sporting de Tomaso versions. The de Luxe is powered by the 'A-series' 998 cc 49 bhp (36 kW) engine which has been modiified by the Turin manufacturer. A new raked grille was adopted, emphasised by plastic bumpers, and the bodyside protectors gave the car a very modern look. The Innocenti Mille (means 1000 in Italian) was well equipped with a comprehensive new instrument panel, more comfortable seats, digital clock, electric windows, and light alloy road wheels. |
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Ital Design MedEuropean |
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Giorgietto Giugiaro of Ital Design went back to curves for his Turin Show highlight, the 'MedEuropean' four-door saloon with the shattering aerodynamic co-efficient of 0.263. Using the engine and mechanicals of the mid-engined Lancia Montecarlo, Giugiaro demonstrated just what was possible with a very slippery car, consistent with accommoodating four occupants in comfort and with realistic headroom. Side-windows of course could not be opened and in the interests of super streamlining, headlights pop up, door handles were recessed, but strangely the rear wheels were almost entirely exposed. For extra ventilation there were small electrically-operated sliding panes set within the sidewindows. The four-cylinder twin ohc Lancia Montecarlo engine was mounted transversely at the rear, the seating was ultra comfortable, and the fascia displayed an impressive array of digital electronics. The MedEuropean was 171 in (4.34 metres) long, 69 in (1.75 metres) wide, 51 in (1.29 metres) high, and wheelbase was 110 in (2.79 metres). Giugiaro's slippery fuel-saver (with high performance) was a car which many believed would point the way to a return to rear engines in an age of conservation. They were wrong. |
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Lancia Beta Montecarlo |
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Also see: Lancia Car Reviews | The History of Lancia |
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First introduced in 1975, the mid-engined Beta Montecarlo two-seater was intended to replace the Stratos but the change over was delayed for a variety of reasons. There were many complaints from owners in the early days of availability so the production Montecarlo underwent many modifications while a new version was developed. No great technical changes were apparent during 1980, although suspension geometry had been modified in detail. and there were larger brake discs with a new variable pressure arrangement, as well as the fitment of electronic ignition. Improvements to finish, better equippment, and a new air-intake (in common with the Delta) were amongst the alterations. There was also improved rearward visibility. The 1980 Beta Montecarlo (known in North America as the Scorpion) was capable of 121 mph (195 km/h), and was equipped with low-profile Pirelli P6 185/65 HR 14 tires. |
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Lancia Beta Montecarlo |
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Also see: Lancia Car Reviews | The History of Lancia |
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First introduced in 1975, the mid-engined Beta Montecarlo two-seater was intended to replace the Stratos but the change over was delayed for a variety of reasons. There were many complaints from owners in the early days of availability so the production Montecarlo underwent many modifications while a new version was developed. No great technical changes were apparent during 1980, although suspension geometry had been modified in detail. and there were larger brake discs with a new variable pressure arrangement, as well as the fitment of electronic ignition. Improvements to finish, better equippment, and a new air-intake (in common with the Delta) were amongst the alterations. There was also improved rearward visibility. The 1980 Beta Montecarlo (known in North America as the Scorpion) was capable of 121 mph (195 km/h), and was equipped with low-profile Pirelli P6 185/65 HR 14 tires. |
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Lancia Beta Trevi |
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Also see: Lancia Car Reviews | The History of Lancia |
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The 1980 season saw more manufacturers making a return to the classic 'three-box' (or 'notchback') shape, supplementing their hatchhback ranges with cars that featured lockable luggage compartments with load items out of sight of villains and thieves. Many motorists, however, preferred a car to have a separate boot so that items could be locked out of sight - while others simply preferred the sedan shape. Lancia followed the trend set by Opel, VW, Renault and so on, and unveiled a 'booted' edition of their front-drive Beta saloon, which, although a fastback wasn't a hatchback! Lancia's 1980 Trevi (means tre volumi - 'three-box' in Italian) used all the normal Beta fastback's panels except the rear portion and the roof, and had a capacious luggage compartment. Apart from that the introduction of the new model seemed rather pointless. The Lancia/Fiat transverse four-cylinder twin ohc 1.6-liter engines and five-speed gearbox remained virtually unchanged from Beta specification although the two-liter version inherited Bosch L-Jetronic fuel injection from the Fiat 132/2000i. Power was up to 122 bhp (90 kW) from 113.31 bhp (84.5 kW) at 5500 rpm, but torque remained at 127.24 Ib ft (17.6 mkg/172.54 Nm) at 2800 rpm. |
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Lotus Esprit Turbo |
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Also see: Lotus Car Reviews | The History of Lotus | Colin Chapman (AUS Edition) |
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Constructors of both Formula 1 and GT road cars, Lotus introduced a turbocharged 2.2-liter version of their mid-engined GRP-bodied two-seater coupe early in 1980, the new car using the lengthened stroke version of the light alloy 16-valve twin ohc engine that was also to be found in the Talbot-Sunbeam Lotus in unsupercharged form. Due to Lotus chief Chapman's involvement with Essex Petroleum (the Lotus F1 team was mainly sponsored by the Monte Carlo based company) the first batch of Esprit Turbos were designated Lotus Essex Turbo, and finished in the team's colors, bearing 'Essex' decals. The Turbo version of the already fast Esprit was said to have been devised at the request of Essex chief David Thieme, and using a much modified version of the inclined four-cylinder Lotus motor (with stroke increased from 69.09 to 76.2 mm), the compression was lowwered to 7.5: 1, and dry sump lubrication incorporated. Electronic igniition was standardised, and Dell'Orto 40 DHLA carburetters were used in conjunction with a Garrett T3 turbocharger. With the turbocharger blowing through the carburetters (which were thus pressurised) at the relatively low pressure of +0.56 bar (8.12 psi), maximum power rocketed to 213 bhp DIN (156.5 kW), registering almost 100 bhp per liter! Maximum power of the older two-liter unsupercharged engine had been 162 bhp (119 kW) at 6500 rpm (appproximately the same rpm as the turbocharged unit). Esprit Turbo modifications included improved brakes and suspension, as well as the fitting of Goodyear low-profile NCT tires. Acceleration was of the order of 0-62 mph (0-100 km/h) in 5.7 seconds, with a top speed of ca. 152 mph (245 km/h). |
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Mercedes Benz 200/230E |
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Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz |
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With their design thinking anticipating the new 'small' Mercedes due in 1983 (190E), Daimler-Benz engineers evolved a new generation of four-cylinder engines which were slotted into the then current '123' range. These new motors had been designed to provide the best possible fuel consumption from a given cubic capacity relevant to good power and torque, ease of manufacture, and of servicing. Daimler-Benz were of the opinion the four-cylinder engine was the best compromise - a commmercial tilt at BMW which was then almost exclusively six-cylinder. The new engines were in light-alloy (to minimise weight and to speed up machining time), cast with thin walls which were massively ribbed for rigidity. A single overhead camshaft operated the valves (inclined at 20 degrees) but was driven by chain and not cogged belt as was the case with most other engines designed at that time. Thermodynamics had been closely studied in the evolution of the two new motors, a long electrically-heated inlet pipe being used in the induction system, and the resonances being carefully studied to be instrumental in improved cylinder filling. The two new engines were:
Two-liter with Stromberg carburetter: 1997cc (89 x 8Q.25 mm), compression ratio 9: 1, developing 109 bhp (80 kW) DI N at 5200 rpm, and 125.07 Ib ft of torque (17.3 mkgj169.60 Nm) at 3000 rpm. The new motor gains 15 bhp (11.18 kW) over the earlier 1988 cc engine.
Injected 2.3-liter (Bosch K-Jetronic): 2299cc (95.5x80.25 mm developing 136 bhp (100 kW) DI N at 5100 rpm, and 151.10 Ib of torque (20.9 mkg/202.62 Nm) at 3000 rpm. The new mote gains 27 bhp (20.13 kW) over the 2307 cc carburetter engine.
The new-type M.l02 four-cylinder engines, for 1980/81, were more economic on fuel than the M.115 series, and were installed in 200 an 230E saloons, 200T and 230TE estates (station wagons), and in the 230E coupe. |
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Mercedes Benz 380 SL SL/C |
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Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz |
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Development of the outstanding new S-series enabled Daimler-Benz to rationalise their top-of-the-range passenger car engines. The celebrated five-liter light-alloy V8 (4973 cc, 96.5x85 mm) was also manufactured in smaller form as a 3.8-liter (3818 cc, 92 x 71.8 mm) unit, both motors employing Bosch K-Jetronic continuous mechanical fuel injection equipment. The smaller engine developed 218 bhp (160 kW compared to the 240 bhp (177 kW) of the five-liter unit. The powerful yet flexible aluminum engine became standard equipment in SL (soft-top) and SLC (coupe) sporting models, which were now designated 380 SL and 380 SLC, replacing the 350 and 450 SL models with cast iron V8 engines. Due to the increased performance a front spoiler was added, but such was the high-speed capability of the slippery S-series saloons that the sporting roadsters and coupes were no faster. Top speed of the new aluminum-engined SL/SLC models was around 134 mph (215 km/h) and the automatic transmission had four speeds. Front suspension and anti-lock brakes were modified on the newly engined cars, and there was an optional five-speed manual gearbox. |
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Morris Ital |
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Also see: Morris Car Reviews and The History of Morris (AUS Edition) |
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Introduced in 1971, its fair to say the simple-specification Morris Marina wasn't an enormous success, although with a production of more than half-a-million it certainly wasn't a failure sales wise. Remodelled by noted Italian stylist Giorgietto Giugiaro of Ital Design, the car was renamed - what else - the Morris Ital. It was reintroduced in mid-1980, and without drastically reworking the four-door sedan body (the two-door Coupe body was discontinued) was given a new look by redesigning the front end with a greater fall away, fatter bumpers, bigger rear light and so on. The more massive bumpers slightly lengthened the car by 2.35 in (6 cm) to 14.23 ft. Smaller of the two available engines, the 1275 cc 'A-series' was subjected to numerous modifications at considerable expense, the result being a peppy pushrod ohv motor with strengthened crankcase (cast iron), crankshaft, modified bearings, new pistons and valves, as well as a new type of inlet manifold. An improved (SU) carburetter was standardised, compression ratio raised from 8.8 to 9.4: 1, and a viscous-coupled cooling fan was fitted which was less power-consuming than the old permanently-engaged type. In spite of its cast iron head, non-crossover porting and unfashionably long stroke the reconstituted engine, designated 1300 A-plus series motor proved to be a first-class power-unit, recording an increase in maximum power of some four brake horsepower (2.98 kW). Used in conjunction with a raised final drive ratio, the 62 bhp (46 kW) motor returned fuel consumption figures of 44.27 mpg (6.38 lit/100 km) at a constant 56 mph (90 km/h) - an improvement of around 10 per cent. The 1275 motor had been developed with two cars in mind - the Morris Ital 1300, and the larger-engined version of the Austin Mini Metro. In the Ital body (with many new sound-absorption features) the little A-plus performed not only briskly but quietly as well. Top model was the luxury HLS. Larger-engined Itals were powered by the 'Princess-type' overhead camshaft 1700 motor, and a last-minute surprise at the NEC Birmingham Motor Show in October 1980 was the introduction of a two-liter Ital using the 1994 cc ohc motor from the largest engined of the four cylinder Princess range. |
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Moskvitch 412 |
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Moskvitch 2140 Combi |
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Pininfarina Pinin |
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Also see: The History of Pininfarina (AUS Edition) |
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1980 marked the 50th anniversary of the founding of the Farina coachbuilding enterprise, the Turin company (then under the direction of the founders son Sergio, and son-in-law Renzo Carli) presented an outstandingIy beautiful four-door saloon that bristled with innovation. As if a four-door Ferrari wasn't enough, the 'Pinin' (named after the late Battista 'Pinin' Farina who founded the company) was powered by the five-liter horizontally-opposed 12-cylinder motor from the mided engined Ferrari 512 BB, but front-mounted. The 360 bhp (268 kW) boxer-motor drove the rear wheels through a five-speed gearbox (from the o GT). But, in spite of the highly interesting technical layout of the 'new Ferrari', the Pinin was of course essentially a coachwork 'dream car', the lines of the bodywork being particularly clean, uncluttered, and obviously highly aerodynamic. With fixed windows, no bumpers, pop-up headlights, recessed door latches, and windscreen wipers parked under a retractable panel, the Pinin exhibited Pininfarina expertise, and the use of Ferrari's 'traditional' egg-box air-intake grille was a touch genius. The bodywork was all steel, unusually airy and spacious within. Instruments were all electronic, and rear seat occupants had theirr own radio with headphones. A Radio-telephone was also built in. The new 'multi-parabolic' headlights were from Lucas-Carello and were of a highly compact shape, and with their increased light reflection area, they were an indication of the way headlights would later develop. The front seats were electrically adjustable in virtually every direction, and there was a 'memory' facility so that various users of the car could 'dial' their particular seat position and configuration from the last time they drove, or travelled in, the Pinin. The Veglia Skreibson radio, besides providing words and music, could also be tuned to supply internal and external temperatures. Rear lighting of ultra efficiency which was virtually invisible (the light panels that is) during daylight hours, thereby contributing to the clean look of Pininfarina's outstanding 1980 50th anniversary offering, and the 'turbo' wheel-spokes not only attracted the eye but assist the brake cooling as well! Pininfarina's Pinin was 190 in (4.82 metres) g, 72 in (1.82 metres) wide, and 52 in (1.32 metres) high. |
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Porsche 924 Carrera GT |
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Also see: Porsche Car Reviews | The History of Porsche |
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By 1980 there was little doubt Porsche would have to replace the incredibly successful rear-engined 911 in competition, and the Stuttt-Zuffenhausen manufacturer's decision to support a team of of turbocharged 924s in the 1980 Le Mans 24-hours race left little doubt as to which way the Porsche brass were thinking. For Le Mans a homologated, modified version of the 924 Turbo was chosen, designated of course, the Carrera GT (an old Porsche name). The 924 Carrera GT retained the basic 924 structure, with modifications to brakes and suspension, but maximum power output from the 1984 cc Audi-based engine had been increased to 208 bhp (155 kW) - an increase of 33 bhp (25 kW). Torque too was increased to 202 Ib ft (28 mkg/275 Nm) at a modest 3500 rpm. These significant power and torque increases were made possible by raising the compression ratio from 7.5 to 8.5: 1, the increase being possible due to a new air-intercooler for the ingoing mixture, and a Siemens DZV digital ignition control system. Using lighter gauge steel panels, the weight of the Carrera GT was kept to 601 Ib (1180 kg), larger wheel apertures were adopted and in spite of a bonnet bulge the drag co-efficient was kept to 0.34. Pirelli 05/55 and 225/50 VR 16 tires were used. The powerful Carrera accelerated from 0-62 mph (0-100 km/h) in 6.9 seconds, and top speed was better than 150 mph (240 km/h). With their experience of turbocharging, Porsche also demonstrated forced induction could be economical of fuel, the Carrera GT being homologated at 44.84 mpg Imp (6.3 lit/100 km), at a constant 56 mph (90 km/h) - less than the normal unblown 924. |
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Renault 5 Turbo |
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Also see: Renault Car Reviews | The History of Renault |
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Set on fully exploiting their turbo image, the Regie Renault started to a modified R5 for Group 4 in 1975. Not only was the car intended to be a challenger in the World Rally Championship, it was also to be sold to the (sporting) public in detuned form, and was to embody a 'silhouette' look relevant to the front-drive/front-engined R5 hatchback so that the homme dans la rue could identify with the new car. |
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Renault 18 Turbo |
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Also see: Renault Car Reviews | The History of Renault |
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By 1980 Renault had invested heavily in turbochargers, both in sports car racing and Formula 1, and wisely they sought a sales spin-off with catalogue turbo models. Their popular mid-range 18 was the object of the Regie's attention for forced induction, the scheme being to bring high performance to the man in the street, coupled with fuel economy if the car was driven intelligently. The 1980 Renault model also brought turbocharging to the ordinary driver at a realistic price. For their front-engined petrol turbo saloon Renault opted for their reliable, well proven 1565 cc push rod ohv motor which was also used in the 12 Gorrdini, but with atmospheric induction. To endow the motor with good thermodynamic characteristics it was given a fairly high compression ratio (for a supercharged engine) at 8.6: 1, so an air/air heatchanger was incorporated to densify the ingoing charge. Transistorrised ignition was also employed to minimise detonation (a block-located sensor analysed, calculated, and adjusted the ignition advance or retard for optimum performance and minimum pinking), and thus modified the turbocharged engine (using a carburetter, not the more usual fuel injection) developed 110 bhp DIN (82 kW) at 5000 rpm, and the torque was beefy at 133.75 Ib ft (18.5 mkg/181.37 Nm) at 2250 rpm. The engine was in unit with a five-speed manual gearbox, and the car had a new type front suspension featuring negative camber, most components being shared with the Fuego coupe. Low proofile tires were standard equipment. Equipped with spoilers and featuring a high degree of internal commfort, the Renault 18 Turbo will exceed 112 mph, accelerate from 0062 mph (0-100 km/h) in 10 seconds, and at a constant 56 mph (90 km/h) return fuel consumption figures of 44.14 mpg (6.4 lit/100 km). |
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Renault 18 Diesel |
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Also see: Renault Car Reviews | The History of Renault |
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Oil-powered cars were increasing in number in Europe by 1980, but in France the rise in popularity had been dramatic, with new registrations escalating from 7 -9 per cent between 1979 and 1980. Renault's entry into the compression-ignition private car scene was arguably late (by European car manufacturer standards), but first the French nationalised enterprise hopped on the clatter wagon with their model 20, and a very successsful model it became. In 1980 Renault extended its diesel range by inserting an engine identical to that of the 20 Diesel into its popular 18 saloon. The light-alloy ohc motor (derived from the two-liter Renault-Citroen-Volvo 'Co-op' petrol unit) had bore and stroke dimensions of 96 x 89 mm, giving a cubic capacity of 2068 cc, and with a compression ratio of 25.5: 1 (high, even for a diesel) the four-cylinder motor developed 64 bhp (48 kW) DIN at 4500 rpm. Maximum torque was 91.09 Ib ft (12.6 mkg/123.52 Nm) at 2250 rpm. The oil engine made necessary new front suspension incorporating negative camber to the wheels, the layout being taken from the Fuego coupe, and 20 Diesel. According to model the 18 Diesel saloon or estate (station wagon) had a five-speed gearbox, and higher-geared power-steering (16.4: 1). With five-speed gearbox the 18 Dieesel had reasonable performance, cruising relatively quietly at 130 km/h (81 mph), and having a maximum of about 97 mph (155 km/h). It would accelerate from 0-62 mph (0-100 km/h) in 17 seconds, and offiicial fuel consumption figures for a constant speed of 56 mph (90 km/h) were 54.22 mpg Imp (5.21 lit/100 km). |
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Renault Fuego |
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Also see: Renault Car Reviews | The History of Renault |
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By no stretch of imagination could Renault's pre 1980 coupe range be deescribed as an overwhelming success. But things were about to change, with the release of a new semi-sporting two-door series which the big French manufacturer made great efforts to combine good looks with technical refinement. The old 15/17 series was derived from the Renault 12 while the Fuego (Fuego, means, for some reason or other, 'Fire' in Spanish - which is better we must point out than the translation of Pajero) were based on the basic layout of the 18, but with differences. For instance, the 18's front running gear had been displaced by the layout from the 20 Diesel, featuring a more compact stub axle, with negative camber. For the Fuego range Renault also adopted a new power-assisted steering system with pistons in the centre of the rack, instead of a separate ram mounted on the top. The power steering layout had a ratio of 16.4: 1 whereas the lower-geared non-assisted installation was at 20.8: 1. The Fuego range offered an almost bewildering choice of engines from 1.4 to two liters, mounted well ahead of the front suspension in the Renault style. |
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Rolls Royce Silver Spirit / Silver Spur / Bentley Mulsanne |
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Also see: Rolls-Royce Car Reviews | The History of Rolls-Royce |
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Throughout last century, a new Rolls- Royce was an event of great automobile importance, and the 1980 models were as magnificent as ever, the new range also bringing into sharp focus the changing world in which they found themselves. The 1980 Rollers were longer, lower and wider than their preedecessors, but it is of note that they were 're-skinned' models using the pushrod ohv light alloy V8 engine that had by then now powered three diffferent marks of Rolls-Royce car products. |
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SAAB 900 Turbo APC |
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Also see: Saab Car Reviews | The History of SAAB |
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In 1980 Saab remained a relative 'small' car manufacturer, having developed a fine reputation for cars of quality, starting production of the front-drive in-line four-cylinder 99 series in 1969, from which the longer, more luxurious 900 range was derived. Whereas the originally announced 900 three or five-door saloons (and Combi Coupe) were virtually hatchbacks, 1980 saw the addition of 900 saloons with four-door 'three-box' bodywork incorporating a vast and separate boot of some 14.61 cu. ft (414 liters) capacity. The big Saab novelty for 1980 however was APC, or Automatic Performance Control, an intriguing futuristic device. SAAB had correctly predicted that motor fuel octane ratings would vary dramatically in the coming years, numbers being inclined to fall rather than to rise. Octane numbers denote the anti-knock (or anti-pink) qualities of various fuels, normal petrol around the 1980's being from 89-92, with Super at 97-99 octane. The lower the figure the greater the risk of knocking, (Iow-compression engines react better to low octane numbers than high-compression units) due to poor combustion of the mixture- - a situation that cannot be remedied by automatic ignition. Saab's Per Gillbrand developed his idea of a system that would adapt the engine automatically to the petrol's octane rating, enabling it to function in the most favourable thermodynamic mode. Starting point was to regulate the engine's function to the limit of knocking, but not by the traditional method of advancing or retarding the ignition. Saab's APC was applied to turbocharged engines, and acted upon the blower pressure via the wastegate. An engine block sensor followed the working conditions of the motor, recording every knock caused by high loadings. The sensor sent signals to an electronic unit which passed instructions to a solenoid valve located adjacent to the valve controlling charging pressure delivered by the turbocharger. The electronic unit was also in communication with the pressure sensor on the inlet manifold and could thus balance the charging pressure to the engine, so that it will always be exact. There were nine pulses per second in the Saab APC system, enabling the engine to adapt to petrols from 91 to 99 octane ratings, and amazingly, it permitted the compression ratio of the turbocharged engine to be raised to 8.5: 1 (from 7.2: 1). The high compression ratio, of course, gave greater efficiency, and at the same time a fuel consumption improvement of some 8 per cent over then current model Saabs. Yet another advantage was that, without increasing the rated power of the turbocharged engine, APC boosted, just briefly, the supercharge pressure which resulted in enhanced acceleration. The momentary power increase was claimed by Saab to be in the region of 20 per cent, but we can find little evidence to support this figure. |
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Talbot Matra Murena |
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Also see: Talbot Car Reviews |
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After seven years the Matra-Simca Bagheera gave way to a new mid-engined coupe model, but PSA (overlords of Peugeot, Citroen, and Talbot) had by then killed off the name Simca, and used the name of its troubled Talbot marque to grace their new three-seater. Named, for some obscure reason, Murena, the three-across seater (as was the Bagheera) utilised much the same technical layout as its predeecessor, but the rear suspension was taken from the Talbot 1510 front-drive model, utilising trailing arms and torsion bars. |
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Talbot Solara |
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Also see: Talbot Car Reviews |
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The French pioneered the volume production hatchback saloon ( Renault 16 in 1965) but 1980 saw the Gallic manufacturer join the swing back to the 'three-box' body. Talbot, ex-Sunbeam/Simca, supplemented its rather sparse range with a 'notchback' derivative of the 1510 (ex-1307 /1308), providing a saloon car with a separate lockable luggage compartment in line with several other manufacturers. |
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Triumph TR7 Convertible |
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Also see: Triumph Car Reviews | The History of Triumph |
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TR sports cars had emanated from Triumph's works since the 1950's, making them a household word where performance didn't necessarily mean an astronomic price tag. 1980 saw the introduction of a new open TR, the TR7 Connvertible - sadly the same year witnessing the end of Triumph car prooduction at the Canley (Coventry) works where Spitfire and Dolomite manufacture came to a halt. Due to the fact that open car legislation worldwide was less severe than at first expected, Triumph determined to devise an open version of the TR7 coupe. In 1980 the European did not introduce the expected new legislation to prevent sales of open sports cars and convertibles that were not equipped with roll-over safety bars. British Leyland's treatment of the TR7 in convertible form was refreshing, the often too rare sight of a tin-top minus the roof in the case of the TR7 working extremely well, and the absence of a 'Targa top' endowing it with a slim, elegant look. The hood too folded away in a neat manner, and was not a lengthy operation. The TR7 Convertible retained identical mechanicals to the Coupe, the engine being a two-liter version of the eight-valve 'Dolomite' engine, or, if you like, an eight-valve edition of the 16-valve 'Dolomite Sprint' motor. The five-speed gearbox was light and easy to operate, and stemmed from the British Leyland Rover SD1 unit (also used in the Series 111 Jaguar and Daimler models). Rear drive was to a live axle, and at the time was regarded by some obbservers as dated but it mads for easy production (and this in turn made the car a viable prodution option), and minimised price levels. The Convertible at 2315 Ib (1050 kg) was a little heavier than the closed TR7, but there was considerable comfort for two (and a large luggage boot) and a top speed of 109 mph (175 km/h) which, in view of the simple layout, was pretty reasonable. |
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TVR Tasmin |
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Also see: TVR Car Reviews | The History of TVR |
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The industrious TVR Company of Blackpool (England) expanded its range dramatically in 1980, basing the new Tasmin range on the 3000/Taimar/Convertible models. The Tasmin revealed itself to be a very modern looking coupe with GRP bodywork (mounted on TVR's very strong steel tube space frame) and vast glass area. Unashamedly a two-seater high-performance coupe, the Tasmin used the German Ford 2.8-liter V6 ohv motor with fuel injection, and with 160 bhp (117.5 kW) under the long bonnet it has a top speed in the region of 130 mph, and searing acceleration. A four-speed gearbox transmitted the drive from the V6 engine to the rear wheels, and there was all-independent suspension. The Tasmin was launched at the Birmingham International Motor Show in October, 1980, including turbocharged versions of the Tasmin, as well as a Convertible and a 2+2. |
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Volkswagen GOL |
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Also see: Volkswagen Car Reviews | The History of Volkswagen |
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In line with many other foreign associates of big European motor manufacturers, Volkswagen Brazil announced a new model of their own in 1980. The new car, designated GOL, was a replacement for the Brasilia. Like the model it superseded the GOL was a three-door hatchback with an overall length of 12.43 ft (3.79 metres) on a wheelbase of 7.74 ft (2.36 metres), comparable to the German Golf. The chassis and running gear were also similar: MacPherson coil spring stuts at the front, and an independent rear layout of torsional beam trailing arm axle and telescopic dampers. The GOL used front wheel drive, and its longitudinally-mounted enngine (the evergreen air-cooled 'Beetle' boxermotor) was mounted ahead of the wheel-centres. But the Dr Porsche-inspired motor was considerably modified with a new-type cylinder-head incorporating valves at a shallow angle, and a compression ratio of 6.8: 1. The 1285 cc motor had bore and stroke dimensions of 77 x 69 mm, and develops 42 bhp (31.31 kW) at 4200 rpm, with maximum torque of 60 Ib ft (8.3 mkg/80.46 Nm) at 2200 rpm. Engine cooling has been vastly improved with a less noisy fan, turned through 180 degrees, and in unit with a four-speed manual gearbox. The 1653 Ib (750 kg) GOl would reach 81 mph (130 km/h), and accelerated from 0-61 mph (0-100 km/h) in 21.8 seconds. For the Brazilian market where there was already an ethanol (alcohol distilled from cane sugar) distribution network, Volkswagen sold a special Alcohol model fitted with pre-heated inlet maniifold. The ethanol engines were identical to the petrol units except for maximum power requiring an extra 200 rpm. In addition ignition advance was changed to 18 degrees (instead of 10 degrees), and idling speed was raised to 950 rpm. Cooler plugs were also fitted, as well as larger carburetter jets. In cold weather the alcohol engines had to be first started on petrol (which was stored in an auxiliary 0.40 liter fuel tank). VW's figure for the Alcohol GOL's top speed was identiical to the petrol model, but 0.62 mph (0-100 km/h acceleration was inferior at 22.1 seconds. |
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Volvo 244 Turbo |
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Also see: Volvo Car Reviews | The History of Volvo |
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Trying hard to lose their 'granny' image, Volvo continued on their sport-orientated trail in 1980 by introducing a turbocharged 2.1-liter four-door saloon, designated 244 Turbo. Based on the familiar 244 saloon the new and sprightly model utilised the intermediate B.21.E. injected four-cylinder ohc motor, which, equipped with a Garrett blower develops a useful 155 bhp (115.58 kW). Maximum torque is increased no less than 42 per cent to 177.135 Ib ft (24.5 mkg/240 Nm) at 3750 rpm. The engine's compression ratio was lowered to 7.5: 1 but with the turbocharger some 32 extra horsepower was extracted from the robust unit. With a kerb weight of 2852 Ib (1294 kg), the 244 Turbo had the immpressive power-to-weight ratio of 8.3 kg/bhp, and 0-62 mph (100 km/h) time was nine seconds. Maximum speed was around 118 mph (190 km/h), and the car handled well. Volvo opted for a four-speed manual gearbox but with electrically engaged overdrive operated by a button in the top of the gear lever. The turbocharger began to be effective quite early in the rev-range (about 2500 rpm), and with fourth gear being relatively low, the gearbox and overdrive could be exploited to extract a very satisfying performance. At 90 km/h the official fuel consumption figures were 32.06 mpg (8.81 lt/100 km). |
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Volvo 343/345 GLS |
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Also see: Volvo Car Reviews | The History of Volvo |
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Few would have argued at the time that the Volvo 340 range (ex-DAF 77) wasn't underpowered, particularly in view of the cars weight (2183 lb. / 990 kg to 2238 lb. / 1015 kg) but in 1980 Volvo announced two-liter models which transformed the performance of the three and five door hatchbacks. Designated 343GLS and 345GLS, the 1.4 liter Renault OHV engine had been displaced by Volvo's own B19 ohc motor, the installation demanding a bonnet 'bulge'., but with 95 bhp (70 kW) on tap the bulge was a small price to pay. The four-cylinder motor had a bore and stroke dimensions of 88.9 x 80 mm, and maximum power was developed at 5500 rpm. As well as the bigger engine the small Volvo had been subjected to some welcome restyling, the bumpers now being much easier on the eye, and the facia sports a tacho. Ventilation was improved, the rear seats re-shaped for greater comfort, the track widened by 0.19 in. (5 mm), and more powerful brakes adopted. |
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Zastava Yugo 45 |
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Also see: Zastava Car Reviews |
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By the late 1970's motor manufacturers from the Comecon countries, usually haven been given the spark-by capitalist factories from the west, were embarking on development of their own models. After Fiat had put the Lada project into gear, the Volga-side works produced the 4WD Niva; Polski-Fiat devised the Polonez, and then another Fiat-inspired enterprise, Yuugoslav Zastava introduced their own brand. The Zastava (which apparently means export in the Yugoslav tongue) was first shown at Belgrade which was then the only motor show in the Eastern Bloc. The Jugo 45 was a two-door hatchback derived from the Fiat 127 but sporting original bodywork which, at 11.45 ft (3.49 metres), was some 5.90 in. (15 cm) shorter than the Fiat. The bodywork was very angular and dated looking even at launch, but on the plus side the Jugo 45 was roomy and came with a respectable (claimed) top speed of 84 mph (135 km/h) as well as acceleration of 0-62 mph (0-100 km/h) in 21.7 seconds and was undoubtedly very popular in Communist countries. The familiar 903 cc engine was mounted transversely, in unit with a four-speed gearbox, and drive was to the front wheels. The willing little ohv motor with three-bearing crankshaft put-out 45 bhp DIN (33 kW) at 6100 rpm, has a compression ratio of 9: 1, and maximum torque figures of 44.82 Ib ft (6.2 mkg/60.78 Nm) at 3400 rpm. The Jugo 45 weighed 1598 Ib (725 kg) but already a new model, the Jugo 55 is planned, using a 1.3-liter engine. |
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