More than an old car #234: Fiat Strada/Ritmo

Back then, I had been reluctant to go down to this car meet in the IKEA Tampines car park, thinking that it would still be the usual attendees. However, some Instagram stories hinted of a wider variety than I thought, so I made my way down. I was quite surprised when I saw this 1983 Fiat Strada Cabriolet, as it was something which I had never seen before!

Fiat began the designing of the Ritmo hatchback as a replacement for the Fiat 128 sedan back in 1972. At that time, European manufacturers had started launching small family hatchbacks, notably the VW Golf in 1974. Styled by Sergio Sartorelli, the Ritmo was made using a 'robogate' system where the bodyshell assembly and welding were done by robots; this gave rise to its advertising slogan 'Handbuilt by robots'. Its named is derived from the Italian for 'rhythm' and was launched at the Turin Motor Show in 1978.

Initally, a variety of trim levels and engine types were available. In light of criticism for its basic interior trim (e.g. no fabric on door panels), Fiat added a higher-spec range with gold striping and accents on the wheels, foglights and interiors. The car was sold as the Strada in the UK and North America, deriving from the Italian for 'road'. In 1982, the Ritmo was reengineered and restyled, notably featuring twin circular headlights integrated in a separate grille, tailights fitted on the car body itself and the removal of the air scoop on the bonnet. Another facelift happened in 1985 with restyled bumpers and lower plastic panels on the doors.

The Ritmo cabriolet was originally displayed as a concept at the 1979 Frankfurt Motor Show but was sold in mainland Europe only in 1981. It was assembled by Bertone and, coinciding with the 1982 facelift, was badged as a Bertone instead of a Fiat. Before that, the last Fiat cabriolet was made back in 1954! RHD versions of the cabriolet appeared in 1983, where it was sold in the UK as a Superstrada. Bertone had to reinforce the body to compensate for the loss of structural strength. Additional strengthening around the sills and floor helped maintain rigidity, while the rear section was redesigned to accommodate the folding soft top.

The Strada/Ritmo cabriolet was powered by a 1499 cc i4 engine, allowing it to reach a top speed of 158 km/h with an acceleration of 11.9 seconds (0-100 km/h). It was 4014 mm long and weighed 920 kg, with a fuel consumption of 7.3 litres per 100 km. 

Production of the Ritmo ended in 1988 with more than 2 million made. Spanish car maker SEAT also made a derivative known as the SEAT Ritmo, with production between 1979 to 1982. Ritmos were sold in Singapore in 1980 first in 75CL 5-door hatchback version, where they retailed for S$24,000. Local reviews noted its functional design and luxurious seats, good handling and aerodynamics, though it was noted to have ill-fitted joints on the glove compartment and a confusing door lock mechanism. The top-tier Ritmo Abarth 130TC subsequently appeared in 1985, though the cabriolet did not appear to have been officially sold here.

This particular unit was registered on 1 Aug 1983, and appeared to be sold by Tony Brooks Ltd in Byfleet. It was unwittingly photographed in 1992 and by the time the car was imported into Singapore, it had covered more than 57,000 miles with a few teething problems. It was on display at a car meet in 2023 but has yet to appear in recent times.

It is quite amazing to come across a relatively unknown car with a rather interesting history: Fiats of the 1980s are not as well-kept or collectible compared to other European makes. Hopefully the car will be registered soon so that more of you can catch a sight of this rarity! 

More than an old car #233: Mercedes W136 170

The beauty of car spotting is that nice cars can be literally anywhere, and it was one of the days where I came across this 1952 Mercedes W136 170 V by pure chance! 

The Mercedes Type 170 V was developed back in 1931, and made its debut at the International Automobile and Motorcycle Exhibition in 1936 at Berlin. It replaced the Type 170 (designation W15) and the V designation indicated the engine was in front, compared to the rear-engined 170 H (W28). Customers could choose from several body variants: 2 and 4-door sedans, a 4-door convertible sedan and a cabriolet. There was also delivery van and ambulance variants on top of that as well. Mercedes also explored a Kubelwagen/off-road military vehicle version which saw increased usage during the war.

Post-war production restarted in May 1946, where initially the panel vans and small flatbed trucks were built again. The civilian convertible versions were no longer available; sedans were made starting from 1947. In May 1950, the 170 V (petrol) and 170 D (diesel) received a power upgrade with a larger 1.8 litre engine, and safety was improved with the introduction of telescopic shock absorbers, a wider rear track and stronger brakes. The luggage compartment was finally accessible from outside and the passenger cabin was given wider seats. The naming convention was also changed to 170 Va and 170 Da.

A further upgrade happened in May 1952, accompanied by new suffixes for the name. The Mercedes-Benz 170 Vb and Mercedes-Benz 170 Db now featured new single piece bumpers. The two rows of vertical ventilation slats that were on the sides of the bonnet/hood were replaced by a pair of horizontal slats on each side, and the windscreen wipers which had hitherto been attached at the top of the windscreen frame were now attached at the bottom. In 1953, the Type 170 became quite outdated and sales started to decline, along with another rebranding to 170 S-V and 170 S-D.

The 170 Vb was powered by a 1767 cc M136 i4 engine, allowing it to reach a top speed of 116 km/h with an acceleration of 40.1 seconds [0-100 km/h]. It had dimensions of 4285 x 1630 x 1610 mm, with a weight of 1120 kg and a fuel consumption of 9.7 litres / 100 km.

Production of the W136 ended in 1955 where it was replaced by the Ponton-bodied Mercedes 180. About 200,000 were made, of which ~140,00 were the 170 V models produced after the war; this made the W136 the best-selling Mercedes model of its era. W136s were also sold in Singapore in 1951, where a newspaper article stated that a batch of six 170Ds were imported by Cycle & Carriage Co (which is still the Mercedes dealer today). 170 Vs retailed at $8,100, with the 170 D at $8,550 and 170 S at $9,875.

This unit was imported and registered in 2018, but I had not seen it until it randomly appeared in my school one day! I was rushing for class but was able to squeeze out a few minutes to hang around this relic, and managed to express my admiration to the owner who had just returned. While I have not seen it again, I believe it is still around even though the number plate is no longer registered. To the best of my knowledge, there are at least 3 units of the 170 here and hopefully, you'll get to catch a sight of them soon!

Miscellaneous classics #14: Hyundai Porter H100

Many people may not make a second glance at the numerous lorries/trucks on our roads, except when they are going too slow for our liking. However, as my aim is to try and document old vehicles in Singapore, I felt it was appropriate to spotlight this humble 2000 Hyundai Porter H100 that is no longer around...

 

The Hyundai Porter (also known as the H-100) was first released in 1977 as a truck or minibus. The second-generation model was a rebadged Mistubishi Delica, after the restriction on South Korea's automobile industry was lifted. Round headlights were installed on the third generation and the steering wheel was similar to the Sonata during that time. 

 

For the fourth generation, it was called the New Porter and a facelift was given. The cab was changed to be the same as the Hyundai Grace van and Anti-Lock Brake System were applied. Side decals and automatic transmission were made available in 1999. A few engines were offered, with this unit being powered by a 2476cc D4BF i4 engine. It was 4750 mm long and had a net weight of 1580kg, with a maximum weight of 2850kg.

 

Production of the fourth-generation Porter ended in 2004, though you may be able to see the similar-shaped Inokom Lorimas which was licenced-built in Malaysia from 2000. While the fourth and fifth-generation Porters were sold in Singapore, none are known to be left as they have passed the 20-year statutory lifespan; you would probably have better luck seeing them in Korea or developing countries. Even though people may not care too much about trucks, this picture will serve as a memory to the time these workhorses plied our roads!

More than an old car #232: Renault Fuego

It always gives me much pleasure to spot cars after a stressful week, especially when I see vehicles that I have never come across before like this 1981 Renault Fuego GTX: I had never heard of it before and it took a while to appreciate its uniqueness, especially when it is almost forgotten on the roads! 

Launched in 1980, the Renault Fuego arrived at a time when European manufacturers were experimenting with aerodynamic styling and front-wheel-drive practicality. Built as a sporty successor to the Renault 15 and 17, the Fuego was designed by Robert Opron, who was the same mind behind some of Citroën’s most distinctive shapes such as the SM. Fittingly, Fuego is the Spanish word for 'fire': the result was a sleek, wind-cheating coupe with a drag coefficient as low as 0.32 in certain variants which was impressive for its era. 

Unlike traditional rear-wheel-drive sports coupes of the time, the Fuego was based on the Renault 18’s platform, meaning it combined sporty looks with everyday usability. It featured a unique large glass hatch, folding rear seats, and a surprisingly airy cabin thanks to its expansive windows. Interestingly, it was the first car in the world to be equipped with remote central locking, which is something that we take for granted today. Higher trims came equipped with features that were ahead of their time such as steering wheel-mounted audio controls and even a trip computer in some markets.

The Fuego was offered in multiple engine configurations and trims over its production run, ranging from a modest 1.4-litre inline-4 to the more spirited Fuego Turbo and GTX. The GTX packed a 1,995 cc Douvrin Type 829 i4 engine, allowing it to reach a top speed of 192 km/h and a 0–100 km/h time of 11 seconds. It was 4365 mm long and weighed 1080 kg, with a fuel consumption of 8.2 litres / 100 km; this gave the sleek coupe genuine performance credentials to match its looks.

Production of the Fuego ended in Europe in 1986, though it continued in Argentina until 1992. In total, 265,367 units were produced -- healthy numbers at the time, yet sightings today are rare, especially in right-hand-drive markets. Rust, neglect, and the passage of time have quietly thinned the herd. Fuegos were sold in Singapore from 1981, where the GTX model retailed at S$41,400 by Exklusiv Auto Pte Ltd. Local reviews praised its sleek look, instrument panel display, spacious interior and suspension, though there were gripes about the rough gear change and slight sluggishness when accelerating.

This particular example was imported from the UK and appears to have been off the road since 1995; incidentally it is the only one here currently as no original Singapore units are left. Although Fuegos may not be as well-revered as Porsche's 944 nor Alfa Romeo's GTVs, they are a reminder of when Renault dared to mix sharp styling, practicality, and turbocharged flair in one affordable package. I hope you will be able to see it back on the road, because cars like these deserve to be seen, driven, and remembered!

More than an old car #231: Audi A3 8L

 

Given the ever-growing number of old cars in Singapore, there are bound to be some that I have no idea of its existence, and one cannot help but marvel at these 2 surprisingly preserved 1998/2000 Audi A3 8L!

First introduced in 1996 at the Paris Motor Show, the A3 Typ 8L marked Audi's return to small cars after 19 years. As part of the Volkswagen Group, the A3 shared a platform and closely resembled the VW Golf Mk4. Initially, the A3 was only available as a 3-door hatchback: this was done to give the model a sportier image and differentiate it from the Golf. 4 different grades were offered with a few engine selections: the Attraction was the base model with 4-spoke steering wheel and aluminum wheels in a 10-hole design while the S-Line was top of the line with a 3-spoke leather steering wheel, lowered height and 9-spoke wheels.

A 5-door hatchback appeared in 1999 and the sportier S3 also made its debut, which was powered by a turbocharged engine. There was a facelift done in 2000, with changes to the headlights, taillights and addition of a head airbag system among other things.

These 2 units were powered by a 1595 cc EA827 series i4 engine, allowing it to reach a top speed of 183 km/h with an 0 to 100 km/h timing of 12.8 seconds. With dimensions of 4152 x 1735 x 1427 mm, weighing in at 1090 kg (for 3-door) and 1135 kg (for 5-door), and fuel consumption of 8.6 litres / 100 km, it had decent economical performance which would have been a good fit for a prospective owner looking for a premium compact hatchback. 

Production of the A3 8L ended in 2003 with about 913,000 sold, though it continued to be made in Brazil until 2006. The A3 8L was first sold in Singapore in 1997, where it retailed at S$123,000 by Motor Ultima, the former Audi dealer; the 5-door hatchback was sold later in 2000 by Premium Automobiles. It is believed that these 2 units are the last ones here: I have not come across pictures of other units on the road and none were also sold on online marketplaces. Amazingly both are still registered as of writing, though I cannot tell if they are on a 5 year or 10 year COE cycle. 

While Audi A3 may not have the cult following of a hot hatch icon or the visual drama of a sports car, it proved that luxury could be compact and performance could be practical. It paved the way through unchartered territory for numerous compact cars such as the Mercedes A-Class and BMW 1 Series. I hope you will have a chance to see these 2 humble icons some day!

More than an old car #230: Mercedes Benz C215 CL55 AMG

Given the huge backlog of cars that I have, there may be a likelihood that some cars which I have seen before are no longer here, and this 2000 Mercedes Benz C215 CL55 AMG is unfortunately one of them...

Launched at the Geneva Motor Show in March 1999, the C215 was the second generation of Mercedes’ luxury coupe (CL comes from Coupe-Luxury). The CL name had appeared in June 1996 (1997 for the American market) on the W140 series on the CL 500 and CL 600 models. 

It was the first car in the world with Active Body Control active suspension, which minimises rolling, pitching, and squatting movements of the body. Designed by Bruno Sacco, it also featured a unique pillar-less design with no B-pillar. It was also the first car in the world with both low beam and high beam High Intensity Discharge headlamps. Various engine types were offered with the lowest capacity in the CL500; there was also exclusive versions such as an F1 Limited Edition of the CL55 AMG, featuring carbon-ceramic brake discs. The C215 had a facelift in 2002, featuring a revised grille and taillights, along with engine upgrades.

It was powered by a 5439 cc M115 V8 engine, allowing it to reach a top speed of 250 km/h with an acceleration of 6 seconds. It was 4993 mm long and weighed 1795 kg, with a fuel consumption of 13.4 litres / 100 km.

Production of the C215 ended in 2006 where it was replaced by the C216 generation; 47,984 were made of which 6,380 were the CL55 AMG. CL55 AMGs were brought in by the Mercedes dealer Cycle and Carriage, though it did not appear to be advertised openly. 

This unit is a pre-facelift model and was the last unit left here before it was most likely exported. C215s are considered rather obscure, especially so when they were also very expensive upon release: the open market value of a CL500 was S$123,617 in 2000, which was only overshadowed by the Ferrari 360, Porsche 911 and Aston Martin DB7 at that time. I last saw it in 2019 and it was one of the cars that I wanted to write about, just that I didn't have the time previously. While this car may not be here anymore, I hope that this will be a lasting snapshot of this unicorn that used to roam our shores!

 

 

More than an old car #229: Daimler SP250 'Dart'

Even as we enter the new year, I am constantly grateful for your support and interest for old cars in Singapore, and I hope to continue sharing more unique models along the way. Naturally I was compelled to share this 1963 Daimler SP250, which was an entirely accidental spot!

In 1956, Edward Turner was appointed as the chief executive of BSA's (Daimler's parent company) automotive division. As part of his task to design a saloon car powered by a V8 engine in order for Daimler to become more appealing, a prototype known as the DN250 was created. Initially, it was supposed to be named as the Dart but Chrysler had a copyright claim on it; it was subsequently renamed as the SP250 (the official project number).

A few prototypes were designed before the first production unit was unveiled at the New York Motor Show in 1959. The original version, later known as 'A-spec', did not come with front bumpers. Instead they were fitted with chromium-plated 'whiskers' and two short rear bumpers. A-spec cars were noted to have excessive body flex when cornering, causing the doors to fly open. In 1960, this was addressed with a strengthening hoop between the A posts and an adjustable steering column, known as B-spec. C-spec cars appeared in 1963 and were fitted with a heater/demister and cigarette lighter as standard, though these were also optional extras prior to 1963.

The SP250 was also subject to various modifications by coach builders, such as a coupe and bodywork added on the front and rear. Furthermore, a prototype known as the SP252 was also made but Jaguar did not bring it to production fearing that it would overshadow it's E-Type. SP250s also saw much use in races and it's engine were also transplanted on other racing cars. Interestingly, around 26 were used by the Metropolitan Police in London, where they used by the Traffic Department to catch up with speeders.

The SP250 was powered by a 2548 cc V8 engine, allowing it to reach a top speed of 200 km/h with an acceleration of 8.8 seconds. It was 4077 mm long and weighed 1000 kg, with a fuel consumption of 13.7 litres / 100 km.

Production ended in 1964 with 2,654 made, of which about 1,453 were in RHD. This fell far short of Daimler's original forecast of 1,500 in the 1st year and 3,000 in each of the 2nd and 3rd years of production. An SP250 was tested in Singapore in 1961, where the reviewer was impressed by its acceleration, leather bucket seats and good visibility; it was also retailing for $11,640. 

This particular unit appears to have been imported before 2009 if the registration number is correct, and is also very rarely seen in public. Being able to see this car had always been on my bucket list ever since I knew of its existence, and I was fortunate to finally lay eyes on it when it was at a workshop. Although it may not have looked the best compared with other cars of its era, it represented a moment when Daimler dared to challenge convention by combining advanced engineering, bold performance, and unmistakable character. While it has disappeared again, I hope that you will be able to come across this rarity some day!