More than an old car #164: Lancia Fulvia

Some time back, I went to ask my viewers about what cars they would like to see on this page. I'll start working on some of them soon, but please do forgive for the lower content output: sometimes one may not be in the mood for things, you know? This 1969 Lancia Fulvia Rallye 1.3 HF was one of the suggestions that popped up, and it was something that I wanted to write about for some time...

The Fulvia was first introduced in 1963 where it replaced the aging Appia. Named after Via Fulvia, an ancient Roman road leading from Tortona to Turin, it featured a front-wheel drive design and shared almost no components from its predecessor. Initially available only as a 4-door sedan (berlina), it was deemed to be rather plain an 'not elegant', although it found some success in rallying.  

The coupe was introduced in 1965, where it immediately became a huge commercial success due to its sporty look. Designed in-house by Pierro Castagnero, its design was inspired by the Riva brand of motorboats and is technically a 2+2 seater sports berlinetta. It was first available in a 1216 cc engine, which was enlarged to 1231 cc in 1967. During that time, Lancia introduced an enhanced version of the Fulvia known as the HF: it was visually distinguished by the removal of the bumpers and a yellow-blue painted stripe on the bonnet and roof. On top of that, the bodywork was lightened by the use of Peraluman alloy and Plexiglas for the rear window. 

The engine capacity was further increased to 1584 cc in 1969 under the direction of Cesare Florio, and these cars were known as 'Fanalones' due to the larger inner headlights. Fulvias after 1970 were facelifted, featuring a thinner grille and export versions had raised external headlights. A final facelift occured in 1974, known as the Fulvia 3 which featured matte black grilles and headlight frames. This Fulvia HF was powered by a 1298 cc Lancia V4 engine, allowing it to reach a top speed of 180 km/h with an acceleration of 9.5 seconds [0-100 km/h]. It was 3935 mm long and weighed only 850 kg, with a fuel consumption of 12.8 litres / 100 km. 

Production of the Fulvia ended in 1976 with 140,054 coupes made, of which supposedly just 8 units were the 1.3 HF in RHD. This unit was imported from the UK and underwent some restoration, before it was sold to a well-known classic racing and motoring historian, who still owns it till this day. I am aware of another facelifted Fulvia here which was brought in by the same person: it was auctioned off recently. 

Fulvias in both sedan and coupe versions were sold here in the 1960s, first by Asia Motor Company Ltd and Olivetti (Singapore) Limited. As of 2019, there were only 9 Lancias registered here: the relative lack of understanding on a dead brand can be pretty daunting for someone who might want to bring one in. However, the fact that these have been imported shows the enthusiasm some people have on these rare machines. I haven't gotten a closer look ever since 2018 when these pictures were taken, perhaps you'll be lucky to see it soon!

More than an old car #163: Alfa Romeo 146

I was asked to do a post about 'rare cars' in Singapore and to be honest, I have a hard time struggling to decide what to write about. Through my time, I have seen many of them and my posts have covered quite a few accordingly. But as you may have known, I tend to favour non-exotic cars since people don't pay much attention to them in the first place. This will not be any different with this 2000 Alfa Romeo 146 1.6 TS!

The 146 was first introduced in 1994 at the Bologna Motor Show as a 5-door hatchback, where it was intended to be a replacement for the ageing 33. The development of this project, known as Tipo 930B, took 3 years and was aimed at the more traditional AR clientele compared to the outgoing 33. A 3-door hatchback known as the 145 was sold around the same time as well. 

It was available in a variety of engines ranging from 1.4 litres to 2 litres, and 2 different trim levels. In 1997, the entire range was revised with the arrival of new Twin Spark engines in response to the new Euro 2 engine regulations. External differences were limited to a new design for the alloy rims, while internal changes included new seat fabrics and a better air-con system. A facelift was carried out in 1999, featuring a revised front end with body-coloured bumpers, round fog lamps and narrow protection strips. This unit was powered by a 1598 cc Twin Spark i4 engine, allowing it to reach a top speed of 197 km/h with an acceleration of 10.5 seconds [0-100 km/h]. It was 4235 mm long, weighed 1190 kg and had a fuel consumption of 11.3 litres / 100 km. 

Production of the 146 ended in 2001, where it was replaced by the Alfa 147. A total of 233,295 units were made, although no detailed breakdown between the engine types and RHD/LHD are available. The 146 was sold here in 1996 by Massa Motors and someone even won one as a lucky draw prize that was organised by Takashimaya. However, reviews have lamented its poor build quality and the 146 is generally seen as less desirable than the 145. 

This unit no longer exists and I would dare say that none remain here anymore. Even in the UK, only an estimated 100 are still on the register. While times may change, I think I was fortunate to be in the right place and time to record its existence. Whatever journeys and ownership it has gone through will remain a mystery, but I hope that this still fits the theme of 'rare cars': seeing a now-extinct car would definitely be more rare I suppose?

More than an old car #162: Chevrolet Bel Air

Car meetups have become a novelty event given that the pandemic still shows no sign of slowing down. However, I will still aim to catch up on the backlog and feature some eye-catching ones like this 1965 Chevrolet Bel Air here!

The 'Bel Air' name first appeared in 1950-1952 as the Bel Air Sport Coupe, which was only used for the 2-door hardtops in the Chevrolet model range. From 1953, the Bel Air became associated with a premium level of trim that was applied across different body styles. Early models of the Bel Air are highly-prized partly due to its association with Hollywood glamour such as Marilyn Monroe and Elvis Presley. 

The 6th generation of the Bel Air appeared in 1965, and it received an extensive styling change compared to the previous generation. Its overall length was increased, the grille became slightly veed, headlights were now round and window glass was curved. While all of the Bel Airs were either made in the US or Canada, a handful were shipped to Australia as complete knock-down units where they were converted to RHD specifications. The General Motors-Holden (GM-H) plant in Woodville, South Australia was one of the few places where the car interior, electrical wiring and glass were installed. Cars were assembled from a mixture of imported US-made components and locally-made parts, such as interior trim and tyres. 

This proved to be a sales and financial success for GM-H as people saw it as an economical car for working-class Australians. Furthermore, it was able to circumvent the high import duty by reducing the number of imported parts used for each vehicle. While these RHD Bel Airs had to be promoted as expensive high-end luxury cars, the high-quality Australian Howe leather and 100% Westminster wool helped to justify the high prices. These GM-H cars were more often than not used by wealthy directors and VIPs in the state and federal governments.

Australian-made Bel Airs featured Impala-style triple tailights instead of the usual double headlights due to safety regulations. This Bel Air was powered by a 283 cubic inch (4638 cc) small block V8, allowing it to reach a top speed of 170 km/h with an acceleration of 12.1 seconds (0-100 km/h). It was 5413 mm long and weighed 1640 kg, with a thirsty fuel consumption of 17.7 litres /100 km.

Production of the 6th-generation Bel Air ended in 1970 with more than 1 million made, of which around 163,600 were the V8 engine versions produced in 1965. It coincided with the end of Chevrolet manufacturing by GM-H, where it shifted to producing Holdens only. This particular unit had spent its whole life in a South Australian farm, before the first owner's son sold it to a collector who never got about trying to restore it. The current owner then took over the project, and has spent quite a fair bit in revamping the paintwork and interior upholstery. I had the chance to take a look inside and all I can say is that it is like a sofa on wheels.

Bel Airs were sold here back in 1957, and the 1961 models sold by Orchard Motors were retailing for $12,990, with an additional $650 for the 'Powerglide' automatic transmission. It seems that the 6th-generation models were not sold here, at least officially. Whatever it is, American barges are very rare here partly due to the lack of maintenance knowledge, spare parts and the restrictive RHD import regulations. You have to see one yourself to appreciate the classic American excess that is symbolic of the time period. I hope you will get to see this some day!

More than an old car #161: Citroen SM

Happy new year to everyone and may you have a blessed 2021 ahead! With my first post of this year, I hope to start things on a bright note with this exquisite 1971 Citroen SM!

The SM was first conceived back in 1961 as the 'Project S', a sports-oriented model of the DS. Over the years, it became an entirely new model. Citroen purchased Maserati in 1968 with the intention to harness its engines to make a high-performance car, and the result appeared in 1970 at the Geneva Motor Show. The origin of its name is not entirely clear: it could either stand for Systeme Maserati/Série Maserati or even Sa Majesté (Her Majesty in French).

The car featured many innovative features, such as the hydro-pneumatic self-levelling suspension, self-swivelling lights that turned along with the steering wheel and a new type of variable assist power steering known as DIRAVI (Direction à rappel asservi), which has become commonplace in cars today. This enabled the steering to feel constant at any speed and enabled a maximum area of tyre contact with the road at all times. Furthermore, the SM was also very aerodynamic with a low drag coefficient of 0.26, and no expense was spared in the interior design too.

While it was produced exclusively in a two-door fastback coupe style, there were conversions such as a 4-door convertible (SM présidentielle) and a 4-door sedan (SM Opéra). The main export market for the SM was the US, and due to regulations, US-spec cars had 4 round exposed headlights compared to the 6 square enclosed headlights in Euro-spec ones. Over its lifetime, 2 types of engines were produced (2.7 litre and 3 litre): the small engine size was due to French puissance fiscale taxation, which made large-engined cars hard to sell. The SM was powered by a uniquely-shaped 2670 cc 90° V6 engine, allowing it to reach a top speed of 220 km/h with an acceleration of 8.9 seconds [0-100 km/h]. It was 4893 mm long and weighed 1450 kg, with a fuel consumption of 15.7 litres / 100 km.

Production of the SM ended in 1975 with only 12,190 units made, of which 7,133 were the early manual versions. While it was revolutionary for its time, maintaining it was very tedious as it required both a Citroen specialist for the car body and a Maserati specialist for the engine. Coupled with the 1973 oil crisis, sales levels were lower than expected. Furthermore, Peugeot (which owned a stake in Citroen) proceeded to sell Maserati, spelling the end of the SM. The SM made many appearances in popular culture and had famous owners such as Leonid Brezhnev and the Cheech & Chong duo.

None were made in RHD and hence no units were sold here, although there were RHD conversions done in Australia. This unit, in AC088 Meije White, still sports original UK plates and was on display since it cannot be registered here. The SM is one that continues to take the breath away, with its beautiful proportions and sleek design. While it is a shame that you can't see them on the road, I hope that this has been informative for you. Maybe you will get to see it one day!

More than an old car #160: Prince (Nissan) Skyline

One of the nice things about this blogging journey is to come across rarities that people may not be fully aware about, and I aim to bridge the gap between the car and the individual. This 1968 Prince Skyline S57 is a good example of being rare yet foreign at the same time...

The lineage of the Prince Skyline can be traced back to Fuji Precision Industries back in 1957, with the introduction of the ALSI/BLSI series. Developed by Shinichiro Sakurai, he remained a prominent figure behind the entire Skyline range until his death in 2011. The S50 series was the 2nd in the Skyline family, and the company name had been changed to the Prince Motor Company. At the time, the automobile industry was being reorganized under the guidance of the government to welcome foreign automobile manufacturers, due to the liberalization of automobile imports. Introduced in both sedan and wagon form in 1963, the S50 was intended to be a family sedan, and it proved to be popular among families and taxi drivers in part of Prince's 'maintenance-free' warranty program, such as a 40,000 km/ 2 year warranty for the engine.

In 1964, the more well-known S54 was unveiled and it grew in prominence in the Japan Grand Prix. This led on to the development of the S57 Skyline in 1967, featuring an increased engine output of 88 hp even with a 1.5 litre engine. It was distinguished by a red '88' badge on the grille and a small 'OHC' script on the rear, along with modifications done to the front fascia. Furthermore, as Prince had been merged with Nissan in 1966, there was a discreet 'Nissan' badge on the grille as well. The S57 was powered by a 1483 cc G-15 engine, which was the most powerful 1.5 litre engine intended at that time. It was 4100 mm long and weighed 940 kg. 

Production of the S50 series ended in 1968 with a total of 114,238 units sold, although there is no breakdown of individual models. Japanese cars of the 1960s are generally very rare today as most fell prey to rust. The first S50 sedans were sold by Kian Gwan Motors (Malaysia) Ltd in 1965, then the sole agent for Prince Motors in Malaya. Some were even entered into races during that period. The S57 especially was produced for only 1 year, so it is not inconceivable that only a few hundred may be left worldwide. Somehow this fresh import has made its way here: the owner must have a keen eye in actually recognising this unique obscurity. A similar unit is for sale at 1.98 million yen (S$25,667), which gives an indication of how uncommon it is. It should be a matter of time before it gets registered, and hopefully you will be able to catch it someday!

More than an old car #159: Ford Cortina

 

It never fails to amaze me at how some cars have managed to survive the test of time and remain, even when most of their siblings have been consigned into the depths of history. These Ford Cortina Mk 1s are a living testament to a bygone era of motoring!

The genesis of the Cortina began under the project name of 'Archbishop', where the management at Ford of Britain wanted to create a family-sized car that was economical, cheap to maintain and inexpensive to produce. Initially it was supposed to be called the Ford Consul 325, but was later inspired by the name of the Italian ski resort Cortina d'Ampezzo, site of the 1956 Winter Olympics. Initially available in 2 and 4-door sedan form with a 1.2 litre engine (Standard, Deluxe), various trims appeared later on with larger 1.5 litre engines (Super, GT). A wagon version was introduced in 1963 as well.

The Cortina Lotus was also conceived back in 1961, when Colin Chapman desired to build his own engines for Lotus. He recruited Harry Mundy, a close friend and Keith Duckworth from the Cosworth company to develop a larger, high-performance engine. Walter Hayes, the public relations executive from Ford, requested for these engines to be fitted to 1000 Ford saloons for Group 2 homologation. Ford supplied the body shells while Lotus handled the mechanical and cosmetic changes. Main differences between the Lotus version and the regular ones were a drastically altered rear suspension that made the car stiffer to drive, use of lightweight alloy panels for the doors, bonnet and boot and Lotus badges on the rear wings of the car. All of the Lotus versions were painted white with a green stripe, although as it can be seen (on the regular sedan) it does not necessarily mean that a Cortina in this style is a Lotus one. In 1964, Cortinas underwent a facelift, most notably a full-width grille, disc fron brakes and Aeroflow ventilation indicated by air vents on the C-pillars.

This December 1963 Cortina Lotus was powered by a 1558 cc Lotus-Ford Twin-Cam i4 engine, allowing it to reach a top speed of 176 km/h with an acceleration of 9.5 seconds [0-100 km/h]. It was 4275 mm long and weighed only 842 kg, with a fuel consumption of 12 litres/100 km. The regular 1962 Cortina sedan was powered by a 1198 cc Ford Kent i4 engine, allowing it to reach a top speed of only 124 km/h with an acceleration of 22 seconds [0-100 km/h]. It was 4270 mm long and weighed 814 kg, with a fuel consumption of 9.3 litres/100 km. 

Production of the Cortina Mk 1 ended in 1966 with a total of 933,143 made. Among them, there were 3,306 Mk 1 Lotus units, with around 2,600 in RHD. Both Cortinas are undergoing restoration and have not seen the road much, although both are owned by different owners. Cortinas of both kinds were sold back in 1963 by Ford of Malaya, where some were also assembled there. The regular 4-door Cortina Deluxe cost $5,995 while the Cortina Lotus was almost twice that at $10,920. One unit was also raced in a local hill climb event in 1963 too. Reviews praised its large seats and boot space with decent performance, although some had a gripe with the front right pillar that obstructed one's view momentarily when the car made a sharp turn. On the other hand, the Cortina Lotus was even lauded as 'one of the world's fastest family saloons'. 

Cortinas used to be the most common car in the UK and it was also prevalent in Singapore. It is therefore somewhat surprising that they are the only ones left here. However, having these survivors around is already a big deal and I hipe you can see them some day!

More than an old car #158: Nissan Figaro

 

Japanese cars have always been an ubiquitous sight, but let's narrow it down: looking at the cars from the 90s, Nissan takes a decent percentage. Then, we come to the unique models just like this 1991 Nissan Figaro! 

Introduced at the 1989 Tokyo Motor Show and made available to the public in 1991, its name is derived from the titular hero in Mozart's The Marriage of Figaro. Based off the 1st-generation Nissan Micra/March, it was the 3rd car in a special projects group known later as the 'Pike cars'. 'Pike cars' generally refer to Japanese cars that have classic designs, from its shape to the grilles and headlights. Production numbers are usually limited in order to suppress the development budget used in modifying these cars. 

Nissan used the marketing tagline 'Back to the Future' and the concept was to be 'unusual in everyday life'. The Figaro was a fixed-profile convertible, that is, the sides remained fixed while the fabric soft-top could be retracted, along with a solid panel and a rear window equipped with a defroster. Examples of such cars with this particular design include the Citroen 2CV and the Fiat 500. Available only in 4 colours, it represented the 4 seasons: namely Emerald Green (spring), Pale Aqua (summer), Topaz Mist (autumn) and Lapis Gray (winter). Nissan planned to make only 8,000 initially, but strong demand led to them rolling out additional units. Demand was so competitive that prospective buyers had to enter in a lottery to even stand a chance. 

Standard equipment included ivory leather seats with contrasting piping, air conditioning, CD player, chrome and Bakelite-style knobs, soft-feel paint on the dashboard top, chrome-trimmed speedometer with smaller inset gauges for fuel and engine temperature; and chrome-trimmed tachometer with inset clock. The Figaro was powered by a 987 cc MA10ET turbo i4 engine, allowing it to reach a top speed of 160 km/h with an acceleration of 12.9 seconds [0-100 km/h]. It was 3740 mm long and weighed 810 kg, with a fuel consumption of 8.4 litres/100 km.

Production also ended in 1991, although excess stock was sold up till December 1992. Out of the 20,073 units made, 5,632 of them were in Emerald Green including this particular car. All of them were initially only available in RHD, although recently there are around 18 cars that have been converted to LHD. More colours were included via aftermarket customisation, such as pink, red and orange. 

Based on its identification number, this unit was 1 of 551 in this colour produced in July 1991. I am aware of the one other unit in Pale Aqua as it seems to be more commonly spotted than the one in the post. Interestingly, it has a relatively low mileage of 79,760 km. which is a further clue that it hardly goes on the road! Figaros were never sold officially in Singapore, although it remains very popular in the UK with around 3,000 on the roads. To be honest, I did not know of this unit's existence until recently, and it was by sheer chance that I saw it parking far off during a morning run. Coincidentally, our local newspaper published a feature on the 2 Figaros here, both owned by sisters. This unit was acquired in 1994 and cost about S$120,000, which is still a sizeable sum of money.

Both Figaros in Singapore are apparently single-owner cars, and it remains to be seen whether they will be put up for sale. It was amazing to see such a unicorn up close, and would you not smile at such at this cute little guy? I have not seen it again at that spot even though live near the area, perhaps you may be the lucky one to see this unicorn!