More than an old car #179: Sunbeam Rapier

Car events now seem to be a lifetime ago as a result of current restrictions, and I am sure many of us are raring for a time where we can enjoy looking at many cars again without any fear. As a little throwback to when we were oblivious to the situation today, I felt it was a good moment to introduce this little obscurity of a 1956 Sunbeam Rapier!

The Rapier was launched by the Rootes Group in 1955, where it was based off the Hillman Minx. Curiously, the Hillman Minx itself debuted later in 1956 instead. Its styling, undertaken by Raymond Lowey Associates, was heavily influenced by the titular designer's Studebaker Starliner. Car bodies were built by Pressed Steel, shipped to Thrupp & Maberly in London where they were painted, then sent to the Rootes assembly plant where their engines were installed. Overall, the fractured nature of car production back then was an unwieldy beast that had fortunately died out. 

The car was equipped with a steering column gear change, leather trim and a Laycock de Normanville overdrive system. Typical of the period, cars were available in two-tone paint schemes like the above unit. The overdrive system was given praise by the late Sir Stirling Moss, who noted that the car could perform like a 2-litre engine car instead of a 1.3 litre one. Reviews also praised the instrument panel for showing important information at a glance, the wide view from the windscreen and seat comfort. Minor gripes included sluggish brakes and unnecessary clicking sounds when the wipers were in operation.

Despite being a 2-door car, it was able to fit 6 adults decently. Interestingly, the Rapier was also used in competition despite looking anything but sporty: it won the Special Touring Class up to 1600 cc in the 1956 Mille Miglia, and emerged 5th place at the 1958 Monte Carlo rally which were significant achievements. The Rapier was powered by a 1390 cc overhead valve straight-4 engine, allowing it to reach a top speed of 85 mph with an acceleration of 21.7 seconds [0-60 mph]. It was 4070 mm long and had a fuel consumption rate of 9.3 litres / 100 km.

Production of the Series 1 Rapiers ended in 1958 with only 7,477 units made, where it was replaced by the Series 2. Rapiers were sold in Malaya (ie before Singapore became independent) by Lyons Motors Ltd in 1956, where they retailed at $7,180. While some units had been registered here in Singapore, none have survived till today: this unit was from Malaysia which had been here for an event. As with most 50s cars, not many remain partly due to scarcity of parts and knowledge to maintain these machines. With just 20 remaining in the UK, it would be reasonable to approximate around 100 remaining worldwide...

Although cars from your grandparents' era tend to be overlooked, they are veritable time machines that carry a nostalgia for a simpler period of history. The styling cues that appeared pioneered the way for car designs later on and are duly recognised as a significant part of what makes a car, a car. I was fortunate to be able to see this unique rarity, although I lamented not being able to take proper pictures due to the lack of access. While you probably won't see this anytime soon on the roads, I hope this has been fruitful in letting you know about its existence!

More than an old car #178: Lexus GS300

Real-life stuff has taken the forefront so this page has regrettably being put on the back burner. However, there are just so many cars that I would like to share with you all, so I will still continue to do my best in educating about the old cars here! Having delved into my archives for a fair bit, I was able to re-discover this 1998 Lexus S160 GS300! (which I did not recall taking pictures...)

The GS300 (also known as the Toyota Aristo in Japan) was first conceived in 1988 by Italdesign Giugario, where they aimed to produce a deluxe saloon that favoured a more simplified, European style appearance instead of the many bells and whistles that characterised Japanese cars of that era. The GS name stands for 'Grand Sedan': although it sounded relatively plain, it was still able to convey a sense of luxury. Its name in the Japan market was derived from Aristotle, which had the connotation of 'being the best'. Its design merged elements of the flagship LS and SC coupe to a more rounded, aerodynamic wedge, featuring a higher rear bootlid and wider proportions than rival vehicles. As such, it had a relatively low drag coefficient of 0.31. The car was assembled almost virtually by robots, who performed 4,200 welds while humans only did 8 of them. 

In 1993, development began for the 2nd generation in earnest under chief engineer Yasushi Nakagawa, and a concept was subsequently unveiled at the 1995 Detroit Motor Show. The car was shorter than before, but made considerably larger inside due to a newer wheelbase. Luggage capacity was also increased from 404 to 515 litres and it was even more aerodynamic than its predecessor with a drag coefficient of 0.29. The unique 4-headlight treatment was a head turner, and one could see the resemblance to the Mercedes W210 which appeared shortly before. 

Lexus promoted the arrival of the GS300 with the tagline 'Something Wicked This Way Comes', with good reason: it was fitted with the same engines behind the fan favourite Supra A80, and the US-market cars also received a larger 4-litre engine known as the GS400. This prompted Lexus to claim that it was the world's fastest production sedan in 1997, as it was theoretically able to outrun the BMW E39 M5. In 2000, it received a facelift with a slightly modified grille and subtly tinted headlights, while the interior received more wood trim. Various special editions were also offered throughout its production run, though mostly limited to the Aristo model.

This GS300 was powered by a 2997 cc 2JZ-GE i6 engine, allowing it to reach an electronically-controlled top speed of 230 km/h with an acceleration of 8.2 seconds [0-100 km/h]. It was 4805 mm long and weighed 2120 kg, with a fuel consumption of 13.3 litres / 100 km.

Production of the S160 series ended in 2005, where it was replaced by the S190 series. Naturally, they are a rare sight nowadays with its relatively pricey road tax, with an estimated 7 left on the roads. GS300s were sold here in 1998 by Borneo Motors and one unit was noted to change hands recently. Despite its rather bland exterior (much like modern car designs), this unassuming executive sedan packs a punch: what better way to arrive on time for your meeting than to be delivered via raw power? 

The GS300 would be what people might call a 'sleeper', although this term has been bandied around for so many times that it has lost the original significance. However, let this not distract you from the fact of its classic and last-survivors status: hopefully this has been useful for you to identify them in the future!

More than an old car #177: Triumph Herald

Currently I have some time to spare and I felt it would be good to catch up on the backlog. These few days, I aim to look through the archives from years back and see if I can dig out interesting pictures to write on. This picture was taken more than 5 years ago (how time flies!) and this very carpark has been closed recently for redevelopment. However, finding this 1967 Triumph Herald 1200 there was pretty much a stroke of luck!

Towards the end of the 1950s, the Standard-Triumph (ST) company were offering a range of 2-seater Triumph sports cars along with Standard-brand saloons. However, the cars were due for an update and ST began work on what would be the Herald. Initially, the Herald was supposed to be sold under the Standard brand as it fit the model naming scheme (Ensign, Pennant and Standard itself), but this was changed as the Triumph name had more brand equity. 

Giovanni Michelotti was commissioned to style the car, and he quickly developed designs for a 2-door saloon that gave 93% all-round visibility and razor-edge looks which were getting popular. The car featured a separate chassis from the body, and each panel could be unbolted so that different body styles could be used. The instruments only featured a single large speedometer with a fuel gauge on the dashboard, although slightly more perks were available in the saloon. Initially, coupes and saloons fitted with a 948 cc engine were the only versions available, and a convertible was introduced in 1960. 

ST ran into financial difficulties in 1960 and was taken over by Leyland Motors in 1961. This released more resources for the Herald's development and led to the introduction of the 1200, featuring a larger engine, rubber-covered bumpers and a wooden laminated dashboard among other changes. A 3-door estate and a van version known as the Courier were also introduced. The 948 cc cars were phased out by 1964, and around this time an upmarket version known as the Herald 12/50 also made an appearance. It was only available in 2-door saloon form and was distinguished by a vinyl-fabric sunroof (as a standard option) and a fine-barred aluminum grille. 

October 1967 saw the entry of the Herald 13/60 with a restyled front end, and the sunroof was available as an option instead. Engine size increased to 1296 cc and the Herald continued to persist until its style and performance became severely outdated. The Herald was popular enough to outlive the Triumph 1300, which was intended to be the Herald's successor. Interestingly, Heralds remained popular enough for their chassis to be used as kit cars due to the separation between body and chassis mentioned previously.

This particular unit had the 1147 cc OHV i4 engine, allowing it to reach a top speed of 74 mph (119 km/h) with an acceleration of 28.6 seconds [0-60 mph]. It was 3886 mm long and weighed 800 kg, with a fuel consumption of 34 mpg (7 litres / 100 km).

Production of the Herald ended in 1971 with more than 500,000 made, of which 43,299 were the 1200 convertibles. This unit is an original Singapore-registered car and it has gone through a handful of changes: a white stripe was added and the grille design was changed to the standard version (featuring the 2 individual grilles). It was by accident that I saw this car: apparently it was part of a wedding convoy which had stopped at the carpark. There are currently about 4 Heralds here (2 convertibles and 2 saloons), making them relatively scarce in this region. They continue to be unique cars to own, in part of their background and the position it occupies among cars of the 1960s. 

One can only imagine the myriad experiences this unit has experienced over the years. For a car that is almost as old as the country, it still looks almost new and I am inclined to think that it runs well too. While it remains to be seen if it ever makes a reappearance again, this should not be stopping you to hopefully be able to identify it if you are lucky enough!

More than an old car #176: Volvo S40

 

It would be reasonable to say that even though I generally know quite a fair bit of old cars, there are still some which slip through the cracks. Being able to find relatively unknown models within famous brands is refreshing, and my thoughts would invariably go "We have this here?" and "How is this still alive?" Seeing this 2001 Volvo S40 evoked the same reactions, especially when it was on campus!

The first S40 was developed and manufactured in collaboration with the Mitsubishi Carisma, an Europe-only model and was intended to replace the 440/460 series. Initially, Volvo wanted to call the cars 'S4' and 'F4' (for the wagon), but Audi had already claimed a trademark on the S4 name. As such, it had to rename them as S40 and V40 respectively, where the V stood for 'versatility'. Designed by Peter Horbury, it debuted at the Frankfurt Motor Show in September 1995 and many of them were produced at the Nedcar factory in Born, Netherlands. This also marked the last Volvos to be produced at the Born plant. 

3 different engines (with 1.6 litre, 1.8 litre and 2 litre capacities) were available; Singapore received the 1.8 litre and 2 litre turbocharged (T4) variants, where the latter was used by the Traffic Police Expressway Patrol. In mid-2000, the S40 underwent a facelift and subsequent cars were called 'Phase 2'. Other than external changes such as larger headlights, modified front bumpers and front wings, there were technical improvements such as revised suspensions and larger tyres. Another update came in 2003 with chrome mouldings and a button on the tailgate. This S40 was powered by a 1783 cc B4184 S2 i4 engine, allowing it to reach a top speed of 200 km/h with an acceleration of 10.5 seconds [0-100 km/h]. It was 4516 mm long and weighed 1255 kg, with a fuel consumption of 11.5 litres / 100 km. 

Production of the 1st-generation S40 ended in 2004 where it was replaced by the 2nd generation, with a total of about 1 million made. This unit was an unexpected find as it first appeared in school out of nowhere. Gradually, I realised that the owner was apparently a student as well, although I never had a chance to find out more. It has been given an extended lease of life, although whether for 5 years or 10 years remains to be seen. A further check on this car also revealed that it used to be black, before being painted red some time in 2019. While I am hesitant to claim that this is the last one here, it would be prudent to maintain that the number of 1st-gen S40s remaining can be counted on 1 hand. 

S40s were sold here by SM Motors, retailing at S$132,888 in 2000. While Volvo's reputation has been greatly boosted by the legendary 200/700/900 series, the S40 tends to be a 'forgotten child': the loss of its traditional boxy look could have been a factor. Not many would have been aware of its existence and it appears that others have faded out quietly as well. It may look so ordinary that you could have missed it out, but now that you have learnt about this, I would hope that you may be able to recognise it!

More than an old car #175: BMW E23 745i

It has been a while since I posted as I was busy with real-life stuff. While I may post less often, I will still work on content to continue spreading knowledge about old cars here. There have been many interesting cars that I have seen over the years, and bigger ones just look amazing with their presence. However, big cars does not mean they go slow, as this 1984 BMW E23 745i can attest!

The E23 was the first generation of the 7 Series luxury cars, replacing the earlier E3 series produced in 1968. Its design styling was conceived by Paul Bracq, but he left in 1974; Manfred Rennen continued with work on the exterior styling. At the market launch in 1977, the lower-end 725, 728 and 730 models made their debut. Options available included leather upholstery, wood trim and an in-car cellular telephone, among other creature comforts. Anti-lock braking system was introduced in 1979, and a facelift occurred in 1982 with wider and more 'angular' front grilles, along with changes in the dashboard and controls. 

It was also in 1979 that the range-topping 745i was introduced for the European market, but only in LHD configuration. The name 745i comes from the theoretical assumption that turbocharged engines have approximately 1.4 times more power than naturally aspirated engines. As such, a 3.2 litre (3205 cc) turbocharged engine would have similar power to a 4.5 litre (4487 cc) naturally aspirated engine. Due to the specific engine bay configuration, the additional turbocharger could not be fitted on the left side as it would interfere with the steering column, thus a RHD version was impossible. 

At this moment, the brains at BMW's Rosslyn plant in South Africa sprang into action. Naturally, they were not content with selling a LHD-only car in the RHD SA market. Helmed by Eberhard von Koerber, the team worked closely with Paul Rosche, the head of BMW's Motorsport department and experimented with various possible engines to solve the problem. In the end, instead of using the original 12-valve M106 engine, they proposed using the more potent 24-valve M88/3 3453 cc straight-6 engine, derived from the same heart behind the legendary M1 supercar and designed by Rosche himself no less. It produced more power (280 hp) compared to the Euro version (248 hp) and was the fastest 7-series car in the world when it appeared in 1984.

BMW did not label this unlikely child as an 'M7', and till this day it has never developed a range-topping M version of the 7 series, despite almost all other models having an M version. It is unknown why BMW did not equip the Euro 745i with M88s in the first place, although it is widely conjectured that the M88 was too noisy for a refined luxury sedan. Compared to the Euro 745i, the SA spec had stiffer suspensions and larger 16-inch BBS Mahle alloy wheels on the exterior: there were no M badges or any special trim items. 

The interior, however, was covered in ultra-soft (and expensive) Nappa leather and the centre console was shaped slightly different from the Euro spec. Cars fitted with the automatic transmission also did not have the typical "PRND321" markings, instead it was covered by a leather boot. A review by CAR magazine praised its 'sumptous interior' and noted that it was unassuming enough to be used on grocery runs, and yet true enthusiasts would have a 'marvellous experience, if you could afford it': it retailed for 70,052 rand in 1984, which is equivalent to 1,106,026 rand (S$101,493) in 2021! The SA 745i could reach a top speed of 235 km/h with an acceleration of 7.1 seconds [0-100 km/h]. It was 4860 mm long and weighed 1690 kg, with a fuel consumption of 9 litres / 100 km. 

Production of the E23 ended ended in 1986, where it was replaced by the more popular E32 series. Out of around 285,000 units made, only 209 of them were the SA 745i! This unit is one of 197 that was equipped with the 4-speed automatic transmission, and it is plausible that even fewer remain on the road. Decked out in the 745i-specific Arctic (blue) metallic colour with a unique Oyster (tan) interior, it would have looked like just another old car, but there is more that meets the eye. Although E23s were sold previously in Singapore, the SA 745i naturally did not make its way here; this car is noted to be a recent import hailing from Gauteng province. It still sports a sticker from Mapogo A Mathamaga, a private security firm in South Africa. Judging from the dust and overall condition, it appears to have been idle for a long while.

One can only imagine the price paid for such a unicorn, especially when only RHDs can be used in Singapore generally. Being a 'sleeper' as well is the cherry on the cake: owning a bland-looking 4-door car that could give a modern-day Porsche a good run of its money is an ultimate power move. I had always wondered if someone brought this exclusive version here after reading about it some time back, and lo and behold, my dream was answered. I admit that I nearly overlooked its rarity and thought it was just a typical E23 that was brought in, even though it was a novelty in itself since apparently only 1 original Singapore unit remains. Just to make sure, I went to the back to check for badges and was dumbfounded to see the real McCoy.

It is likely that it will be registered some time in the future, although how long will that be is a question in itself. I am sure that when it appears, it would be in better shape than it is now; although I like the rather rugged look. Who knows what stories are there behind all the chipped paint and rust? Do stay tuned for this unique rarity!

Miscellaneous classics #7: Mitsubishi Fuso Fighter

 

It has been a while since I wrote about commercial vehicles, and these days I have been paying attention to them more. There are a few gems that I have found which naturally most people would be hard-pressed to notice. I don't mean this in a negative way, just that these are vehicles that would be rarer than the exotic cars on the street. Since they are out there 'for the picking' and usually ignored, why not learn more about them? It was by accident that I discovered this 1990 Mitsubishi Fuso Fighter FM557F in a random corner, and it took quite a while to get more details due to the lack of identification marks...

The Fuso Fighter appeared in 1984, as the successor to the aging FK series of medium-sized trucks. Positioned between the small Canter and the large The Great, it adopted the same headlights, doors and rear panels of its bigger sibling. Some export markets featured 4 round headlights, although units in Singapore were fitted with square headlamps. In 1987, a panel moulding was attached to the top of the radiator grille, although it is noted that this feature was not necessarily applied to all units. Depending on the market, there were even variations in the logos: some units featured the word "Mitsubishi" on the grille, while other units had "Fuso". Japanese-market units had the words on the panel moulding mentioned previously, so the only way to get the actual age was to check the vehicle registry...

Compared to cars, there were a lot more truck body variations, each with its unique chassis identification. This unit is recorded as a FM557F, which could be deduced to represent a short wheelbase, and I believe the B10M label is not original. The Fighter was powered by a hefty 7545 cc Mitsubishi 6D16 inline-6 diesel engine, but as with all commercial vehicles here, its speed was capped to 60 km/h. It was 6,635 mm long and weighed 6,150 kg due to the towing apparatus, but its overall towing capacity could reach 16,000 kg. 

Production of the 1st-generation Fighter continued until 1992, where it was replaced by the 2nd generation which is still in production today. A cursory look at the heavy vehicles plying the roads here would reveal a majority of Fuso Fighters: dump trucks, cement mixers and others. However, almost all of the 1st generation Fighters have disappeared here mainly due to age, emission controls and relative lack of comfort. This could very well be one of the last survivors, as I am only aware of just 1 other old Fighter that is under restricted use in construction! Even this unit is not often seen on the road...

Older tow trucks technically do not have a lifespan limit based on the registry: they are only hindered by the owner's willingness to extend its COE, or its right to be on the road. While it is natural that people tend to use these heavy vehicles for hard work and have less sentimental value towards them, I think it is still remarkable that this unit continues to defy the odds and continue to serve its purpose. It may still be second nature to brush off these old clunkers since they do not look glamorous, but just take a minute to appreciate this relic if you do see it!

More than an old car #174: Mercedes W140

 

The 90s was a transition period: cars were becoming less angular and increased safety regulations led to many radical changes both inside and outside. Amidst all this change, the various car manufacturers also had to consider how this would impact their sales. With the well-heeled customers becoming more discerning of their tastes, various vehicles rose to the challenge such as this 1996 Mercedes W140 S420L!

The genesis of the W140 began back in 1981 with the project being helmed by Bruno Sacco. Several design proposals were studied from 1982 to 1986, and various engine designs were also considered in 1987. The overall design of the W140 took cues from other luxury cars of the period, such as the BMW E32 and the Jaguar XJ40. However, with the introduction of the Lexus LS400 in 1989 and BMW's development of their own V12 engine, Daimler-Benz were forced to make adjustments in order to ensure the W140 remained competitive: this led to cost overruns and a delay in release as a result.

However, when it finally debuted in 1991 at the Geneva Motor Show, the wait felt well-deserved. It was replete with luxuries such as heated seats, double-paned soundproof glass, leather interior and the introduction of rear-parking markers (later replaced by the Parktronic/parking assistance guide). The braking system was also improved and the Electronic Stability Program (ESP) made use of on-board computers to help with vehicle response during difficult driving conditions. 

As with the W126, the sedans were available in short and long-wheelbase versions along with a coupe (which subsequently became known as the CL class). Various engines were offered, from 2.8 litres all the way to 6 litres. All models were renamed in 1993, becoming S_ _ _ regardless of wheelbase length, body style and engine type. In 1994, there was a first facelift which featured wider headlights and radiator grille, while the rear headlights were joined by a bar running across the width. Another facelift happened in mid-1996 (like this unit) with the rear indicators now clear instead of amber, along with the introduction of front passenger airbags and xenon headlights. 

The S420L had a 4196 cc M119 V8 engine, allowing it to reach a top speed of 245 km/h with an acceleration of 8.3 seconds [0-100 km/h]. It was 5213 mm long and weighed a rather hefty 2000 kg, with an equally thirsty fuel consumption of 14.2 litres / 100 km. All things considered, it was faster than it looked: the V8 engines did its job well in providing a sedate ride for the mostly upper-class passengers. There was much criticism about how bloated it was although the sheer luxury of the interior mitigated some of the unhappiness: how could you not resist sinking yourself into those sofa seats?

Production of the W140 ended in 1998, where it was succeeded by the W220 series. More than 432,000 units were made, of which 35,191 were the extended wheelbase S420 sedans. There are still a handful of lower-end S280/S320 units which can still be found once in a while, although higher-capacity engines like this unit could very well be the last man standing. The W140 was also a popular choice for the movers and shakers of its day: well-loved by CEOs, celebrities, dictators and even gangs. Princess Diana died in one and the Japanese yakuza were so often seen in them that the "yakuza/VIP style" modifications arose from it.

Interestingly, I saw this particular unit just 1 day apart: it turned up at a carpark near my area although the owner does not reside here. It is still out and about, although finding what would probably be the last one in Singapore may prove to be a tall order. Seeing a 90s barge on the road is nonetheless a sight to behold...perhaps you may see this one day!