More than an old car #192: Honda Civic (SB)

I can't believe that it's been almost 3 years since I followed along for a drive: so many things have changed since then and I hope that we have rounded a corner currently. What caught my attention was this lovely 1979 Honda Civic SB: this unit is currently the only 1st-generation Civic that exists here, though who knows there could be more brought in soon...

Designed by Shinya Iwakura, the Civic was largely developed as a new platform: it was the result of taking the previous Honda N600 by making it larger, along with the doubling of the engine capacity. Its smaller size allowed it to outperform American competitors, especially when the 1973 oil crisis hit. The good fuel mileage and compact design attracted many peopled away from large cars such as the Toyota Crown. Originally available in fastback sedan and hatchback form, a wagon version was introduced in 1974. Fastback sedans (like this unit) can be distinguished from the hatchback based on whether the rear portion could be opened fully. 

In 1975, a revised engine with CVCC (Compound Vortex Controlled Combustion) was released. It had a head design that promoted cleaner, more efficient combustion: this eliminated the need for catalytic converters or unleaded fuel to meet changing emissions standards. Civics had a sales advantage because the buyer could choose any type of fuel or gasoline products available, making it even more popular in the aftermath of the oil crisis. Despite it, Civics were prone to rust especially during winter: nearly a million cars were recalled by the NHTSA and owners had the right to receive replacements or cash reimbursements.

Civics were also assembled in New Zealand and Indonesia with only certain ranges available. A sportier model known as the Civic RS was released for the Japanese market only with a more powerful engine and increased performance parts. It received a facelift in 1978, featuring a black grille, 1/2 amber signals (from 1/3 amber signals) and reverse lights mounted on the bumper.

This unit was powered by a 1238 cc EB2 inline-4 engine, allowing it to reach a top speed of 147 km/h with an acceleration of 13.7 seconds [0-100 km/h]. With dimensions of 3560 x 1505 x 1330 mm and weighing in at just 670 kg, it was deft enough to navigate the relatively small streets of Japan. The fuel consumption of 8.6 litres / 100 km was the answer to concerns of thirstiness in view of the oil crisis.

Production of the first-generation Civic ended in 1979, where it was succeeded by the second-generation model. Civics were sold here in 1973 where the 2-door hatchback retailed for S$9,400. Local reviews praised its comfort level despite its small size, along with precise steering and excellent al-round visibility. None of the original Civics in Singapore still exist: this 2-door sedan was imported from Malaysia in 2018. As of the time of writing, it is up for sale at $29,888 which I feel is a reasonable price given that demand for old Japanese cars will continue to rise across the board. 

The Civic name is quintessentially Honda, and the juxtaposition between the grandfather of economy cars and its modern-day descendants is eye-boggling to say the least. It kept Honda in business and paved the way for the company to go from strength to strength: subsequent Civics remain much loved, or at the least acknowledged for its reliability and affordability. Here's to the 'car of the people' and I hope you will see this old beauty one day! 

More than an old car #191: Porsche 924 Carrera GT

Does anyone feel that as you grow older, time flows even faster? It's already quite a distance into 2022 and I still can't believe that we are getting older at a faster rate. However, this lovely 1981 Porsche 924 Carrera GT in stunning Guards Red still looks timeless today even among its admittedly more powerful descendants.

Originally conceived as a joint project between Volkswagen and Porsche, 'Project 425' was intended to be VW's flagship coupe sports car and Porsche's replacement for the 914. VW had no experience in developing sporty cars and Porsche had been doing this all the while: per a deal that went back to the 1940s, Porsche was contracted to develop a new sporty vehicle with the condition that the vehicle must work with an existing VW / Audi inline-4 engine. 

The 1973 oil crisis and various automobile-related regulatory changes led to the scrapping of the project by VW, but Porsche made a deal to buy it back. It already had a rear-wheel drive layout and a rear-mounted transaxle to help provide 48/52 front/rear weight distribution. Under the aforementioned deal, the car was to be made at the ex-NSU factory at Neckarsulm: Porsche would own the design while VW employees would do the actual production line work. The car was mated to VW's EA831 2-litre engine, variants of which were used in the VW Transporter van; many other parts such as the gearbox and strut arms came from the VW / Audi parts bin, leading to lower costs of production.

Designed by Harm Lagaay, it was fundamentally different from previous Porsche models since the engine was now installed at the front. It was described as designed by someone 'who dreamed of a Ferrari all his life but never got one'. The front end was long and sloped steeply with pop-up headlights, contributing to its relatively low Cd of 0.34. As a 2+2 coupe, the rear seats was only suitable for children or small people due to limited space (which was partly taken up by the large trunk capacity of 370 litres). It adopted various styling elements from other cars, such as its rear window from the Jensen Interceptor and the rear quarter windows from the Honda Civic.

Porsche recognised a need for a higher-performance version of the 924 as the base model was noted to be underpowered. This led to the introduction of the 924 Turbo in 1978, which had a turbocharged engine, a NACA duct and 4 slotted air vents on the badge panel. Just one year later, a concept 924 was submitted at the Frankfurt Motor Show to introduce ideas for the upcoming 944. In 1980, the 924 Carrera GT was released: visual differences included a polyurethane plastic front and rear flared guards, a polyurethane front spoiler, a large top-mounted air scoop for the intercooler and a flush mounted front windscreen. There was also more aggressive versions known as the GTS and the GTR, which had further weight-saving features.

The Carrera GT was powered by a 1984 cc turbocharged VW EA831 inline-4 engine, allowing it to reach a top speed of 240 km/h with an acceleration of 6.9 seconds [0-100 km/h]. Its power output of 210 bhp due to the additional intercooler was the critical difference that set it apart from its regular siblings. With dimensions of 4200 x 1685 x 1270 mm and weighing in at 1180 kg, it was small yet potent in performance. Its fuel consumption of 9.1 litres / 100 km is representative of its high performance.

Production of the 924 ended in 1988 with more than 150,000 made. Just 406 of them were the Carrera GT, of which 75 were in RHD. It is estimated that only about 42 still remain worldwide and this unit is believed to be 1 of 2 that still exists here: it has been here since 1981 (when it was sold by Ngo Hock Auto Spares Co Pte Ltd, the local Porsche dealer back then) and still carries normal registration! 

924s are increasingly finding favour among enthusiasts and some have been imported recently. However, Carrera GTs remain ultra-exclusive and finding one on the market at a reasonable price is a tall order. Its continued existence is a testament to the past owners' undying passion (and funds spent) to keep this ultimate driving machine on the roads today. With its splendid Guards Red exterior paint, it is an eye-turner despite its age. From my understanding, this unit has been put up for sale: if you are looking for something powerful yet extraordinary, this could be the one for you!

Miscellaneous classics #9: Daihatsu Delta

It has been a while since I wrote about non-car vehicles. Being enamoured with all things angular/squarish, I had always wanted to write about this 1985 Daihatsu Delta V78 ever since I saw it!

The Daihatsu Delta was a rebodied version of the U10 Toyota Dyna and was first introduced in 1970. Daihatsu had previously entered into a business alliance with Toyota Motor Corporation in 1967 and naturally, the Delta shared many parts with its brother car Dyna. The 3rd generation Delta appeared in 1984: it differed from the Y50 Dynas by its 4 rectangular headlights compared to round headlights, although the Dynas received quad rectangular headlights in 1989. Interestingly, there was also a van version of the Delta: it was essentially a truck chassis fused with a typical van.

Various versions with different cab sizes and functions were released. This unit, known as the V78 Delta was powered by a 3431 cc Toyota 3B i4 engine. It had dimensions of 4695 x 1695 x 1995 mm with a weight of 2360 kg.

Production of the 3rd-generation Delta ended in 1995, though it was continued to be made exclusively for export markets with a facelift to the grille. It was only in 2010 that production stopped entirely. A small handful of Deltas still remain here, with some still seeing usage as tow trucks. This particular unit has an interesting history: it was previously owned by a Hindu temple services company specifically to tow a silver chariot during certain Hindu festivals. Despite sporting an early 90s number plate, it is noted that the original registration was in 1986: it is likely that it could have towed cars before being converted.

While old trucks do not get the same amount of love and affection from many others, I have tried to bring a spotlight on them all this while. I hope that next time, you might be able to recognise them for their role in our motoring heritage!

More than an old car #190: Suzuki Wagon R+

The 90s was a game-changing period for Japanese cars: the variety of vehicles churned out continues to fascinate the world even till today. Amidst it all, there were many others that flew under the radar such as this 1998 Suzuki Wagon R+!

First introduced in 1993, the Wagon R was revolutionary in the mini vehicle market. Until then, most of them were either short or uncomfortable (as they were based off commercial vehicle models). The Wagon R featured raised seats, which reduced the feeling of oppression without the need to bend one's legs, and a single step was also incorporated which made entry and exit smooth. It also shared parts with many other Suzuki vehicles in the name of cost control, which was partially inspired by Volkswagen. Its name is a wordplay on 'wagons also are', since there are sedans but there are also wagons. The R also stood for 'revolutionary' and 'recreation', which made reference to the reason why the car was designed in the first place.

Initially, the Wagon R was only available in '1+2 door' format (i.e. without the rear right door) and came without headrests. The regular 5-door version was introduced in 1996 and a facelift was applied to the front end in 1997. It was also around this time that a wider and longer version known as the Wagon R+ / Wagon R Wide was introduced. Initially, it had four horizontal slats for the front end, before it was facelifted in 1998 to resemble that of the regular Wagon R. No longer a kei car, the Wagon R+ was powered by a 996 cc K10A i4 engine, allowing it to reach a top speed of 140 km/h. It was 3410 mm long and weighed 845 kg, with a fuel consumption of 7.6 litres / 100 km. 

Production of the 1st-generation Wagon R+ ended in 1999, where it was succeeded by the next-generation model (also known as the Solio). The R+ was sold here in 1998, and it was around this time that the COEs for small cars was in short supply. There are about 3 units that still remain; this particular one was scrapped shortly after I saw it. Though it may look inconspicuous at first glance, there is something about its ordinariness that has always caught my eye. Its van-like shape belies its age and makes the realisation all the more better. Perhaps you will be able to catch the remaining ones on the road someday!

More than an old car #189: Triumph TR6

Recently, I was reminded on Google Photos that it has been 4 years since I took some photos. While scrolling through the archives, I happened to find this 1970 Triumph TR6 which I had somehow taken even though I could not recall exactly when, so it was a nice surprise...

First introduced in 1969, the TR6 was the spiritual successor to the TR5 and it was Triumph's cost effective way of updating its traditional TR sports car line for the 70s. Designed by Karmann on a budget, it had an effective nose and face-lift from its predecessors with the middle end remaining unchanged. Available only as a 2-door convertible, a removable hardtop was subsequently designed in-house. The 2.5 litre engine was available in both fuel-injection and carburettor form, although the latter was mainly for the US market.

The car was subject to change in every year of production: 1969 models had a body-coloured windscreen and chrome engine covers, while 1970 ones had the option of wire-spoke wheels like the above unit. Wiper arms became matte black instead of chrome in 1973 and headrests were made standard. In 1975, the front bumper was raised and the front lights were lowered as well.

The TR6 was powered by a 2498 cc straight-6 engine, allowing it to reach a top speed of 119 mph with an acceleration of 8.2 seconds [0-60 mph]. It was 3950 mm long and weighed 1130 kg, with a fuel consumption of 20 miles per gallon.

Production of the TR6 ended in 1976 with 91,850 made: interestingly, about 80% were exported and a fair proportion were destined for the US market. They are still popular at least in the UK, with about 4000 still registered on the road. Some TR6s also made their way to Singapore back in the day, although they did not appear to have been brought in by dealers. A local review in 1969 praised its decent boot space (considering that such cars usually had a small boot), and the zip-fastener in the rear window helped to provide fresh air for the occupants. However, none have remained till today: this unit appears to be an import. 

TR6s are often regarded as the last Triumph sports car: the TR7 that followed was greeted with much disappointment from enthusiasts. As with British cars from that era, they are fun and zippy to drive, although rust remains as a perennial mortal enemy. They are regarded as the bridge between the past and modernity, with better performance and yet easily accessible to the enthusiast. Classic British sports cars never fail to disappoint and I hope you will have the chance to see this rarity on the road!

More than an old car #188: Volvo S70

Some time back I did a poll to check on what types of cars people would like to see being featured. Having too many of them to write about and limited time, deciding on what to cover is actually difficult. One of the requests was to write about Swedish classics and I was reminded of this 1998 Volvo S70 that I had seen many years ago...

First introduced in late 1996 for the 1997 model year, the S70 was essentially a revised version of the 850. Featuring about 1,800 modifications from its predecessor, changes included a more rounded body style, redesigned front end with new lights, clear indicator lenses for the rear lights and a redesigned interior. Standard equipment such as remote central locking, 4 airbags and power windows were made available on every car. A variety of trims and engine types were available, with the R model (available only in some European countries) being the highest specification.

The S70 had a mild facelift in 1999, with a small change to the badge on the front grille. A better side airbag and Volvo's proprietary whiplash protection system (WHIPS) was made standard. While available only as a 4-door sedan, a wagon version known as the V70 was sold separately. Specialised versions for taxi and police usage were also sold. This unit was powered by a 1984 cc B5204T2 inline-5 engine, allowing it to reach a top speed of 215 km/h with an acceleration of 9.3 seconds [0-100 km/h]. With dimensions of 4722 x 1761 x 1403 mm and weighing in at 1370 kg, it was rather compact and would not look out of place among cars today. Its fuel consumption of 10.1 litres / 100 km puts it at a decent rate of trips to the petrol station.

Production of the S70 ended in 2000 where it was succeeded by the S60. With 243,078 units made, it was sold in fewer numbers compared to its fellow siblings. It is believed that this is just 1 of 2 that still exist in Singapore, with the other being a less common 2.4 litre variant. S70s were sold here in 1997, and a few were actually owned by the government for official duties. Many did not survive partly due to high COE prices and better options available on the market for compact executive cars. I am not sure if you are able to find them on the road, but hopefully this has been informational for you to recognise its existence...

More than an old car #187: Mercedes MB100

Some time back, I was passing by a primary school and naturally took notice of the school buses that were waiting for their pupils. This brought back a sense of nostalgia when I recalled the buses that were present during my time, and one that caught my attention was a particular minibus with a Mercedes logo. Having associated the 3-pointed star with the noveau-rich, it was pretty strange to see one used as a children-carrier. Incidentally, I was quite fortunate to find that a piece of my history still remains with this 1999 Mercedes MB100 / Ssangyong Istana!

Ssangyong originally started out as 2 companies: Ha Dong-hwan Motor Workshop and Dongbang Motor Co, which merged in 1963 into Ha Dong-hwan Motor Co. It started out making special purpose vehicles, trucks and buses. In 1984, it was renamed to Dong-A Motor and was acquired by Ssangyong (Korean for 'double dragon') Business Group in 1986, though the name change to Ssangyong Motor happened in 1988.

Ssangyong entered into a technology partnership with Mercedes in 1991: this was to help Ssangyong develop an SUV with Mercedes technology without having to build their own infrastructure in view of the then-booming SUV market. It turned out that Ssangyong benefited greatly from this union: many of its future models drew on Daimler designs. In 1997, Daewoo Motors (now GM Korea) bought a controlling stake from the Ssangyong group but the subsequent Asian Financial Crisis put a spanner to the works: a majority stake was sold to Chinese automobile maker SAIC in 2004. This was not a happy alliance: amidst strikes and accusation of technology stealing, Ssangyong was acquired by the Mahindra group in 2011.

Ssangyong was able to record its first net profit after 9 years with the introduction of the Tivoli in 2015. Unfortunately, the good times did not last long and Mahindra cut its funding due to its outstanding debt, forcing Ssangyong to file for receivership in 2020. The first Ssangyongs were sold in Singapore in 2003 as the Musso truck, and despite being less regarded compared to Hyundai and Kia, it continues to plod on and exist in the local car market. For some reason, they see regular usage as private hire vehicles and those that are under private ownership are not numerous.

In 1995, DaimlerChrysler introduced the MB100/MB140 to the Australian and Pacific markets: it was a larger derivative of the W631 series of vans. They were made under licence by Ssangyong, where it received the surprisingly familiar name of 'Istana' ('palace' in the Malay language) in the Korean market. As such, its VIN indicates the place of manufacture as Korea. It was sold in both van and minibus versions: the minibus versions had sliding windows, concealed air-conditioning and even an electric step that would slide out for the convenience of passengers. 

The MB100 was powered by a 2235 cc M161 i4 engine (uniquely for Ssangyong) allowing it to reach a top speed of 145 km/h. It was 4890 mm long and weighed 1775 kg, with a fuel consumption of 15 litres/100 km. MB140s were longer at 5340 mm, although both variants were available in the 2.2 litre and 2.9 litre engine versions.

Production of the Istana/MB100 ended in 2004, although Chinese production by Shanghai Huizhong Manufacturing Co began at that time and ended in 2010: Chinese-market units were sold as Sanxing SX6492 or SHAC SH6492. They were sold in Singapore under the Mercedes brand instead of Ssangyong and thus were distributed by Cycle and Carriage. An overwhelming majority of them were registered as minibuses and thus only had a 20-year lifespan. The number of MB100/MB140s should be countable on one hand now, and this unit is the last one that still carries a private car registration. It is currently owned by a charitable organisation and the lifespan has been extended to 2030: this is a testament to how much it has been treasured throughout its life. The mileage of 78,000 km (as of this year) is actually remarkable: some classic cars have clocked longer distances than this 'plain Jane'...

Although it may be 'just a random bus' to most people, I find greater pleasure in documenting the less remarkable parts of our automotive history (as you may already know based on my posts). Since no one would probably write about it, I figured that this could be a nice refresher for you: perhaps you have travelled in one to school in your younger days? There is no hurry to catch this 'magic school bus' on the roads since it is not going to be scrapped any time soon, but I hope you will be able to see it again!