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!

More than an old car #186: Toyota Land Cruiser J60

As you may be aware, I have always been enamoured by boxy designs and they sparked off my love of classic cars. Recently, I was given a wonderful opportunity to cover this immaculate 1986 Toyota Land Cruiser HJ60 (which is currently on sale!) and it was a really good experience...

The history of the Land Cruiser dates all the way back to 1936, with the Kurogane Type 95 scout car devised by the Japanese Imperial Army. During the Japanese occupation in Philippines, they found an American Willys Jeep and promptly sent it back, where it was used as a reference to build a similar vehicle under orders from the military authorities. This led to the development of the AK10 prototype: although it did not see much use in the field, lessons were learnt which were applied to the development of the first Land Cruiser. 

During the Korean War, Toyota was tasked by the US government to make 100 new vehicles with Willys Jeep specifications. The subsequent output, known as the Toyota BJ, was larger and more powerful than its US counterpart: as it was a Jeep-type car powered by the Toyota B engine, the model became 'Type BJ'. First appearing in 1951, the Toyota BJ was able to climb up to the 6th stage of Mt Fuji which was unprecedented at that time. Much impressed, the National Police Agency quickly placed orders. In 1952, the name "Land Cruiser" was coined by the technical director Hanji Umehara: it was likened to a cruiser with the enthusiasm to drive out 'rovers', as Land Rover was regarded as their competitor. 

By 1980, passenger cars were changing and becoming more comfort-oriented than before. With the advent of SUVs in the US and the Range Rover, Toyota realised that they could build automobiles that would provide Range Rover comfort and versatility at a much lower price. The J60 was available only in 5-door wagon form but it was far more luxuriously appointed than its forebears. Comfort features included power steering, air conditioning and heated rear windows. Both petrol and diesel engines were available, and a facelift was carried out in 1987 with the round headlamps changed to 4 square ones.

This unit is powered by a 3980 cc Toyota 2H inline-6 diesel engine mated to a 5-speed H55F manual transmission, allowing it to reach a top speed of 145 km/h with a maximum power output of 76kW at 3500 rpm. With dimensions of 4750 x 1800 x 1825 mm, it can easily ford the increasingly frequent floodwaters that has been affecting the country recently. The HJ60's fuel consumption of 12.9 litres / 100 km is reasonable given its heft of 2010 kg.

Production of the J60 series ended in 1990 where it was succeeded by the J80 range, though production in Venezuela continued until 1992. The first Land Cruisers were brought in by Asia Motor Co Ltd in 1957, and small numbers existed in Singapore including the J60s. None are known to be left, but recently a few Land Cruisers have been imported under the classic vehicle scheme.

This particular unit, imported from Australia, was originally in Saint Moritz White (colour code 033) with an olive brown/light brown fabric interior (trim code FA42). It has been reupholstered lovingly, creating additional comfort and the exterior has been treated with the unique Raptor paint: its rough exterior pays homage to its rugged purpose and suitably protects the robust body from more scratches. 

If you are looking for a vehicle that can tackle roads, both on and off it while standing out from the crowd, this is the one for you! This urban warrior has had the following works done:

- Fully serviced brakes, aircon, engine and gearbox

- Full lubricant and coolant flush

- Full wiring repair

- Suspension repair

- Change of oil and fuel filter

Having sat in it myself and marveled at all the details, it presents a good off-road challenge for the adventurous (once more suitable tyres are fitted) and yet offers humongous storage space when the seats are lowered. The diesel engine is potent and is able to generate much torque, which will come in handy when conquering uneven terrain. An interesting component would be the inclinometer: it was quite cool to see the little figure tilt around when going on slopes.

For more details and inquiries, please feel free to contact me or Classic Motorworks SG as they are the ones who imported it in. With Japanese reliability packed into a fun and tough SUV, it is really the best of both worlds. You can see for yourself that they do not make cars like they do today, with the multitude of hands-on gauges and spirited driving. Who knows, you may just be the lucky owner to turn heads on your next rip down our roads!

More than an old car #185: Nissan Serena

The 90s was an interesting period of flux: as the population grew, family needs also evolved and there was a greater need for people carriers to fit more inside them. At the same time, it had to be ideally affordable given the lower purchasing power during that time. This promoted the advent of multi-purpose vehicles (MPVs), and although car enthusiasts find them as exciting as watching paint dry, cars like this 1992 Nissan Serena C23 have cemented themselves as part of history whether people like it or not...

First introduced in 1991, it drew its roots from the Datsun Sunny/Cherry Cab back in 1969 and was launched as the fully remodeled version of the C22 Vanette, with internal designation of C23. Its name is derived from the Latin word 'serenus', and was intended to convey the image of a comfortable and enjoyable driving experience. Nissan's Aichi Manufacturing Division led the design and production: the vehicle has a semi-cabover structure with a small bonnet, but the engine was placed under the passenger seat. The shift lever was also mounted to the floor and it was also equipped with a combination sliding door and power windows, which was a world's first. Despite its rather unwieldy shape, it had a surprisingly low aerodynamic coefficient of 0.35.

Various grades and engine types were offered (both petrol and diesel). The more desirable 2.3 litre engine version was never sold in Japan, instead it was for export markets. A larger version of the Serena, known as the Largo also appeared in 1992. While the Serena was intended to be a people carrier, a van version was also produced for the European market: first in Spain and then by the UK-based LDV Group. In 1994, the Serena had a facelift with a different grille and bumper design, while internal changes were made to the instrument panels and aircon switch. Driver airbags were made standard in 1995 and another facelift occurred in 1997, with modifications done to the headlights and front grille. Passenger airbags also became standard-issue in 1998.

Interestingly, this unit sports a 1997 front fascia: when it was on sale in 2009, it still had the pre-facelift look. The Serena was powered by a 1998 cc SR20DE i4 engine, allowing it to reach a top speed of 170 km/h with an acceleration of 12.2 seconds [0-100 km/h]. It was 4315 mm long and weighed 1485 kg, with a fuel consumption of 11.1 litres / 100 km.

Production of the C23 Serena ended in 1999 though van production in Europe finally halted later on in 2001. Serenas were sold here by Tan Chong Motors in 1992, where they found favour with large families and business owners who desired an MPV for their clients. However, its dowdy image also led to much criticism and was voted worst new car on sale in Britain in Top Gear. This unit no longer exists as it was scrapped in 2019, and none of the C23 Serenas still remain here. However, some Malaysian units do make their way to Singapore from time to time...hopefully you will be able to see them about!

More than an old car #184: Alfa Romeo Alfa 6

Happy 2022 to all my readers! It is my hope that on the 6th day of this year, life will be able to go back to some sense of normal and that you will be able to fulfill your New Year resolutions! This leads me on to a car which I have have been wanting to write about for a while now (where its name may or may not be coincidental): this 1982 Alfa Romeo Alfa 6!

The Alfa 6, also known as the Alfa Sei (6 in Italian), was conceived back at the end of the 1960s and production was slated to begin in 1973. Alfa Romeo desired to return to the market segment of large 6-cylinder sedans, and wanted to position it as an Italian Rolls Royce so to speak. The new car (with internal code 119) was designed to share parts with the lower-end Alfetta: the overall design with its 4 round headlights and the C-pillar intake were clear indications. Interestingly, the Alfa 6 was designed earlier than the Alfetta, but due to the 1973 fuel crisis the car only debuted in 1979. 

It featured a 2.5 litre V6 engine designed by Giuseppe Busso with 6 single-body carburetors, power steering, central locking and braking circuits from BMW among other equipment. This made the 6 competitively priced compared to similar saloons of its time, where such equipment would have been costly to add on. It also featured new safety features such as a shock sensor in the boot that would cut off the fuel supply during a crash. 

Unfortunately, the 6 was doomed from the start: the rear light clusters were deemed too large, the bumpers too dated and the C-pillar air intake was judged to be inelegant. On top of that, there were many issues such as a non-working speedometer, loose spotlights and badly-mounted door panels. The potent V6 engine with its carburetors (though powerful on paper) was tricky to work on and maintain for the average user. Even when Alfa Romeo tried to promote the robustness of the car body, it was dispelled by a bad accident from actor Gino Bramieri in 1981.

At the end of 1983, the 6 underwent a redesign: the quad round headlights were replaced with squarish ones, bumpers were now fully in plastic, the grille was changed and aerodynamic spoilers were fitted in the bumpers. The carburetored 2.5 litre engine was downsized to 2 litres, while 2.5 litre turbodiesel and fuel-injection variants were introduced. However, the 2-litre engine was noted to have poor fuel consumption and the image of the 6 as a rather pointless car was further reinforced. This unit is powered by a 2492 cc V6 engine mated to a 3-speed automatic transmission, allowing it to reach a top speed of 185 km/h with an acceleration of 11.5 seconds. It was 4679 mm long and weighed 1390 kg, with a fuel consumption of 12.7 litres/100 km.

Production of the Alfa 6 ended in 1986 with just 12,070 units leaving the Arese plant: it was a far cry from Alfa Romeo's target of 30,000 per year. Among them, 5,748 were the pre-facelift version like this unit. It is estimated that only about 400 of them still exist today: while exact figures for RHD units are not known, it is likely that the numbers are even fewer. 6s were sold in Singapore by City Motors Pte Ltd, the former distributor for Alfa Romeo where they retailed for an eye-watering $105,000 back in 1980; one was even owned by the Italian embassy. None of them still exist today: this particular unit was imported a few years ago. 

Getting to know about this ordinary-looking unicorn was a big surprise: I had no idea that this even existed until I saw it and this line of thought appears to be prevalent even among Alfa Romeo enthusiasts. Its poor sales and generally forgettable performance does not evoke any kind of memories. Furthermore, spare parts for the 6s are almost non-existent since Fiat destroyed everything that was related to the 6, Arna and 90 when they took over the plant. The fact that one of them made its way here is a miracle in itself, though it would be interesting to know why this was brought in. Now that you know that this is more than an old car, perhaps you may get to admire this unique survivor some day!

More than an old car #183: Opel Manta A

With the year drawing to a close, I thought it was fitting to write about one of my archives from 2 years back: the rainy weather actually fitted the overall vibes somehow during this time. Seeing unknown classics is always gratifying, especially when no one has yet to bring in new units. It is interesting to see how the usual models are in demand but not like this 1971 Opel Manta A L!

Founded by Adam Opel in Rüsselsheim, Germany on 1862, Opel started off as a manufacturer of sewing machines. It began to make bicycles in 1886 and the first cars were designed in 1899. Opel was the first German car manufacturer to incorporate a mass-production assembly line and by 1928, it was Germany's largest car exporter and had a 37.5% market share. Opel was also instrumental in popularising rockets as a means of propulsion for vehicles, and thus played a significant role in the history of spaceflight and rocket technology. In 1931, General Motors fully acquired Opel and the highly successful Kapitan was introduced in 1935. Automobile production stopped in 1940 and munitions production began in 1942 for the war effort. 

After the war ended, the Opel factories were rebuilt by former employees. GM had also acquired Vauxhall and this led to a rationalisation of the Vauxhall/Opel range across Europe. By the 1980s, Vauxhall and Opel were one and the same. However, GM began making losses in the 1990s and it prompted them to enter an alliance with PSA Peugeot Citroen in 2012: the complete acquisition by PSA was finalised in 2017. 

The Opel logo changed over the years: initially sporting an AO logo, it was changed to a ring crossed by a flying thing in the 1930s. The current logo (with a ring and horizontal lightning) was developed at the end of the 1960s, which is both easily recognisable and reproducible. Opels were sold in Singapore since the 1940s and enjoyed moderate success: quite a few can be seen from old photos from that period. However, classic Opels do not appear to be as collectible as their fellow German brands even till today. Currently, Opels are more commonly seen on private hire cars and their numbers are decreasing every year.

In the 1960s, Opel developed a competing model for the Ford Capri known internally as 'Project 1450': this was in response to the advent of 'pony cars' first introduced by Ford with its Mustang. Opel also noted the 'Stingray' name affixed to Chevrolet Corvettes and decided to adapt the manta ray to its newest offering. From the beginning, Opel marketed the Manta as a sporty men's car: the swooping, graceful body was unlike any other Opel even though it was partly based off the Ascona. The elongated hood with the 'sharknose' front reminiscent of BMW's E9, the rear section with its 4 round headlights and wide doors with frameless windows captured much attention from the public.  

Although it was available only in a 5-seater coupe form, there were 3 main engine types (1.2 litre, 1.6 litre and 1.9 litre). Various trims and special editions were also developed: for instance, the L (for Luxury) trim included chrome-plated tailpipes, pivoting windows for the rear passengers, cigarette lighters and an electric clock. This Manta A with the L trim was powered by a 1584 cc Opel CIH i4 engine, allowing it to reach a top speed of 154 km/h with an acceleration of 17 seconds [0-100 km/h]. It was 4343 mm long and weighed 945 kg, with a fuel consumption of 9.8 litres/100 km.

Production of the Manta A ended in 1975 with 498,553 units made, where it was replaced by the Manta B. Manta As were sold in Singapore in 1971 by Singapore Motors, although most reviews at that time were focused on the 1.9 litre variant. This unit is an original Singapore-registered car and it is believed to be the only one left here: apparently no one has imported any in currently. Based on old car listings, it has changed colour a few times from blue, to white and its current gold paint scheme. 

Coming across one of these rarities is always a pleasant surprise: one naturally wonders what adventures it has experienced and how it actually survived all these years. Considering that Opel does not seem to be desirable among classic car collectors, hanging on to one is a testament to the owner's passion and love for what it is. Perhaps you will be able to see it one day and admire this survivor for yourself!

 

More than an old car #182: Maserati Indy

After a rather hectic week, it is a relief to have some time set aside for more writing. Having trawled through my archives, I was inspired to cover this rather unique 1972 Maserati Indy: it has been a while since I wrote about continental cars and I figured that though the trident brand is relatively well-acquainted with many (for good or for worse), few people would be aware of the rich history behind the older models..

The Indy was conceived as an alternative to the 1960s Ghibli, featuring a V8 engine and seating for 4 people. 2 coachbuilder prototypes were introduced at the 1968 Turin Motor Show, one by Ghia and the other by Vignale: Maserati already had established relationships with both coachbuilders as they had designed other cars for the company. The Vignale design was chosen and was launched subsequently at the 1969 Geneva Motor Show: its name was a reference to Maserati's 2 victories at the Indianapolis (Indy) 500 race in 1939 and 1940.

The genius of Vignale's design was evident in the Indy's side profile: the full-width window hatch flowed down to a cut-off tail incorporating the now-standard horizontal rear light clusters above a full-width rear bumper. Despite not possessing the long low line of the Ghibli, the use of retractable headlights helped to accentuate the flowing lines of the car. In 1970, a larger 4.7 litre engine was introduced and major changes were made to the dashboard: a grab handle was fitted and the aircon vents on the centre console were removed. Instead, it was replaced by gauges for temperature and fuel, and even an analogue clock.

In 1971, cars bound for the North American market were renamed to 'Indy America', and a 4.9 litre engine was also introduced. Externally, an extra grille was fitted on the hood and the Borrani wheels were increased in size to 15 inches. The Indy was available in both automatic and manual transmissions, and was rear-wheel drive despite the engine being located at the front of the car. This unit was powered by a 4136 cc V8 engine (instead of the 4719 cc version), allowing it to reach a top speed of 250 km/h with an acceleration of 7.3 seconds [0-100 km/h]. It was 4740 mm long and weighed 1650 kg, with a fuel consumption of 19.2 litres/100 km.

Production of the Indy ended in 1975 with no direct successor. A total of 1,104 units were made, of which just 74 were in RHD. The Australian registration suggests that this was 1 of 5 4.2-litre version with a manual transmission sold new in the country! This particular unit has a burgundy exterior with a cream interior, and has clocked about 63,000 miles currently. It was sold in 2016 for A$16,612, where it was acquired by a local classic car collector. Despite being exhibited a few times over the years, it has not been road-registered locally. Indys were not known to be sold in Singapore, though a 4.9 litre unit was test driven here in 1973. The automatic version was noted to have a quick start and the controls were smooth and responsive, along with the brakes. There was praise for the ample rear seat space, although the long seat belt and aircon vent positioning left much to be desired. 

Older Maseratis tend not to be well-recognised, perhaps because of its general lower presence in popular culture etc. Whatever it is, this obscurity is something that is right up my alley and I hope that this has been informative about its presence right here in Singapore. Perhaps you may be able to catch it at exhibitions or even registered on the road!