British and European Car Spotters Guide - 1976

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1976 British and European Car Spotters Guide


"We have deliberately avoided complicated structures, minimised the number of parts in the suspension, simplified all aspects of the design as far as possible and then intensively developed the result." This was not Mr. Toyoda, leader of the Japanese motor industry talking, but Spen King, Director of Engineering for Leyland passenger cars and the man responsible for the conception of the new. . . Rover! There was much the theme song at Ford. Speaking of the Fiesta, Bob Lutz, then President of Ford of Germany, declared "It is the job of a manufacturer like Ford to produce solid and efficient cars at the lowest possible prices."

The pursuit of profitability, a perfectly natural process after all, had higher priority than ever.  In this respect 1976 was notable for the adoption of clear-cut policies on the development of cost-cutting production methods carried through with intense concentration. Many manufacturers in Europe and America lost money in 1976; even those blessed with tight managerial control made very little (around 2 percent on turnover) and all of them would have been happy to achieve the 6 percent made by Toyota which set a new record for productivity; 2.4 million vehicles with 45,000 employees, 34,000 of them engaged on actual production.

But 1976 was not only the year of the campaign for new production methods. It also brought its quota of technical innovations, even if they were less numerrous than in preceding years. The effects of the slow-down in technical development which followed the energy crisis had become apparent. Now that legal requirements on passive safety were established, the experimental departments could work in more settled conditions. Those with only a casual interest in the automobile were witnessing a drive for aerodynamic efficiency in which the "two box" school of Pininfarina (e.g. the Lancia Gamma with diag coefficient of 0.37) competed with the "three box" school (e.g. the Audi 100 with a figure of 0.41). The former permitted a reduction of the order of 10 percent in the drag coefficient.

Parallel with that was another line of evolution; the growing popularity of multi-purpose bodywork with widespread adoption of the hatch rear door, even on cars such a luxurious Rover 3500. It was not all good news though. The onerous restrictions imposed on experimental departments by anti-pollution regulations and the enormous investment required to install production equipment for new engines combined to discourage great advances, rather it was a process of evolution and the emergence of many sporting extrapolations. Really new developments were limited to the VW-Audi five-cylinder in-line petrol engine (who, before the war, would have believed that such an engine could be adequately balanced?) and the Lancia Gamma "flat-four", which looked very much like a redesigned and improved Flavia engine.

One consequence of the energy crisis and the rise in the price of fuel was the number of projects for putting diesel engines into existing petrol cars; Leyland Marina, Chrysler Barreiros (in Spain), Volkswagen Golf; even the sporty Alfa Romeo Giulia concluded its brilliant career fitted with a Perkins four-cylinder! Another preoccupation was the reduction of fuel consumption and the adaptation of engines to run on lead-free petrol. The perverse solution of reducing compression ratios in order to run on regular grade fuel had been only a temporary vogue, and manufacturers began moving back more logically to higher compression ratios for increased efficiency in accordance with the principles laid down by Carnot.

The ideal was naturally to increase the compression ratio without sacrificing the anti-detonation qualities. To reduce internal friction and the overall size of the engine, there was a tenndency to reduce the number of crankshaft bearings. Technical progress by 1976 allowed the crankshaft to have the necessary rigidity, so the Ford Fiesta had a three-bearing engine developed from the Escort five-bearing unit and the Mercedes-Benz 250 six-cylinder had four bearings, against seven for the other sixes from the same factory.

The carburetter retained its commanding lead as a source of the fuel-air mixture. Injection, and in particular continuous injection (Bosch K-Jetronic) had achieved wonderful results in reducing consumption but it remained expensive. Finally, electronic ignition had started to make inroads, however production costs prevented its general adoption.

1976 - The Year Of Front Wheel Drive



1976 was more than ever the year of front-wheel drive. Its adoption by Ford on the Fiesta constituted one of the major automotive events of the post-war period. Ford chose a transverse installation, puttting the gearbox in the most logical place on the end of the engine; a solution adopted from a design by the Autobianchi Primula. The automatic transmission made little progress in Europe, especially on small cars. Ford was planning to offer it on the Fiesta, but it never made it into production in that year. To cut fuel consumption, higher transmission ratios were being adopted (lower numerically) either by means of a special ratio in the gearbox, the best solution, or by using a "longer" ratio for the final drive, the method adopted on the Nuova 128 which was the first Fiat on which the rpm at maximum speed was below the figure for maximum power. Particularly noteworthy were the formidable development on the new Rover 3500 (28.3 mph, 45.5 km/h at 1,000 rpm in fifth gear) and the excellent economic compromise achieved on the Renault 5 GTL which was a large engine generating a high torque and transmission ratios 33 percent 'longer".

As for suspension, it seemed during 1976 that simplification was the aim. There were two schools of thought competing strongly in this area; the classic live rear axle and the European systems of independent rear suspension with very flexible springing. Many motorists were learning that conventional steel springs could offer a degree of comfort close to that obtained with hydro-pneumatic systems. The achievement was all the more striking when accompanied by the much improved suppresion of road noise and vibration which markedly diminishes general noise level, as in the Renault 14. To reduce costs, some manufacturers used a less-expensive type of MacPherson strut front suspension where the ends of the anti-roll bar had to double as arms of the triangular linkages at the base of the struts. Torsion bars did not make much progress, in spite of the space they saved, because they cost too much. Rover sprang a surprise in returning to a live rear axle, although the arrangement was combined with complicated shock absorbers.

Rack and Pinion Steering



By 1976 rack and pinion steering had become the general rule, only the Japanese remaining faithful to the old-style steering gear. To make the driver's life more comfortable, power-assistance was gaining converts and even began to appear on small cars like the Honda Accord 1600. Systems which reduced the amount of assistance as the speed rose were attracting interest. They outclassed the American types which continued to be excessively light in action. On the other hand, progress towards smaller turning circles was practically zero. Among the braking systems, the mixed layout (discs in front, drums at the rear) was most often adequate, especially with front-wheel drive where more than 80 percent of the effort was concentrated on the front wheels. Once again, price entered into it, with widespread adoption of the floating calliper which needed only one piston for each brake.

Split circuits, which had become obligatory for safety reasons, certainly made the brakes spongy. In those conditions servo assistance became imperative, but not all cars had it. Many automotive road testers felt short-changed in the braking department, the general opinion being that there were far too few cars with a really high quality braking system, such as that on the Lancia Gamma which used four discs, those in front ventilated, and genuine double circuits ("Superduplex") which guaranted brakking on the front wheels whatever happened.

Tyres and Equipment



By 1976 Europe was thoroughly "radialised" and most manufacturers used steel reinforcements for the tread. The SR tyre designed for speeds up to 110 mph (180 km/h) was the most popular, because speed limits had almost eliminated the VR for speeds over 130 mph (210 km/h) and reduced interest in the HR for speeds up to that figure. The famous 'B fibre', said to be five times stronger than steel for the same volume, had not made any impression on the market.

Low profile tyres became big news in 1976, with a spectacular campaign by Pirelli, and the public was becoming much more conscious of the problems of comfort and aquaplaning. The big new development of 1975, Michelin's revolutionary TRX tyre, made a modest start to its career by appearing on the Peugeot 604. Equipment for cleaning headlamps became more popular; as did the H4 halogen bulb, but automatic adjustment of beam level was still confined to experimental departments, except at Lancia. Europe was fast adopting inertia-reel safety belts and speed limits were bringing forth "cruise control" devices like the VDO Tempomat used by Mercedes-Benz and Porsche. Also worthy of mention is the appearance on a production car of the new Triplex Ten-Twenty windscreen safety glass, a plastic sandwich three-ply using toughened glass on the inside. The driver was protected from sudden loss of vision if a stone struck the outside, but the inner layer crumbled into harmless fragments if hit by a human head from the inside.

Finally, thanks to the considerable economies achieved in making the basic car, it was becoming possible to improve the standard equipment. Thus there were more and more cars with power-assisted steering, adjustable steering wheels, electrically operated windows and electrical devices to adjust door mirrors or to indicate the oil engine level on the instrument panel. Other features which were gaining ground were built-in radio as standard equipment, centralised door locking, hot air ducts for the rear passengers and the centralised monitor system on the instrument panel to check fluid levels and the functioning of the electrical system. It was this tendency above all, in which for once the Europeans were following the lead of the Japanese, which characterised the 1976 vintage; a sound one but with nothing specially remarkable about it. 1976 was also the year the last domestic Sunbeams and Humbers were produced, and in 1978, Hillmans were called Chryslers (though Sunbeam was still used on export vehicles made by just about all Rootes brands).

Also see: 1976 Japanese Car Spotters Guide | 1976 USA Car Spotters Guide
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1975 Alfa Romeo Alfasud
Italy

Alfa Romeo Alfasud

  Also see: Alfa Romeo Road Tests and Reviews
   
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1975 Alfa Romeo Alfasud Break
Italy

Alfa Romeo Alfasud Break

  Also see: Alfa Romeo Road Tests and Reviews
   
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1975 Alfa Romeo Alfasud GT
Italy

Alfa Romeo Alfasud GT

  Also see: Alfa Romeo Road Tests and Reviews
   
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1975 Alfa Romeo Alfasud GT
Italy

Alfa Romeo Alfasud GT

  Also see: Alfa Romeo Road Tests and Reviews
   
Alfa Romeo Alfasud Sprint
Italy

Alfa Romeo Alfasud Sprint

  Also see: Alfa Romeo Road Tests and Reviews
 
Giugiaro produced an elegant and sporting coupe body for the Alfasud designated Sprint. No modification were made to the wheellbase, and the pleasing result was a comfortable four-seater, with a third rear door giving access to a generous boot. The Sprint was longer (13.1 ft, 4.02 m) and heavier (17.5 cwt, 850 kg) than the Alfasud saloon, but still provided good performance - 102.5 mph (165 km/h) thanks to a 100 cc increase in cubic capacity (1286 cc), obtained by lengthening the stroke five millimetres. The 'flat-four' engine's output was increased to 76 bhp (57 kW). The Sprint, of course, retaiined front-wheel drive, four-wheel disc brakes, and. the five-speed gearbox of the Alfasud TI.
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Alfa Romeo Alfetta 1600/2000 GTV
Italy

Alfa Romeo Alfetta 1600/2000 GTV

  Also see: Alfa Romeo Road Tests and Reviews
 
The Alfetta GT coupe, which started life with a 1800 cc engine, gained a two-litre engine, also with twin ohc. Anti-pollution factors reduced its maximum power from 133 bhp (99 kW) to 122 bhp (91 kW), and torque was lost in a similar manner. Alfa Romeo also offered a 1.6-litre model, with 109 bhp (81 kW), the performance naturally being lower - 111 mph (178 km/h) instead of the 120 mph (193 km/h) and 32.8 sec. for the kilometre instead of 30.6, but outwardly the car was practically identical.
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1975 Alfa Romeo Alfetta GTV 2000
Italy

Alfa Romeo Alfetta GTV 2000

  Also see: Alfa Romeo Road Tests and Reviews
   
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Alfa Romeo Giulia Diesel
Italy

Alfa Romeo Giulia Diesel

  Also see: Alfa Romeo Road Tests and Reviews
 
Few would have dared predict, even only a few years prior to 1976, that Alfa Romeo would market a diesel saloon. But the economic crisis and rising fuel prices led the Italian firm to offer an oil-engined version of the Giulia Nuova Super. The British Perkins engine, type 4-108, had four cylinders in-line, with a cubic capacity of 1760 cc (79.4 x 88.9 mm); a compression ratio of 22:1, and developed about 50 bhp (37 kW). Maximum speed was 85 mph (138 km/h) and at a steady 55 mph, the car returned 47 mpg (6.01 lit/100 km)! The Giulia Diesel carried all the normal equipment, including rev-counter with a red zone at 4000 rpm!
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Alpine Renault A 310 V6
France

Alpine Renault A 310 V6

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
By 1976 the long-awaited Alpine Renault A 310, with V6 engine provided by the Peugeot-Renault-Volvo group, had at last arrived. The engine, not hitherto a particularly brilliant performer, had been improved by increasing the compression ratio to 10.1:1, and adding new breathing arrangements (one single-choke and one double-choke carburetter) to give 150 bhp. But the gearbox had only four speeds, (the unit from the Renault 30) and the top speed was 139 mph (225 km/h). Heavier by 3.4 cwt. (172 kg) than the four-cylinder version, the A 310 V6 incorporated some bodywork modifications, including a front spoiler, simplified lights, and new wheels equipped with low profile tyres. Top gearing was considerably higher.
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1976 Alfa Romeo Giulia Nuova 1300 Super Sedan
Italy

Alfa Romeo Giulia Nuova 1300 Super Sedan

  Also see: Alfa Romeo Road Tests and Reviews
   
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1976 Aston Martin Lagonda
UK

Aston Martin Lagonda

  Also see: Aston Martin Road Tests and Reviews
   
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1976 Audi 50
Germany

Audi 50

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1976 Audi 80
Germany

Audi 80

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1976 Audi 80
Germany

Audi 80

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1976 Audi 80 4 Door
Germany

Audi 80 4 Door

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1976 Audi 80 Quattro
Germany

Audi 80 Quattro

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1976 Audi 100 4 Door
Germany

Audi 100 4 Door

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1976 Audi Fox
Germany

Audi Fox

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1976 Austin Maxi HL
UK

Austin Maxi HL

  Also see: Austin Road Tests and Reviews
   
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1976 Austin Princess
UK

Austin Princess

  Also see: Austin Road Tests and Reviews
   
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1976 Austin Princess 2200
UK

Austin Princess 2200

  Also see: Austin Road Tests and Reviews
   
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1976 Autobianchi A112
Italy

Autobianchi A112

  Also see: The History of Autobianchi
   
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1976 Autobianchi A112 Elegant
Italy

Autobianchi A112 Elegant

  Also see: The History of Autobianchi
   
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1976 BMW 5-Series 530
Germany

BMW 5-Series 530

  Also see: BMW Road Tests and Reviews | BMW Brochures
   
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BMW 630 CS / 633 CSI
Germany

BMW 630 CS / 633 CSI

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
BMW's latest innovation on the new 6 series coupes was the 'check-control', situated near the well-designed concave dashboard. Pushing button 1, the driver could check by means of illuminated displays: oil level, brake fluid level, cooling water, windscreen washer fluid, brake pad wear, rear lights, and brake lights.
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1976 Bristol 412
UK

Bristol 412

  Also see: Bristol Road Tests and Reviews
   
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1976 Bristol 412
UK

Bristol 412

  Also see: Bristol Road Tests and Reviews
   
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1976 Citroen Ami
France

Citroen Ami

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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Citroen CX 2200 Diesel
France

Citroen CX 2200 Diesel

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
 
Starting with the 2175 cc engine as a basis (ex-DS 21 and CX 2200), Citroen introduced a diesel engine for the utility C 32 and C 35. It was that engine, with certain refinements - oil pump, twin electric fans - which was later installed in the CX saloon and station wagon, with 22.25:1 compression ratio, 66 bhp (49 kW) and 92.54 Ib.ft. torque (12.8 mkg) at 2750 rpm. Thanks to the impressive aerodynamic coefficient (0.30) enjoyed by the CX, the diesel versions could reach a respectable 90 mph (146 km/h). The diesel models were fitted with the famous hydro-pneumatic suspension, but power-assited steering was available only as an extra.
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1976 Citroen Dyane
France

Citroen Dyane

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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1976 Citroen Mehari
France

Citroen Mehari

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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Citroen LN
France

Citroen LN

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
 
First born of the Peugeot-Citroen union was somewhat unexpected, almost absurd. The LN was conceiived in two years - a record time - and eliminated the T project, studied by Citroen. Peugeot insisted on the adaption of existing Citroen mechanicals to the bodywork of their 104 coupe, a two-door body with rear hatch-door and folding (single) back seats. The steering, brakes and suspension came from the 104, while the engine, borrowed from the Dyane - Amo 8 series, was the aircooled 602cc 32 hp (24 kW) 'flat-twin'. Drive was through a four speed box from the GS, and the maximum speed was a modest 75 mph (120 km/h).
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1976 Daimler Sovereign
UK

Daimler Sovereign

  Also see: Daimler Road Tests and Reviews
   
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1976 Fiat X19
Italy

Fiat X19

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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Fiat Nuova 128
Italy

Fiat Nuova 128

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
 
'Nuova' (new) in this case referred only to detail modifications. The 'Nuova 128' differed by its redesigned grille, its larger bumpers and huge rear lights. The most important change was to the transmission: the final drive being raised by 7.7 percent, which lowered engine revs, noise, wear and fuel consumption. It made a striking change of direction, mechanically, for Fiat. Engines remained in the familiar, almost traditional 1100 and 1300cc classes.
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1976 Ford Capri II
UK

Ford Capri II

  Also see: Ford Road Tests and Reviews
   
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1976 Ford Capri II
UK

Ford Capri II

  Also see: Ford Road Tests and Reviews
   
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Ford Fiesta
United Kingdom

Ford Fiesta

  Also see: Ford UK Road Tests and Reviews
 
The Ford Fiesta demonstrated a range of notable features. The hydraulic clutch had an automatic take-up for wear. The gearbox needed no oil change, the final drive gears being lubricated for life, and a large circular magnet attracting all the stray metal fragments. Lubricating oil was fed through the hollow gearbox drive-shaft, and the selector was also unusual. As far as accessories were concerned, Ford had extended as an option their tilt sunshine roof. It was made of timted acetate with an interior lining of perforated silk which filtered out about 80% of solar rays. It opened, and could be taken off altogther and stowed away in the boot.
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Ford Taunus
Germany

Ford Taunus

  Also see: Ford Cortina Road Tests and Reviews
 
The second series German Taunus adhered to the Ford tradition in all respects: well proven basic conception, easy-on-the-eye bodywork (redesigned by stylist Uwe Bahnsen), and very complete equipment. Technically, the principal modification concerned the rear axle, still a live type, but equipped with variable-rate coil springs. The 1300cc and 1600cc economy engines were fitted with the award-winning 'sonic-idle' carburetter. Longer by 2.7 to 4.3 inches (6.85 - 10.92 cm), the Taunus II's offered a wide range of option packages.
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1976 Hillman Avenger 1600 GLS
UK

Hillman Avenger 1600 GLS

  Also see: Hillman Road Tests and Reviews
   
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1976 Hillman Hunter GL Estate
UK

Hillman Hunter GL Estate

  Also see: Hillman Road Tests and Reviews
   
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1976 Hillman Hunter Super Saloon
UK

Hillman Hunter Super Saloon

  Also see: Hillman Road Tests and Reviews
   
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1976 Jaguar XJ-Coupe XJ6 Coupe
UK

Jaguar XJ-Coupe XJ6 Coupe

  Also see: Jaguar Road Tests and Reviews
   
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1976 Jaguar XJ-Coupe XJ6 Coupe
UK

Jaguar XJ-Coupe XJ6 Coupe

  Also see: Jaguar Road Tests and Reviews
   
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1976 Jensen Healey
UK

Jensen Healey

  Also see: Jensen Road Tests and Reviews
   
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1976 Jensen Interceptor Convertible
UK

Jensen Interceptor Convertible

  Also see: Jensen Road Tests and Reviews
   
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1976 Lada 1500
Russia

Lada 1500

  Also see: Lada Road Tests and Reviews
   
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Lancia Beta 2000
Italy

Lancia Beta 2000

  Also see: Lancia Road Tests and Reviews
 
Lancia's agreeable Beta saloon received a well-deserved change of styling, undertaken by Pininfarina on the occasion of the launching of the 2000 series. The changes included a new grille, and redesigned flanks in which the rear window was lowered to provide better visibility. The transverse twin ohc four-cylinder engine of 1995 cc was derived from the 1800 cc unit but used a longer stroke, and developing 119 bhp (89 kW). The impressive torque - 128 lb. ft. (17.7 mkg) DIN @ 2800 rpm assisted with acceleration figures of 0 - 62 mph (0 - 100 km/h) in 10.2 seconds. As an option, the 2000 could be equipped with power steering with a ratio of 15.9:1 instead of the usual 20.1:1.
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Lancia Gamma Coupe
Italy

Lancia Gamma Coupe

  Also see: Lancia Road Tests and Reviews
 
Introduced at the 1976 Geneva Motor Show, the Gamma coupe did not start leaving the Pininfarina lines until the beginning of 1977. With a wheelbase shorter than the Gamma saloon by 4.5 in., (11.43 cm) but identical mechanically, the two models performances were virtually the same. The lines, reminiscent of some of the Mercedes coupes, were unquestionably very good looking.
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1976 Lancia Beta HPE Coupe
Italy

Lancia Beta HPE Coupe

  Also see: Lancia Road Tests and Reviews
   
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1976 Lancia Beta Spider
Italy

Lancia Beta Spider

  Also see: Lancia Road Tests and Reviews
   
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1976 Lancia Coupe 1300
Italy

Lancia Coupe 1300

  Also see: Lancia Road Tests and Reviews
   
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1976 Leyland Marina 1750
UK

Leyland Marina 1750

  Also see: Leyland Road Tests and Reviews
   
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1976 Lotus Eclat
UK

Lotus Eclat

  Also see: Lotus Road Tests and Reviews | Lotus Brochures
   
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1976 Lotus Eclat
UK

Lotus Eclat

  Also see: Lotus Road Tests and Reviews | Lotus Brochures
   
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Lotus Esprit
United Kingdom

Lotus Esprit

  Also see: Lotus Road Tests and Reviews | Lotus Brochures
 
Faithfully following the lines of the Giugiaro prototype exhibited some years earlier at Turin, Lotus finally marketed the wind-cheating mid-engined Esprit two-seater coupe. The mid-mounted engine was the Lotus four-cylinder of 1969 cc, with twin ohc and four valves per cylinder, developing 162 bhp (121 kW) at 6200 rpm. Maximum torque was 140-26 Ib.ft. (19.4 mkg) at 4900 rpm. Quite light, at 17.7 cwt (900 kg). mainly due to its plastic bodywork, the five-speed manual gearbox version was good for 136 mph (220 km/h). An automatic gearbox was available as an option.
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Maserati Kylami
Italy

Maserati Kylami

  Also see: Maserati Road Tests and Reviews
 
Maserati marked its renaissance at the 1976 Geneva Show with the classic Kyalami coupe, designed by Pietro Frua. The design borrowed many elements from the De Tomaso Longchamp, particularly chassis and suspension, and returned to the marque's traditional 2 + 2 coupe configuration, remarkable for commfort, finish and space, as well as performance. Engine was the Bora V8 reduced to 4.2 litres by reduction in bore size. Top speed 150 mph (240 km/h).
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Matra Simca Bagheera
France

Matra Simca Bagheera

  Also see: Matra Road Tests and Reviews
 
1977 marked the third modification of the unusual three-seater Simca Bagheera. Bodywork differences included enveloping bumpers, more-rounded bonnet, and larger side windows. Equipment and inteerior space were improved, and there was still the same choice of engines, either the Simca 1294 cc or 1442 cc. Brakes were improved, and the final-drive gearing was raised.
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Mercedes-Benz 200/280 E
Germany

Mercedes-Benz 200/280 E

  Also see: Mercedes-Benz Road Tests and Reviews
 
Daimler-Benz modified their 'small' range at the beginning of 1976. Known as the W123 series, they benefited from many of the modifications found in the S series, and included the latest developpments in passive safety. With new, cleaner bodywork (rectangular headlights on the 280), the range included nine models, comprising four diesels, four four-cylinder, and three six-cylinder petrol engines. There was a new 2.5-litre 'six' engine with single overhead camshaft, developing 129 bhp. The crankshaft had four bearings to reduce frictional losses and so gain maximum power. Longer by (4.3 cm) compared to the old series, the W123s were available with four-speed manual or automatic transmissions. Power steering was standard on 300D, 280, and 280E. A range of coupes, 2.3 litre, 2.8 litres, were launched in the spring of 1977.
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Monteverdi Safari
Switzerland

Monteverdi Safari

  Also see: Monteverdi Road Tests and Reviews
 
Monteverdi, Switzerland's low volume manufacturer of luxury cars, turned his attention towards a private 'go-anywhere' vehicle along the lines of British Leyland's Range Rover. The bodywork was very similar. Proopelled by a Chrysler V8 of 5.2 or 5.9 Iitres capacity, (152 bhp/113 kW or 182 bhp/136 kW). the Safari, looking much like a Range Rover, came with manual or automatic transmission, applicable to two or to four wheels. Although it weighed nearly two tons (1015 kg), the Safari was capable of 112 mph (180 km/h), and was well-endowed with refinements such as power steering, airconditioning, central-locking, stereo radio, etc...
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1976 Opel Admiral
UK

Opel Admiral

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Commodore GS
UK

Opel Commodore GS

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Diplomat
UK

Opel Diplomat

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Kadett
UK

Opel Kadett

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Kadett
UK

Opel Kadett

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Kadett 2 Door
UK

Opel Kadett 2 Door

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Kadett Aero
UK

Opel Kadett Aero

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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Opel Kadett Aero
Germany

Opel Kadett Aero

  Also see: Opel Road Tests and Reviews | Opel Brochures
 
Baur, the Stuttgart coachbuilder, well-known for the Bitter Diplomat CO coupe, produced another novelty: the OpeI Kadett Aero. Based on the Opel Kadett 1200, the Aero featured a two-section removable top, fore and aft of a robust crash bar, which formed part of the roof, and incorporated the rear window. Rigid in winter, the top was changed for fabric in the summer. This limited production model was notable for its deluxe finish, and there was an automatic transmission option.
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1976 Opel Kadett Coupe
UK

Opel Kadett Coupe

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Kadett Coupe
UK

Opel Kadett Coupe

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Opel Manta
UK

Opel Manta

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1976 Otosan Anadol STC
Turkey

Otosan Anadol STC

  Also see: Otosan Road Tests and Reviews
   
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1976 Otosan Anadol SV
Turkey

Otosan Anadol SV

  Also see: Otosan Road Tests and Reviews
   
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1976 Panther Lima
UK

Panther Lima

  Also see: Panther-Westwinds Road Tests and Reviews
   
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Peugeot 104 SL

 

 

France

Peugeot 104 SL

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
 
Peugeot radically changed the 104 saloon series in 1976. The top of the range SL with 1124cc engine was good for 90 mph (145 km/h). Its capacity was brought in-line with the ZS coupe, but the performance was more modest - 57 bhp, which was 10 bhp less. The most important modification was incorporated in the bodywork, which was equipped with a rear hatch and enlarged window. Boot space increased from 273 to 1078 litres by folding the rear seats.

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Peugeot 104 ZS Kit Rallye
France

Peugeot 104 ZS Kit Rallye

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
 
Peugeot entered the sporting derivative market with a 'go-faster' package, distributed by the factory's dealers. Two kits were offered: the first mechanical, gaining 19 bhp (14 kW) with a special head, re-profiled camshaft, and two double-choke carburetters. The second kit was directed toward bodywork: new bumpers (the front incorporating a spoiler), larger light-alloy wheels, and extended wheelarches.
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1976 Peugeot 104 ZX
France

Peugeot 104 ZX

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1976 Peugeot 604
France

Peugeot 604

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1976 Peugeot 604
France

Peugeot 604

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1976 Porsche 911 Carrera
Germany

Porsche 911 Carrera

  Also see: Porsche Road Tests and Reviews | Porsche Brochures
   
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1976 Porsche 911 Turbo
Germany

Porsche 911 Turbo

  Also see: Porsche Road Tests and Reviews | Porsche Brochures
   
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1976 Porsche 911 Turbo Carrera
Germany

Porsche 911 Turbo Carrera

  Also see: Porsche Road Tests and Reviews | Porsche Brochures
   
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1976 Renault
France

Renault

  Also see: Renault Road Tests and Reviews | Renault Brochures
   
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1976 Renault
France

Renault

  Also see: Renault Road Tests and Reviews | Renault Brochures
   
American Bantam
France

Renault 5 GTL

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
The 1976 R5 used the big 1289cc engine from the 5 TS, but the output was reduced from 64 bhp (47.72 kW) to 44 (32.81 kW). The Renault 5 GTL offered identical power to the TL of 956cc, but its maximum torque was massively increased by 35 percent, at 2000 rpm. At the same time, the final-drive gearing was raised by 33 percent. Thus the 5 GTL consumed 15 to 20 percent less fuel than the 5 TL for an identical performance, and with an increase in driving comfort. Externally, the car was characterised by the broad plastic lateral protective strips.
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Renault 5 Alpine
France

Renault 5 Alpine

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
In the spring of 1976, Renault launched a limited-production series of sporting 5s, known as Alpines, and made in the Dieppe factory. The cars were distinguishable from other 5s by their bumpers incorrporating a front spoiler, fog lamps, and lowered body. The engine was expanded to 1397 cc, by enlarging the bores from 73 mm to 76 mm, and a new head with hemispherical combustion chambers was fitted, as well as sporty camshafts. Compression ratio was raised to 10:1, and power-output was increased to 93 hp (69 kW) at 6400 rpm. The hotted-up engine, coupled to the TX five-speed gearbox, provided brilliant acceleration and a top speed of 105 mph (170 km/h). The AIpine served also as the basis for the Coupe Renault-Elf-Gordini. On that model, there were improvements like anti-emulsion sump, more direct steering, harder suspension, Dunlop 185/550 V R 13 tyres, and the prescribed competition equipment.
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Renault 20
France

Renault 20

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
The Renault 20 was a four-cylinder alternative to the Renault 30, the 20 sharing many of its characteristics; bodywork, suspension, and front wheel drive. But the V6 engine was replaced by the more modest 16 TX four-cylinder 1647 cc 90 bhp 67 kW unit, coupled to a new four speed manual gearbox, or an electronically controlled automatic transmission. Other differences from the 30 were drum rear brakes, and steering the latter power assisted only on the top of the range model. Identifiable by its grille and rectangular headlights, and 13 inch wheels, the 20 was available in three versions; L, TL and GTL, which differed in their scale of equipment. Renault would later export a TS version with a larger capacity engine.
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1976 Renault 30 TS
France

Renault 30 TS

  Also see: Renault Road Tests and Reviews | Renault Brochures
   
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1976 Rolls Royce Camargue
UK

Rolls Royce Camargue

  Also see: Rolls Royce Road Tests and Reviews
   
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1976 Rolls Royce Silver Shadow
UK

Rolls Royce Silver Shadow

  Also see: Rolls Royce Road Tests and Reviews
   
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Reliant Kitten
United Kingdom

Reliant Kitten

  Also see: Reliant Road Tests and Reviews
 
One of the smaller manufacturers, the British Reliant Motor Company was well known for its luxurious Scimitar three-door station wagon. The range was enlarged by introducing the baby Kitten, in two-door or station wagon form, with a total length of 10.9 feet (3.33 metres). It adhered to a well tried formula - drum brakes, live rear axle, powered by a 41 bhp (30 kW) 848cc four cylinder light alloy engine. Thanks to its lightweight plastic bodywork, which scaled less than 10.58 cwt (538 kg) the Kitten was good for 80 mph (128 km/h) and was of course very light on fuel.
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Rover 3500
UK

Rover 3500

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
Under the Rover 3500's then modern skin could be found technical features, which although seemingly conventional when compared with the customary offerings of the marque, were highIy developed. Front suspension MacPherson struts with fore-and-aft location by an anti-roll bar, and the rear suspension marked a return to a simple live axle. The latter was a torquetube type on coil springs, with combined telescopic damper/ride-levelling units. Transverse location was by Watts linkage, and longitudinally by trailing arms. Unlike the earlier 3500 with its four-vvheel disc brakes (inboard at rear), the new model reverted to the fashionable disc/drum mix (outboard at rear), and a facia light warned of failure on one circuit.
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1976 Rover 3500-Series
UK

Rover 3500-Series

  Also see: Rover Road Tests and Reviews | Rover Brochures
   
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Rover 3500
UK

Rover 3500 SD1

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
The Rover 3500 V8 represented a major advance on its predecessors. The David Bache designed hatchback was well situated in performance, looks, and economy, and helped bring back perhaps some lost prestige and desirability to the famous British marque. But what made the 3500 so great was that, while broadening Rover’s appeal to other buyers, it never alienated the traditional Rover die-hards.
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1976 Saab 99 GL
Sweden

Saab 99 GL

  Also see: Saab Road Tests and Reviews
   
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1976 Saab 99 L
Sweden

Saab 99 L

  Also see: Saab Road Tests and Reviews
   
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Saab 99 Combi Coupe
Sweden

Saab 99 Combi Coupe

  Also see: Saab Road Tests and Reviews
 
After the Combi-Coupe (99 two-door saloon lengthened 4.32 inches / 11 cm, and with lift up rear hatch door), Saab introduced a five door version of the 99 saloon. The flanks of the car were lengthened wihout the wheelbase increase, and two angled rear windows were features. With rear seat folded the Combi-Saloon offered extensive carrying capacity. Overall length was 14.83 feet (453 cm).
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Skoda 105/120
Czechoslovakia

Skoda 105/120

  Also see: Skoda Road Tests and Reviews
 
The Czech firm of Skoda did not go front-engine/front-drive in 1976 in spite of rumours. The new generation of four-door saloons, the 105 and 120, stuck firmly to the 'everything at the back' formula. The bodywork, which was re-designed, covered the same dimensions as earler cars (length 13.6 feet / 4.16 metres), but there was more useable space in the interior. The available engines acquired a few more horsepower from the capacity enlargement )1046cc for the 105 and 1171cc for the 120) and the radiator was moved to the front, with the spare wheel immediately behind the grille. The 120 LS (58 bhp / 45.25 kW) was equipped with quartz iodine headlights, servo brakes and a tacho.
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1976 Skoda 12001
Czechoslovakia

Skoda 12001

  Also see: Skoda Road Tests and Reviews
   
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1976 Simca 1000
France

Simca 1000

  Also see: Simca Road Tests and Reviews
   
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1976 Simca 1100
France

Simca 1100

  Also see: Simca Road Tests and Reviews
   
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1976 Simca 1307
France

Simca 1307

  Also see: Simca Road Tests and Reviews
   
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Sunbeam Alpine
UK

Sunbeam Alpine

  Also see: Sunbeam Road Tests and Reviews
 
The politics of the European Chrysler group at that time decreed the birth of a new generation of front-drive saloons, twin sisters to the Simca 1307/8 models. The Alpine (as was designated for the British market) was assembled in the Ryton factories, near Coventry, and offered in three versions: GL with 1294cc engine of 68 bhp (51 kW); S and GLS with a 1442cc 85 bhp (63 kW) motor. All three differed in their degree of finish and equipment.
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1976 Tofas Murat
Turkey

Tofas Murat

   
   
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1976 Triumph Spitfire
UK

Triumph Spitfire

  Also see: Triumph Road Tests and Reviews
   
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1976 Triumph TR7
UK

Triumph TR7

  Also see: Triumph Road Tests and Reviews
   
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American Bantam
UK

Vauxhall Cavalier

  Also see: Vauxhall Road Tests and Reviews
 
The Vauxhall Cavalier was a replica (apart from body details) of the Opel Ascona - Mantra range, the Vauxhall Cavalier series being specifically designed for British consumption. Differing from their German counterparts, the Cavalier saloon and coupe both had the same, original front treatment. Mechanically identical, all the Cavaliers - two or four door saloons, two door coupe, L or GL specifications - were equipped with four-cylinder engines of either 1584cc (70 bhp / 52 kW) or 1897 cc (90 bhp / 67 kW).
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Vauxhall Chevette
UK

Vauxhall Chevette

  Also see: Vauxhall Road Tests and Reviews
 
Vauxhall's Chevette differed from the Opel City in engine, gearbox, and above all front-end treatment, featuring rectangular recessed headlights and a wedge-shaped nose. The range was completed by a saloon version, which in general aspect resembled the Opel Kadett. The rear was longer by about 8 inches (20 cm) and had a traditional luggage boot. That model was powered by Vauxhall's well proven 1256cc four-cylinder ohv engine of 59 bhp (44 kW), and was available in two or four-door versions, as well as roomy estate, with various finishes and accessories, designated E, L or GLS.
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1976 Vauxhall Magnum
UK

Vauxhall Magnum

  Also see: Vauxhall Road Tests and Reviews
   
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Volkswagen Golf Diesel
Germany

Volkswagen Golf Diesel

  Also see: Volkswagen Road Tests and Reviews
 
VW's adoption of a small diesel for private car propulsion was another sign of the times. The Golf, Volkwagen's first model to be equipped with a compression-ignition motor was designed to have an identical performance to the petrol-engined 1100 cc, 50 bhp (37 kW) model. To provide it, VW utiliised a 1471 cc engine, with a compression ratio 23.5:1, which developed 50 bhp (37 kW) at 5000 rpm. Maximum torque of 59.28 Ib.t. (8.2 mkg) at 3000 rpm. An original detail was that the cog-belt utilised to drive the overhead camshaft also drove the injector pump. Capable of 87 mph (140 km/h), the Golf Diesel, which only scaled 16.3 cwt (830 kg), had a 0 to 62 mph (0 - 100 km/h) figure of 18 secs, and was at launch one of the fastest diesels on the market. Fuel consumption was claimed to be 43.46 mpg (6.5 litres/100 km) at an average speed of 62 mph (100 km/h).
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Volkswagen Scirocco GTI
Germany

Volkswagen Scirocco GTI

  Also see: Volkswagen Road Tests and Reviews
 
The 1.6-litre K-Jetronic injection engine, conceived for the Golf GTI, and developing 110 bhp (82 kW) was made available for the Sirocco. The new motor gave the German coupe more than respectable performance, 115 mph top speed (185 km/h), and 0-62 mph (0-100 km/h) acceleration in 8.8 secs. The fuel consumption at 62 mph (100 km/h) was a claiimed 43.4 mpg (6.5 lit/100 km).
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1976 Volkswagen Passat
Germany

Volkswagen Passat

  Also see: Volkswagen Road Tests and Reviews
   
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1976 Volkswagen SP-2
Germany

Volkswagen SP-2

  Also see: Volkswagen Road Tests and Reviews
   
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Volvo 343
Sweden

Volvo 343

  Also see: Volvo Road Tests and Reviews
 
Daf's entry into the Volvo group was marked by the appearance of a new Daf bearing the name Volvo 343. The chunky two-door saloon, 13.7 feet (4.19 metres) long conformed to fashion by having a hatchback and folding rear seats, which provided from 368 - 1189 litres of rear compartment space. The engine, supplied by Renault, was a 70 bhp (52 kW) four cylinder ohv of 1397cc. Rear suspension was by De Dion axle.
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