British and European Car Spotters Guide - 1978

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1978 British and European Car Spotters Guide


The late 1970s saw the rise of what might be termed 'concept' cars - the mini family hatchbacks as typified by the Ford Fiesta, GM's 'T' car (the Chevette in the UK), Chrysler Sunbeam, VW Golf/Rabbit arid so on, comprise one such range or concept. Constraints of engineering development, size and economy requirements seemed to conspire to make the whole group look very similar, all being slightly wedge shaped with good glass area and a very abbreviated rear. To some extent, however, the industry has tried to lead fashion rather than following its customers' wishes; an indication of this is provided by Vauxhall in the UK responding to demand in making their Chevette in a totally conventional 'three box' version with a boot, in addition to the hatchback.

Colour variations have long been a part of styling; two-tone schemes were always fairly commonplace and used to good effect to change the appearance of mundane cars such as the MG 1100. During this time more striking colour combinations were used to distinguish otherwise conventional looking cars; some of the design work by Ope! in Germany is an indication of this trend. Cars have always presented more of a challenge in the adventurous use of colour. Being more of an integral whole the car of the late 1970s and 1980s lacked the distinctive features such as the large mudguards and separate wings of previous eras which lent themselves to being picked out in a contrasting or complementary colour.

Interiors and upholstery have come in for radical treatment, the tartan seats offered in the Leyland Triumph TR7 and the 'deck-chair' effect of bright stripes on the seats of the Fiat X1/9 are striking examples of this and an indication that the industry may often choose its sports cars, as they are produced in relatively low numbers, to test public acceptance of new styles or trends before applying them to volume cars. The aggressive wedge-shaped styling of the TR7, the X1/9, and to some extent the Porsche 928 - a more rounded variation on the theme - was more readily accepted than a similar approach to saloon car design.

The Leyland Princess was never as popular as Leyland hoped, and it is just arguable that the success of the Rover 3500, European car of the year in 1976, was a triumph of engineering rather than styling Renault could be said to have changed styles, seemingly in an arbitrary fashion, almost more than any other manufacturer in the 1960s and 1970s; it is a moot point how much this contributed to their success.
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1978 Alfa Romeo 2000 Spider
Italy

Alfa Romeo 2000 Spider

  Also see: Alfa Romeo Road Tests and Reviews
   
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1978 Alfa Romeo Alfasud Kombi
Italy

Alfa Romeo Alfasud Kombi

  Also see: Alfa Romeo Road Tests and Reviews
   
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1978 Alfa Romeo Alfetta 1.8
Italy

Alfa Romeo Alfetta 1.8

  Also see: Alfa Romeo Road Tests and Reviews
   
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1978 Alfa Romeo Alfetta 2000
Italy

Alfa Romeo Alfetta 2000

  Also see: Alfa Romeo Road Tests and Reviews
   
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Italy

Alfa Romeo Giulietta

  Also see: Alfa Romeo Road Tests and Reviews
 
The prestigious Milan manufacturer replaced the ageing (but still popular) Giulia model at the end of 1977, replacing it with a promising new type, bearing a well-known, revived name, Giulietta. Although styled in the then modern wedge shape, the new car was really a reskinned Alfettta. Although the Giulietta range was slighter shorter than the Alfetta (13.81 ft/4.21 m), identical underpan, suspension (including de Dion rear-end), steering, brakes, and five-speed gearbox rear-mounted in unit with final-drive (which was rather notchy in use) were used in the Giuletta's specification. Both models, 1357 cc (95 DIN bhp/71 kW) and 1570 cc (109 bhp/81 kW) had four-cylinder engines cast in the traditional Alfa mould, with twin overhead camshafts, sodium-cooled exhaust valves, twin double-choke carburetters, and light-alloy blocks. Interestingly, the 'small' engine (developed from the old Giulietta power-unit) had larger bores than the 1570 cc engine.
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Alfa Romeo Alfasud
Italy

Alfa Romeo Alfasud

  Also see: Alfa Romeo Road Tests and Reviews
 
1978 saw a dramatic expansion of the Alfasud range which already comprised two and four-door saloons, an estate car, and a pretty coupe. The 1978 variations were centred on power-units, the impressive water-cooled 'flat-four' being retained (and the basic 1186 cc 63 DIN bhp/47 kW motor), but a 'stretched' version of 1286 cc (with stroke lengthened to 64 mm) was introduced for the four-door saloon and estate. The longer-stroke motor developed 79 bhp (59 kW), provided a higher performance, and also quieter running.

With stroke increased even more to 67.2 mm (1350 cc), a 79 bhp (59 kW) version of the motor was introduced for the two-door TI model, enabling the sportier car to reach a maximum of 103 mph (165 km/h), and at the same time, in Italy, shifting the model, as far as capacity was concerned, into a higher speed limit. The TI, and also the heavier Sprint coupe, gained an even larger version of the adaptable boxer-motor, a new cylinder block providing 84 mm bores, which, coupled with the 67.2 mm stroke, added up to a 1.5-litre capacity, and an 85 bhp (63 kW) maximum power output. Maximum torque was increased to 88.92 lb. ft. (12.3 mkg/119.24 Nm) at 3500 rpm. With the larger engine the TI Alfasud came with a new-type rear spoiler, and a maximum speed of 105 mph (170 km/h), with exceptional road-holding and braking, despite the questionable quality of the fitted tyres.
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1978 Audi 50
Germany

Audi 50

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

Audi 80

  Also see: Audi Road Tests and Reviews | Audi Brochures
 
First introduced in 1972, and modified in 1976, the Audi 80 was presented in yet another guise for 1978, and proved to be more of a new model than was at first apparent. New, longer bodywork (5.51 in/14 cm), with width increased by 3.14 in (8 cm) provided generous interior space for the class of car. Giorgio Giuugiaro collaborated with Audi on the styling of the 1978 model 80, and the bodywork provided increased levels of safety as well as improved noisedamping measures. Structural stiffness had also been increased, and there was geoometry, damping and anti-roll improvements. The engine range remained basically as before with choice of 1.3 or 1.6-litre ohc units, while the GLE (ex-GTE) had the injected motor with power increased to a maximum of 115 DIN bhp (85.75 kW), with a low-profile tyre option (series 60). Finish was of a very high order, and equipment was extensive.
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Germany

Audi 100 5D

  Also see: Audi Road Tests and Reviews | Audi Brochures
 
Stemming from Volkswagen's sixer commercial vehicle diesel (also supplied to Volvo for a passenger car model), the Audi oil engine had five cylinders and had much in common with the five cylinder petrol unit. For the diesel, capacity was reduced from 2144 to 1986 cc by using a smaller cylinder bore (76.6 instead of 79.5 mm), and a special head was utilised (like the petrol unit, the overhead camshaft was driven by cog-belt), using all the experience gained with the outstanding 1.5-litre Golf/Passat oil engine. There was a swirl chamber and indirect injection with the pump being driven by another flexible cog-belt. Compression ratio is 23: 1, and the five-cylinder motor developed 70 bhp DIN (52.19 kW) at 5500 rpm, with maximum torque of 88.92 Ib ft (12.3 mkg/119.24 Nm) at 3000 rpm. The 100 5D's maximum speed of 93 mph (150 km/h), and 0-62 mph (0-100 km/h) acceleration of 17.5 seconds put it very much in the three-litre Mercedes five-cylinder 300D class. It was available in both four-door sedan and five-door Avanti hatchback guise, with basic, L, GL, and CD variations in trim and equipment.
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1978 Audi 5000
Germany

Audi 5000

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1978 Audi 5000
Germany

Audi 5000

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1978 Audi 5000 4 Door
Germany

Audi 5000 4 Door

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1978 Audi Fox
Germany

Audi Fox

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1978 Audi Fox GTI
Germany

Audi Fox GTI

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1978 Audi Fox GTI
Germany

Audi Fox GTI

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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Austin Princess
United Kingdom

Austin Princess

  Also see: Austin Road Tests and Reviews
 
Despite its technical layout, good looks (we think similar to an Alfa), and exceptional interior space, the British Leyland Princess models did not enjoy their anticipated success, probably because of a power deficienncy. For 1978 the British Leyland Cars made several improvements to the models, and equipped the four-cylinder cars with a new generation engine, designated '0' series, with belt-driven overhead camshaft, light-alloy head (with Heron-type combustion chambers), and parallel valves. With one-piece exhaust /induction manifold, and 9: 1 compression ratio, the simmple-to-manufacture O-series motor came in either 1700cc or 2000cc form:
1700: 1695 cc (84.45 mm bore, 75.80 mm stroke developing 87 DIN bhp (64.87 kW//116.66 Nm) at 5200 rpm, and 96.8 Ib ft of torrque (13.38 mkg/129.80 Nm) at 3800 rpm.
2000: 1993 cc (identical bore but stroke lengthened to 89 mm) developing 93 DIN bhp (69.35 kW) at 4900 rpm, and 112.5 Ib ft of torrque (15.55 mkg/150.86 Nm) at 3400 rpm.
With no major modifications to basic specificaation, the Princess 2 range now consisted of five models: 1700 (L and HL), 2000 (HL), plus the existing 2200 six-cylinder (HL and HLS) which had its engine repositioned in the structure during 1978 in a bid to overcome front drive-shaft coupling problems.
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1978 Bitter CD
Germany

Bitter CD

   
   
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1978 BMW 3-Series
Germany

BMW 3-Series

  Also see: BMW Road Tests and Reviews | BMW Brochures
   
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1978 BMW 6-Series 630 CSi
Germany

BMW 6-Series 630 CSi

  Also see: BMW Road Tests and Reviews | BMW Brochures
   
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1978 BMW 7-Series 733i
Germany

BMW 7-Series 733i

  Also see: BMW Road Tests and Reviews | BMW Brochures
   
BMW 635 CSI
Germany

BMW 635 CSI

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
During 1978 the Power Struggle continued. Munich's reply to Stuttgart's challenge with the 450 SLC 5.0 was the BMW 635 CSi, an upgraded 633 with increased capacity 3453 cc single overhead camshaft engine utilising a 93.4 mm bore (+4.4 mm) and an 84 mm stroke (-2 mm). With an even greater 'oversquare' bore/stroke ratio the compression ratio was raised to 9.3: 1, maximum power output being 218 DIN bhp (162.56 kW), a plus of 18 bhp (13.42 kW). Maximum torque of 224.13 Ib ft (31 mkg/ 300.55 Nm) was a plus of 14.46 Ib ft (2 mkg/19.39 Nm), at 4000 rpm.

Another BMW innovation was the use of a five-speed gearbox on the coupe model, which, with a higher final drive (3.7: 1) resulted in brilliant acceleration and fussless high-speed running. The 635 CSi was distinguished by firmer suspension and wider (6% in) rims, a large front air-dam, bootlid mounted spoiler, and special side motifs. The 635 CSi model easily attained 140 mph.
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BMW M1 Coupe
Germany

BMW M1 Coupe

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
By 1978 the anticipated BMW mid-engined coupe had been written and talked about so much that it became almost familiar by its production absence. The entire project, which was originally to have been carrried out as a joint BMW-Lamborghini exercise, was entirely taken over by BMW in 1978, being produced in Germany. With low GRP bodywork (height 3.74 ft/1.14 m) of undistinguished lines, the chassis was made from rectangular steel tubes with competition-type suspension, all lindependent by coil springs, wishbones with light-alloy pivot points, and Bilstein dampers.

The twin overhead camshaft engine, mounted in a central transverse position was the 'new' 635 CSi/3453 cc motor in basis, but with twin ohc head, four valves per cylinder, and Kugellfischer-Bosch mechanical injection. Compression ratio of the road version was 9: 1, the Marelli electronic ignition and dry sump Iubrication, and the maximum power output was DIN bhp (206.55 kW) at 6500 rpm, with maximum torque of 238.59 Ib ft (33 mkg/31 Nm) at 5000 rpm. With five-speed ZF gear box and limited-slip differential (40 per cent) the M1 would accelerate from 0-62 mph (100 km/h) in 5.6 seconds, and exceed 160 (260 km/h), in spite of an unladen weight of 2865 lb. (1300 kg). The M1 was shod with Pirelli ultra-Iow profile (16 in - 205/55 front, 22 rear). The M1 remained a homologation project, the Group 4 version being credited with some 470 bhp (351 kW), and the turbocharged Group 5 model developing (a claimed) 850 bhp (634 kW).
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France

Citroen CX 2500 Diesel

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
 
Citroen's compression-ignition variant proved to be a big success, both in effectiveness and sales performance. With the 93 x 92 mm 2.5-litre engine there was a gain of 325 cc, 9 bhp DIN (6.7 kW), and 18.07 Ib ft (2.5 mkg) torque, maximum torque being 110.61 Ib ft (15.3 mkg/148.32 Nm) at an economical 2000 rpm. Option of a five-speed gearbox enabled the CX 2500 D to attain 97 mph (156 km/h), with notably quiet running, but without increase in fuel consumption. Citroen were quick to point out that their diesel was the 'world's fastest' production model, putting VW and their Golf Diesel in their place! Almost half the demand for CX models was accounted for by diesels.
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France

Citroen GS X3

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
 
Despite the PSA alliance, Citroen continued to develop its own products during the late 1970's. One such example was the X3 version of the GS, equipped with a 1300 cc engine (the 1222 cc unit with larger bore 74 mm cylinders, increased from 72 mm, but utilising the identical 65.6 mm stroke), developing approximately 65 bhp DIN (48.47 kW). Much-needed improvement was the uprated torque of of 72.3 Ib ft (10 mkg/96.95 Nm) at 3500 rpm.
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itroen Visa
France

Citroen Visa

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
 
An introduction of great interest and signifance at the 1978 Paris Show was Citroen's Visa hatchback, seen as the Ami 9 replacement. The neat five-door with choice of twin or four-cylinder engines, graphically illustrated the PSA Group's (Peugeot-Citroen) strong policies - a new car utilising many Peugeot mechanical components, but built in the Citroen manner, adhering to Citroen design criteria. Like the LN, the Visa was based on the Peugeot 104 saloon in many ways - identical wheelbase, suspension, steering, brakes etc - but the body was pure Citroen. The grille was combined with a moulded bumper, but the car was longer (12.10 ft/3.69 m) than the 104, although not wider (4.98 ft /1.52 m). The Visa had a lift-up rear door and folding rear seat. The transmission was traditional Citroen front wheel drive, but power-unit options were the most diverse in the motor industry. Bottom range Special and Club models were powered by a much-modified air-cooled 'flat-twin' which was enlarged to 652 cc, had a third main bearing incorporated, and utilised light alloy cylinders coated with a wear-resistent material developed by Citroen for their ill-fated Wankel-engined cars. The 2 CV-derived motor also had a maximum power output of 36 bhp DIN (26.84 kW), and an advanced, breakerless electronic ignition system. The top of the range "Super" model had the transverse light alloy four-cylinder water-cooled 'Douvrin' engine of 1124 cc, developing 57 bhp DIN (42.50 kW) as in the Peugeot 104, and was integral with a 104-type gearbox which shared its lubricating oil with the engine, but was higher geared than the Peugeot. Respective maximum speeds for Speecial/Club and Super were 77 mph/124 km/h and 90 mph/144 km/h.
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1978 Daimler Limousine Vandan Plas
UK

Daimler Limousine Vandan Plas

  Also see: Daimler Road Tests and Reviews
   
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1978 Fiat 128
Italy

Fiat 128

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1978 Fiat 128 Rally
Italy

Fiat 128 Rally

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1978 Fiat 600 R
Italy

Fiat 600 R

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1978 Fiat Ritmo
Italy

Fiat Ritmo

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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Fiat Ritmo
Italy

Fiat Ritmo

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
 
Fiat's biggest event for 1978 was undoubtedly the release of the Ritmo, a trendy hatchback featuring many innovations for the group, one of them (thankfully) being the adoption of a name rather than the confusing and nevering numeral designations. The Ritmo (Italian for 'Rhythm') also possessed an unusual aeroodynamic shape devised by the Centra Stile Fiat. With its overall length of 12.92 ft (3.94 m-10cm longer than the Fiat 128) it followed the 'two-box' style, and was available with three or five doors with a baggage space of 11.29 cu ft (320 litres) that could be increased wholly or partially by folding the rear seatback.

Spacious within, the audaciously-styled Ritmo had wrap-around plastic bumpers, the front one of which incorporated grille and air-dam. The wheels had a touch of the Roman racing chariot, and the door-handles were way-out. The modernity (for 1978) was matched by the excellent aerodynamic co-efficient of 0.38. The Ritmo's running gear was derived from the 128, the wheelbase was identical (8.03 ft/2.45 m), as was the suspension (but there was no front antiroll bar) with front McPherson struts and rear transverse leaf spring.

The rack-and-pinion steering (with poor turning circle) and disc/drum brakes were also from the 128, the lattter with servo-assistance on top-of-the-range models, while others had a progressive-action pedal. Engines were transverse with end-crankshaft gearbox (Giacosa-style), based on the 128 engines with single cog-belt driven overhead camshafts, and were manufactured in 1100 (60 bhp/45 kW), 1300 (65 bhp/48 kW), and a new (lengthened-stroke) 1500 (75 bhp/56 kW). The cars were relatively high-geared to obtain reasonable fuel consumption figures, and came with four or five-speed gearboxes (a five-speed unit was standard on 1500, or there was a VW automatic on option for that model only). The complete range of 12 models inherited the best qualities on the 128 (which stays in production) but offered greater space, comfort, and quieter running.
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1978 Fiat Ritmo 65 CL
Italy

Fiat Ritmo 65 CL

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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Fiat 131 Supermirafiori
Italy

Fiat 131 Supermirafiori

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
 
Fiat chief Agnelli's press conference at the changed-date Turin Show (April, after several years with a November date) promised a new model introduction each year, and 1978 cerrtainly lived up to the promise with more than one new model and several revamped Fiats. Fiat's new model explosion started with face-lifted Mirafiori 131's (the range was first introduced at the end of 1974), featuring new grille, rectangular headlights, and a modified rear-end incorporating larger light clusters. Improved soundproofing was another feature of the new range with interior noise levels reduced. The top-of-the-range 131, the CL, had a redesigned facia and single-spoke steering wheel. A twin overhead camshaft saloon model was reintroduced with the Supermirafiori range, available (in some countries) as a 1300 TC (78 DIN bhp/58 kW) but had a hardly improved maximum torque output of 76 Ib ft (10.5 mkg/1 01 Nm) at 4000 rpm, and as a 1600 TC (96 bhp/72 kW, and 94 Ib ft/13 mkg/126 Nm at 3800 rpm). The 'twin-cam' range adhered to Fiat's cellebrated five-speed gearbox but the top ratio had been raised some 15 per cent to provide a form of 'overdrive', the 1300 TC having a 1000 rpm road speed of 18.86 mph (30.34 km/h), and the 1600 TC 19.85 mph (31.95 km/h) in fifth. With the sporting image of the models in mind, too much emphasis had been placed on economy at the expense of acceleration, which soured the new 1978 models somewhat.
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Fiat 131
Italy

Fiat 131/2000 and 132/2500

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
 
During 1977 the Fiat diesels were eagerly anticipated, the 131 featuring a two-litre c-i motor, extending to both saloon and wagon models, while the 132 had a 2.5-litre unit in the existing sedan. Uncharacteristically, Fiat had been a late-comer to the diesel fraternity, which by 1978 was experiencing an annual growth rate of 12-14% (figures taken from a quote made at the time by Fiat automobile chief N. Tufarelli), but SOFIM (joint diesel engine enterprise of Fiat, Saviem, and Alfa Romeo) had had an uphill struggle developing efficient oil engines. The 131 2.0 litre engine featured a cast four-cylinder block, parallel-valve head, and an overhead camshaft driven by a rubber cog-belt which also actuated the oil pump, rev-counter, brake servo pump, and power steering.

The motor was of classic dimensions with 'swirl' ante-chamber (Ricardo Comet VVpe), and the light-alloy head had a secondary synthetic cover to reduce noise and to afford protection to injectors and pipes. The engine was 'over-square' bore/stroke dimensions 88 x 82 mm, a compression ratio of 22: 1, and developed 60 bhp (45 kW) at 4400 rpm, with maximum torque of 83.14 Ib ft (11.5 mkg/ 12.7 Nm) at 2400 rpm. The 75 bhp 2500 unit developed 72 bhp (54 kW) at 4200 rpm, with maximum torque output of 108.45 bhp 15 mkg/145.43 N m) at identical rpm to the two-litre motor. Both models were good for better than 90 mph (145 km/h).
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Fiat 127 Sport
Italy

Fiat 131 Racing and 127 Sport

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
 
Profiting from its 1977 Rally Championship victory, the Fiat Company developed another range of sports cars, the first, a two-door version of the 131 sedan powered by the twin ohc two-litre (from the 132) motor, designated 'Racing' in Italy and some other countries. With 115 bhp (86 kW) and 123 Ib ft of torque (17 mkg/165 Nm) it was a lively model with a standing kilometre figure of 31 seconds, and a maximum of 112 mph (180 km/h) in fifth gear. The liveliness was undoubtedly assisted by the lower-than-usual gearing, fifth speed providing 19.94 mph (32.1 km/h) per 1000 rpm (some 14% lower than the 132). Styling changes included a spoiler, extended wheelarches, and round headlights in a honeyycomb-type grille. handling was much improved by the Pirelli P6 type option (185/60 HR 14).

Lower down the range, the 127 Sport (a relative of the Abarth A 112) was introduced with a dramatically uprated version of the Brazilian-made 1050 ohc engine (the Al12 Abarth had a pushrod ohv motor). The Sport motor had a notable 70 bhp (52.19 kW) maximum output, the basis of the engine being the five-bearing 'over-square' (76x57.8 mm) unit used in the improved 127 range, but with modified porting, higher-output camshaft etc. The Sport had an identical four-speed gearbox to the A 112 (still not the most positive gear-change in the world), but ratios were lower to supply brilliant acceleration and the ability for the engine to run within its higher-revving 'power band'. The Sport weighed 165 Ib (75 kg) more than the Abarth A 112, but top speed was similar (99 mph/160 km/h). Spoilers and an original paint-finish, plus improved accessories and seats (with integral head-restraints) were availlable on this model.
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1978 Ford Capri
UK

Ford Capri

  Also see: Ford Road Tests and Reviews
   
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1978 FSO Polonez
Poland

FSO Polonez

   
   
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1978 Innocenti 90L
UK

Innocenti 90L

  Also see: The History of Innocenti (USA Edition)
   
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1978 Innocenti 90L
UK

Innocenti 90L

  Also see: The History of Innocenti (USA Edition)
   
Lada Niva
Russian Federation

Lada Niva

  Also see: Lada Road Tests and Reviews
 
Lada, the Russian automobile giant, introduced the Niva, a neat four-wheel drive sedan with a central differential lock, and a three-door body with little overhang (12.20 ft/3.72 m) and a modest weight (2348 Ib/1065 kg). Powered by an identical ohc four-cylinder petrol engine to the Lada 1600 saloon, the Niva had 78 bhp (58 kW) on tap, and 90.37 Ib ft of torque (12.5 mkg/121.186 Nm) at 3400 rpm. The four wheel drive passed through a four-speed gearbox, plus a reduction gear which provided eight speeds. Suspension was by all-round coil springs, independent at the front by upper and lower wishbones, and by rear live axle. Ground clearance was a very useful 8.66 innches (22 cm). Niva's top road speed was more than 75 mph (120 km/h), it would climb a 58 per cent incline. It was also poorly built, and earned a gong on our Lemon List.
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1978 Lancia Beta Coupe
Italy

Lancia Beta Coupe

  Also see: Lancia Road Tests and Reviews
   
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1978 Lancia Beta HPE
Italy

Lancia Beta HPE

  Also see: Lancia Road Tests and Reviews
   
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1978 Lancia Beta Spider
Italy

Lancia Beta Spider

  Also see: Lancia Road Tests and Reviews
   
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1978 Lancia Scorpion
Italy

Lancia Scorpion

  Also see: Lancia Road Tests and Reviews
   
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1978 Leyland Marina 1300
UK

Leyland Marina 1300

  Also see: Leyland Road Tests and Reviews
   
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1978 Leyland Marina 2600
UK

Leyland Marina 2600

  Also see: Leyland Road Tests and Reviews
   
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1978 Lotus Eclat
UK

Lotus Eclat

  Also see: Lotus Road Tests and Reviews | Lotus Brochures
   
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1978 Lotus Esprit
UK

Lotus Esprit

  Also see: Lotus Road Tests and Reviews | Lotus Brochures
   
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1978 Lotus Esprit JPS
UK

Lotus Esprit JPS

  Also see: Lotus Road Tests and Reviews | Lotus Brochures
   
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1978 Maserati Khamsin
Italy

Maserati Khamsin

  Also see: Maserati Road Tests and Reviews
   
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1978 Maserati Kyalami
Italy

Maserati Kyalami

  Also see: Maserati Road Tests and Reviews
   
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1978 Mercedes-Benz 200d Sedan
Germany

Mercedes-Benz 200d Sedan

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1978 Mercedes-Benz 200d Sedan
Germany

Mercedes-Benz 200d Sedan

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1978 Mercedes-Benz 230-Series 230C
Germany

Mercedes-Benz 230-Series 230C

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1978 Mercedes-Benz 280-Series 280SE
Germany

Mercedes-Benz 280-Series 280SE

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1978 Mercedes-Benz 300D Sedan
Germany

Mercedes-Benz 300D Sedan

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1978 MG Midget
UK

MG Midget

  Also see: MG Road Tests and Reviews | MG Brochures
   
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1978 Mini 1275 GT
UK

Mini 1275 GT

  Also see: Mini Road Tests and Reviews
   
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1978 Mini Clubman
UK

Mini Clubman

  Also see: Mini Road Tests and Reviews
   
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1978 Mini Clubman
UK

Mini Clubman

  Also see: Mini Road Tests and Reviews
   
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1978 Monteverdi Palm Beach
Switzerland

Monteverdi Palm Beach

  Also see: Monteverdi Road Tests and Reviews
   
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1978 Monteverdi Sierra
Switzerland

Monteverdi Sierra

  Also see: Monteverdi Road Tests and Reviews
   
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1978 Monteverdi Sierra
Switzerland

Monteverdi Sierra

  Also see: Monteverdi Road Tests and Reviews
   
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1978 Opel Ascona 2 Door
UK

Opel Ascona 2 Door

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel City
UK

Opel City

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel City
UK

Opel City

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel K 180 Rallye
UK

Opel K 180 Rallye

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Kadett
UK

Opel Kadett

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Kadett
UK

Opel Kadett

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Kadett Aero Cabrio
UK

Opel Kadett Aero Cabrio

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Kadett City
UK

Opel Kadett City

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Kadett GTE
UK

Opel Kadett GTE

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Kadett GTE
UK

Opel Kadett GTE

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Kadett Rallye
UK

Opel Kadett Rallye

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Manta
UK

Opel Manta

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Manta
UK

Opel Manta

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Manta 2 Door
UK

Opel Manta 2 Door

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Manta GTE
UK

Opel Manta GTE

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Monza
UK

Opel Monza

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Monza
UK

Opel Monza

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Monza S
UK

Opel Monza S

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Monza SE
UK

Opel Monza SE

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Rallye
UK

Opel Rallye

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Rekord 4 Door
UK

Opel Rekord 4 Door

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel Rekord Caravan Wagon
UK

Opel Rekord Caravan Wagon

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Opel  Senator
UK

Opel Senator

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1978 Panther DeVille
UK

Panther DeVille

  Also see: Panther-Westwinds Road Tests and Reviews
   
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1978 Peugeot 104 GL
France

Peugeot 104 GL

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1978 Peugeot 304 SL
France

Peugeot 304 SL

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1978 Peugeot 305 SR
France

Peugeot 305 SR

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1978 Peugeot 305 SR
France

Peugeot 305 SR

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1978 Peugeot 504 GL
France

Peugeot 504 GL

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1978 Peugeot 604
France

Peugeot 604

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1978 Peugeot 604 SL
France

Peugeot 604 SL

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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Porsche 924 Turbo
Germany

Porsche 924 Turbo

  Also see: Porsche Road Tests and Reviews | Porsche Brochures
 
Thanks to a turbocharger, and effective changes to the transmission, the suspension and brake gear, the modified 1978 924 offered out-and-out sporting performance and handling. Although revs were limited to 5500 rpm (-300), the four cylinders developed 170 DIN bhp (125.03 kW) - 45 more horses - with maximum torque of 180 Ib ft (25 mkg/245.16 Nm) at 3500 rpm. The Turbo top speed was 140 mph (225 km/h), and 0-62 mph (0-100 km/h) was achieved in 7.8 seconds. Final drive gearing had been raised; and the five-speed box altered acccordingly; a supplementary oil-cooler was fitted, stronger shock absorbers, and ventilated disc brakes front and rear, with floating calipers as on the 928. Externally, the 924 Turbo differed from the standard model in being equipped with new wheels, front air intakes, and rubber spoiler across the rear.
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Renault 4
France

Renault 4 GTL

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
The nationalised French manufacturer had models ranging from its '4' to '30', virtually something for every type of customer. The first of the new models introduced in 1978. was the 4 GTL. With 'large' 1100 cc engine and higher-gearing (by 33 per cent), the 4 GTL proved that a good performance (76 mph/122 km/h) could go hand-in-hand with a low fuel consumption (50.44 mpg/5.6 lit/100 km).
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Renault 5
France

Renault 5 Automatic

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
One of the smallest 1978 model cars to adopt fully-automatic transmission was the Renault 5, the 1300 cc 55 bhp (41 kW) engine performing well with the torque-converter and electronic control, having a maximum speed of around 87 mph (140 km/h), and reasonable fuel consumption.
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Renault 14
France

Renault 14

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
The Renault 14 did not start well as far as sales were concerned, so Renault extended the range of the rather unconventional looking car. The TL became the basic model, but the GTL, and the high-performance TS equipped with a twin-choke carburetter (69 bhp/51.45 kW-96 mph/155 km/h) were to spearhead showroom sales. The TS was equipped as standard with a higher comfort level, including front electric windows, bucket front seats, electromagnetic central locking to all doors, rev-counter and clock.
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Renault 18
France

Renault 18

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
Renault's long-rumoured 18 'notchback' four-door finally appeared in spring 1978, and was ultimately to be the 12 replacement. Although pioneers of the hatchback, Renault eschewed the 'two-box' body for their new sedan, and adopted a 'three-box' of very attractive lines. The 18 was a little longer than the 12 (14.33 ft/4.37 m) but substantially wider (5.413 ft/l.65 m), features generous interior space, and a large luggage boot (13.76 cu ft/390 litres). Apart from complying with the 1978 safety requirements, the 18's running gear was virtually identical with the 12. The 8 ft wheellbase (2.44 m) was identical, as was the coil-spring suspension, independent at the front, 'dead' axle at the rear. The rack and pinion steering and servo-assisted disc/drum brakes were also from the Renault 12. Engines, both longitudinally-mounted, ahead of the front suspension, were offered in two types: a 1400 (in effect the 5 Alpine motor but without the Volvo 343 'hemi-head'), developing 64 DIN bhp (48 kW) with maximum torque output of 74.46 Ib ft (10.3 mkg/99.85 Nm), and a 1650 derived from the 16 TX and 20 TL, developing 79 DIN bhp (59 kW), with maximum torque of 88.92 Ib ft (12.3 mkg/119.24 Nm) at 3000 rpm. The 18 was of course front-driven in the Renault manner, the 1400 having a four-speed manual gearbox, the 1600 a (more economical) five-speed unit, or automatic on option. The range comprised six models, from the basic TL to the GTS, and including the GTL 1400, the TS 1650, and the 1650 automatics. Roadholding must be rated as average, but comfort was exceptional throughout the range, which was expanded the following year by the addition of wagon/estate and coupe models.
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Renault 30 TX
France

Renault 30 TX

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
Following a similar course to Peugeot with their 'co-op' V6-engined 604 TI, Renault introduced an injected version of their 30 hatchback. Designated TX, the 1978 variation had Bosche K-Jetronic injection and the 2664 cc unit was boosted to 142 DIN bhp (105.88 kW), a plus of 14 bhp (10.43 kW) over the carburetter engine. Maximum torque was 161.22 Ib ft (22.3 mkg/216.19 Nm) at 3000 rpm, a gain of 15.181b ft (2.1 mkg/20.35 Nm). There was the choice of a five-speed manual, of three-speed automatic transmission, the latter being an option. The TX had improved acceleration, and the interior was more luxurious with velour trim, rear compartment heating, leather-covered steering wheel, and electro-magnetic central door-locking (including hatch). Light-alloy road wheels were standard, and Michelin TRX tyres are optional equipment.
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Renault R5 Turbo
France

Renault R5 Turbo Prototype

  Also see: Renault Road Tests and Reviews | Renault Brochures
 
A complete surprise at the 1978 Paris Motor Show was Renaults prototype competition model, the R5 Turbo. Built by Heuliez and designed with the collaboration of Bertone, the R5 Turbo retained a passing resemblance to a road-going R5, but had the bulges and slots required of 125 mph (200 km/h) sporting cars - and a centrally-mounted 200 bhp-plus (149 kW-plus) engine which drove the rear wheels. The mid-motor was a turbocharged 1397cc four-cylinder unit.
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Rover 2300
UK

Rover 2300/2600

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
Rover added 2.3 and 2.6-litre six-cylinder verrsions of the SDI five-door saloon to their range at the end of 1977, and introduced a new (cog belt drive) overhead camshaft 'dual-capacity' motor in so doing. With cast iron block, aluminium head, four-bearing crankshaft, and inclined valves, the then new "basic" engine featured 81 mm cylinder bores, the capacity changes being rung by use of either 76 mm stroke (2350 cc) or 84 mm stroke (2597 cc). These engines used a common compression ratio of 9.25: 1, carburation being by the familiar SU constant-vacuum instruments. Respective maximum power outputs were 125 bhp DIN (93.21 kW) and 138 bhp DIN (102.90 kW), with maximum torque at 133.75 Ib ft (18.5 mkgj179.35 Nm) and 151.83 Ib ft (21 mkg/203.60 Nm) developed at 4000 rpm in each case. The 2300/2600 Rover models shared most of their technical specifications with the 3500 V8, brakes and steering being identiical, but the 2300 did not have self-levelling rear suspension. All models had the choice of five-speed manual or three-speed automatic transmissions, with high top gearing. Maximum speeds of the six-cylinder cars (112 mph/ 180/km/h and 118 mph/190 km/h) were marrginally less than the eight-cylinder model, but acceleration was, not unnaturally, somewhat inferior.
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1978 Saab 95 Estate
Sweden

Saab 95 Estate

  Also see: Saab Road Tests and Reviews
   
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1978 Saab 96
Sweden

Saab 96

  Also see: Saab Road Tests and Reviews
   
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1978 Saab 96 GL
Sweden

Saab 96 GL

  Also see: Saab Road Tests and Reviews
   
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1978 Saab 99 Turbo
Sweden

Saab 99 Turbo

  Also see: Saab Road Tests and Reviews
   
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Saab 900
Sweden

Saab 900

  Also see: Saab Road Tests and Reviews
 
By enlarging and refining the 11-year-old 99 model, the Swedish Saab evolved the 900, a good-looking car with many desirable attributes, and excellent equipment. There had been few technical changes over the preceding years, but the wheelbase was increased 1.96 in (5 cm). and the bodywork lengthened 1.86 in (4.74 cm). Without a change in basic shape, there was a larger, deeper windscreen, new grille(s), and air-dams and rear spoilers on all models. Interior changes included a redesigned and attractive dashboard, improved heating/ventilation (with filtered air and replaceable filters), and a new steering wheel boss which could acccept a safety air bag. The engine range retained the familiar two-litre four-cylinder ohc unit, comprising 108 DIN bhp (79.04 kW) with twin carburetters, 118 bhp (87.99 kW) injection, and 145 bhp (108.12 kW) with turbocharger.
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1978 Seat 1200 Coupe
Spain

Seat 1200 Coupe

  Also see: Saab Road Tests and Reviews
   
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1978 Seat 1200 Coupe
Spain

Seat 1200 Coupe

  Also see: Saab Road Tests and Reviews
   
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Simca Horizon SX
France

Simca Horizon SX

  Also see: Simca Road Tests and Reviews
 
Introduced in early 1978 and enthusiastically received by the motoring press, the Simca Horizon hatchback proved a worthy successor to the '1100' from the same company. Top-of-the-range model, the SX, introduced later in 1978, inherited the 1442 cc 83 DIN (61.98 kW) engine from the 1308 GT, providing good performance with the three-speed Chrysler automatic transmission which was standard fitting. The Horizon SX was also equipped with 155 SR13 tyres, cruise control, and a Trip Computer, fascia-mounted, which displayed a digital read-out of time of day, average speed, time elapsed since start of trip, distance covered, fuel consumption, etc., in metric or Imperial at the flick of a switch. Remember, this was 1978!
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Simca 1309 SX
France

Simca 1309 SX

  Also see: Simca Road Tests and Reviews
 
The 1978 version of the 1307/8 range (assembled in the UK as the Alpine) had a larger engine, developed from the existing 1309, increased in capacity from 1442 to 1592 cc by enlargement of the cylinder bores from 76.7 to 80.6 mm, making the motor 'over-square'. Maximum power was increased only 3 bhp/2.23 kW but torque improvement was significant with 99.05 Ib ft 3.7 mkg/132.82 Nm) at 3000 rpm. As standard, the engine was coupled to a Chrysler transverrse automatic transmission, and power steerring was also normal equipment. The latter helped cancel out the 1308's major defect, the lock-to-Iock perrformance now being 2.8 turns (15.67: 1) compared to the manual steering's four turns. Like the Horizon SX, cruise control was also standard equipment.
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Sunbeam TI
UK

Sunbeam TI

  Also see: Sunbeam Road Tests and Reviews
 
Chrysler-UK's 424 project appeared late due to industrial problems at the Scottish factory (which was not uncommon in the British automobile industry in the 1970's). The TI was mainly derived from the Avenger, (front engine, rear drive, live axle), the Sunbeam had a three-door hatchback body similar in outline to the five-door Horizon. The TI version which made its debut at the 1978 Paris Show was powered by a 1.6-litre (pushrod ohv) Avenger-based engine with maximum output boosted to 100 bhp DIN (74.57 kW) from 70 bhp (52.19 kW) due to twin-choke carburetters and other modifications. With front air-dam, rear spoiler and, 175/70-13 tyres, the TI was good for about 108mph (174 km/h).
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1978 Triumph Chicane
UK

Triumph Chicane

  Also see: Triumph Road Tests and Reviews
   
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1978 Vauxhall Carlton
UK

Vauxhall Carlton

  Also see: Vauxhall Road Tests and Reviews
 
The first Vauxhall Carlton was introduced in late 1978 as a replacement for the ageing VX1800/VX2000 saloons. Based on the Opel Rekord, but with Vauxhall's typical "droop snoot" front end that featured no traditional grille, it was a traditional large saloon or estate with rear-wheel drive and a spacious, comfortable interior and was available in "L" trim only. Power came from a 2.0 litre carburettor petrol engine which gave reasonable performance, refinement and economy. There were some impressive options available, including central door locking, alloy wheels and electric windows, which in the late 1970s were relatively plush equipment on mainstream cars.
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Volkswagen Golf GTI
Germany

Volkswagen Golf GTI

  Also see: Volkswagen Road Tests and Reviews
 
A landmark car on every level, the 1970s Golf GTi turned the concept of the hot hatch into a cultural icon, as well as giving the term 'GTi' mythic status. Like the 205 GTi, it is still an outstanding drivers' car today.
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1978 Vauxhall Magnum 2300 2 Door
UK

Vauxhall Magnum 2300 2 Door

  Also see: Vauxhall Road Tests and Reviews
   
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1978 Volkswagen Dasher
Germany

Volkswagen Dasher

  Also see: Volkswagen Road Tests and Reviews
   
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1978 Volkswagen Dasher
Germany

Volkswagen Dasher

  Also see: Volkswagen Road Tests and Reviews
   
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1978 Volkswagen Derby
Germany

Volkswagen Derby

  Also see: Volkswagen Road Tests and Reviews
   
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1978 Volkswagen Rabbit
Germany

Volkswagen Rabbit

  Also see: Volkswagen Road Tests and Reviews
   
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1978 Volkswagen Rabbit
Germany

Volkswagen Rabbit

  Also see: Volkswagen Road Tests and Reviews
   
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1978 Volkswagen Scirocco
Germany

Volkswagen Scirocco

  Also see: Volkswagen Road Tests and Reviews
   
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1978 Volkswagen Variant
Germany

Volkswagen Variant

  Also see: Volkswagen Road Tests and Reviews
   
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