British and European Car Spotters Guide - 1982

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1982 British and European Car Spotters Guide


1982 is remembered in automotive terms for the energy crisis, and the seeming irrationality of their effect on events had a bearing on the development of the industry. Despite a climate of uncertainty, the automobile industry was showing considerable vitality, as evidenced by the rapid evolution of its products, which were becoming better adapted to the physical and economic environment - lighter, more aerodynamic, and most importantly, more fuel efficient.

Changes were most evident in North America, where the unfortunate manufacturers, having completed the change to front-wheel drive, smaller cars, and diesel engines, were finding public taste reverting to large, powerful cars.  Europe, caught in the vise between America and Japan, had also reacted, and the battle between the constructors led to the appearance of cars which were truly landmarks. The Sierra marked a radical change in philosophy from Ford, now firmly turned towards the technology and shapes of the future.

The Opel Corsa was a new stage in the development of GM in Europe, attacking the already crowded small front-wheel drive car market with a new and highly productive manufacturing facility. The Citroen BX was evidence of the new policy of commonality of components within the PSA group. The Audi 100 and the Volvo 760 showed, as did Mercedes and BM W, that there was a place for big cars - and a profitable place. The Mitsubishi Starion was an example of just how much of a part electronics could play in the modern motor car.

All of these cars were landmarks in their own right from a technical standpoint, but they were also important from a political point of view, showing the industry's efforts in its fight for survival. In the midst of all the changes and regroupings among the major manufacturers, it was surprising the way in which small tuners thrived, producing a profusion of specialist cars of high quality and technological ingenuity. Alpina and Hartge, to name only two of the German names, showed that in the midst of the crisis there was a market for dreams and for performance in every sense of the word.

At the same time, manufacturers both large and small were putting an emphasis on performance cars as their top-of-the-line image-building models. The lesson was there for all to see - the search for performance would lead to improvements in every aspect of the car's operation and was a valid path to follow in the search for more economical cars.

Also see: 1982 Japanese Car Spotters Guide | 1982 USA Car Spotters Guide
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1982 Alfa Romeo 2000 Super
Italy

Alfa Romeo 2000 Super

  Also see: Alfa Romeo Road Tests and Reviews
   
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1982 Alfa Romeo Alfasud
Italy

Alfa Romeo Alfasud

  Also see: Alfa Romeo Road Tests and Reviews
   
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1982 Alfa Romeo Giulietta
Italy

Alfa Romeo Giulietta

  Also see: Alfa Romeo Road Tests and Reviews
   
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1982 Aston Martin Lagonda
UK

Aston Martin Lagonda

  Also see: Aston Martin Road Tests and Reviews
   
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1982 Aston Martin Lagonda
UK

Aston Martin Lagonda

  Also see: Aston Martin Road Tests and Reviews
   
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Audi 100 C3
Germany

Audi 100 C3

  Also see: Audi Road Tests and Reviews | Audi Brochures
 
The four-door Audi 100 had bodywork that was a logical development of the Audi 2000 prototype and used the experience gained to achieve a then world record low drag factor of 0.30 for the three-box sedan. The main features of the car were its cleanness and purity of line, a forward facing surface with no openings, and - for the first time - side windows completely flush with the body sides. The curved windows were mounted on the outside of the window-frame and locating pins fixed to the glass slide in channels in the frame when the window was raised and lowered. The result was that there was hardly any visible break in line of the glass along the sides of the car.

The improvements in terms of aerodynamics and noise were obvious. Wider (71.25 inches) and taller (1.42 innches) than its predecessor, the new 100 was particularly long; at 188.6 inches it was 4.3 inches longer than the old car, with a consequent beneficial effect on interior space and a boot with a capacity of 20.1 cu ft. No detail had been spared as far as comfort was concerned, with a heating and ventilation system that enabled the interior to be cooled in summer even while at rest. There was even a double seal at the bottom of the doors to keep the sills clean. Another triumph of the engineers at Inngolstadt was the lightness of the body for its size class.

The basic model weighed some 2381 Ibs ready for the road, 66 Ibs lighter than the previous 1600-cc-engined version of the old 100. The weight loss was actually nearer 110 Ibs, because fuel tank capacity had gone up from 60 to 80 litres, an increase of 4.4 Imp. gallons (5.3 US). Three petrol and one diesel engine options were offered, starting with a base 1800-cc unit, which replaced the 1600 of the previous model and was 7 percent lighter. Giving 55 kW (75 hp), it lost some 10 hp in the transformation process but had a maximum torque which, at 138 Nm (101.7 Ib.ft.), was 12 percent better and delivered at 2500 rpm, 700 rpm earlier than before. Next was the "little" 1.9-litre five-cylinder developing 74 kW (100 hp).

Fitted with a twin-choke Keihin carburettor, it had a device which cut off the fuel flow when the throttle was closed. Top of the petrol range was the 2.2-litre injection unit, with power output unchanged at 100 kW (136 hp) and with an electronic idling-speed control now fitted. Finally, there was no modification to the five-cylinder 2-litre Diesel, which produced 52 kW (70 hp). Transmission was through a four-speed plus "E" manual box (the fifth, E, ratio was not available with the 1800 engine or a three-speed automatic. A common feature of all models was a higher final drive ratio giving an easy cruising gait (46.1 km/h, 28.6 mph, per 100 revs in top for the 1800, for example).

Optional on the Diesel was a three-speed automatic box, which had a freewheel feature to disengage the drive on the overrun. The suspension had been improved at the rear, and the previous disc front/drum rear gave  way to an all-disc arrangement with ventilated front discs on the 2.2-litre injection model. All the five-cylinder models were fitted with an engine-mounted hydraulic pump which feed the power-assisted steering and braking systems as well as the optional self-levelling rear suspension. The influence of the minimal drag factor was clearly evident in the performance figures.

The 1800, despite being 10 hp down on the old 1600, was 5 km/h (3 mph) faster, and the 2200 injection model, with a top speed of 200 km/h (124 mph) was 10 km/h (6 mph) faster than its predecessor and almost matched the speed of the Audi 200 Turbo. The higher final drive ratio imposed a penalty in terms of acceleration times however; 0 to 100 km/h (62 mph) times were about a second slower in general.

The most spectacular profits from the streamlining were seen in the consumption figures, with constant  55 mph results varying between 56.5 miles per Imp. gallon (47 US) and 47 (39 US) depending on the engine equipment required by local regulations. As Ferdinand Piech, in charge of the car's design, pointed out in 1982: "At 130 km/h (80 mph), all our models are around the 35 mpg (29 US) range; combined with the new large tank, that gives the cars a range of 1000 km (620 miles)."
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1982 Audi 4000 Diesel
Germany

Audi 4000 Diesel

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1982 Audi 4000 S 4E
Germany

Audi 4000 S 4E

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1982 Audi 5000
Germany

Audi 5000

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1982 Audi 5000
Germany

Audi 5000

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1982 Audi Coupe
Germany

Audi Coupe

  Also see: Audi Road Tests and Reviews | Audi Brochures
   
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1982 Austin Ambassador
UK

Austin Ambassador

  Also see: Austin Road Tests and Reviews
   
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1982 Austin Ambassador Vandan Plas
UK

Austin Ambassador Vandan Plas

  Also see: Austin Road Tests and Reviews
   
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1982 Austin Metro
UK

Austin Metro

  Also see: Austin Road Tests and Reviews
   
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No Image
UK

Bentley Mulsanne Turbo

  Also see: Bentley Road Tests and Reviews
 
The passage of time had gradually eroded the status of the Bentley from that of "the silent sports car" to that of an up-market, badge-engineered, Rolls-Royce - though it was none the less desirable for that. In 1982 the company decided to go back to its roots with a high performance model of its standard product, a project which had been under development since 1974. By 1977 it was decided that the extra performance of the sporting version should come by means of turbocharging the standard 6750cc V8 engine, whose light alloy construction, overhead camshafts (one per bank), and hydraulic tappets made it an ideal base for a more powerful variant. Compression ratio was dropped from 9 to 8:1 and a Garrett turbocharger with a wastegate was selected as best suited to the task.

Its manner of feeding the air to the carburettor was unusual, with the carrburettor being contained in a sealed chamber pressurized by the turbocharger. The carburettor was a four-barrel Solex similar to that fitted to the Rolls-Royce Camargue and Corniche. Another modification to the basic engine was the adoption of electronic ignition with an anti-knock sensor. Following their tradition, Rolls-Royce Motors did not divulge a power output for the engine, but admitted to a 50 percent increase over the standard item, with a corresponding improvement in torque. A number of refinements were made to the chassis and running gear to suit them for the higher performance, including a longer final-drive ratio.

Visually, the car was recognizable only by the "Turbo" badges on the sides and boot-lid and the fact that the radiator shell was painted, rather than plated. Transmission was through a GM Hydramatic three-speed automatic gearbox, and performance was exceptional for a car which weighed 5004 Ibs ready for the road. Zero to 60 mph took just 8 seconds, and top speed was 217 km/h (135 mph), at which point an engine speed limiter stepped in to prevent the car's progress becoming too unseemly. From these figures we will make an educated guess at the engine producing something like 340 to 350 hp with around 600 Nm (430 Ib-ft) of torque. Manufacturer's consumption figures were 20.9 mpg (17.4 US).
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1982 Bentley Mulsanne Turbo
UK

Bentley Mulsanne Turbo

  Also see: Bentley Road Tests and Reviews
   
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1982 BMW 5-Series 518
Germany

BMW 5-Series 518

  Also see: BMW Road Tests and Reviews | BMW Brochures
   
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1982 BMW 5-Series 520 Executive
Germany

BMW 5-Series 520 Executive

  Also see: BMW Road Tests and Reviews | BMW Brochures
   
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1982 BMW 5-Series 528i Executive
Germany

BMW 5-Series 528i Executive

  Also see: BMW Road Tests and Reviews | BMW Brochures
   
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1982 Bristol 412 S3
UK

Bristol 412 S3

  Also see: Bristol Road Tests and Reviews
   
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1982 Citroen 2CV
France

Citroen 2CV

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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Ford Citroen BX
France

Citroen BX

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
 
The Citroen BX is important to remember as being the very first new car from the PSA group. It showed a sense of co-operation between Peugeot and Citroen without losing the individuality of the Citroen marque. The basic floorpan of the BX served as a foundation for other cars from the group, and had a 104.5-inch wheelbase and the well known hydropneumatic suspension system. The front suspension arrangement was a breakthrough for Citroen, who adopted the MacPherson strut system to hydropneumatic operation, locating the wheels with transverse arms and utilizing an anti-roll bar. At the rear, the trailing arm layout was similar to that used in the Peugeot 305 estate car, with the spring/damper units mounted horizonntally alongside the suspension arms and operating through bell-cranks; in the BX, the mechanical suspension components were replaced by hydropneumatic units.

A great effort had been made to limit body weight and the number of pressings in the body had been drastically reduced - there were 334, compared with 531 for the GSA, and the number of welds had been correspondingly reduced, with 2676 as against 5024. For the first time, body panels in composite polyester/glassfibre had been used. Areas affected were the bonnet and the rear hatchback, which had the window cemented in place. The result of this work was a five door saloon, 166.5 inches long (1.18 inches longer than the GSA), weighing between 1951 and 2094 Ibs, 77 Ibs less than the GSA. The BX was based on a Bertone design study and showed some resemblance to that company's Tundra prototype from the pencil of Maurice Deschamps. It was a hatchback of rather heavy lines, and its drag factor was greater than the 0.32 of the GSA X3, beeing 0.335 for the small-engined BX 14 and 0.341 for the BX 16.

Engine mounting was transverse, and alternatives were offered; the four-cylinder used in the Peugeot 104 and Citroen Visa, which had the gearbox mounted underrneath, and a new PSA-developed four, which had appeared in a Diesel version in the Peugeot 305 and Talbot Horizon and which had the gearbox mounted on its end, Giacosa-style. The basic BX 14 model had the 1360-cc engine in two states of tune, offering 45 kW (62 hp) at 5500 rpm with 108 Nm (79.6 Ib-ft) torque at 2500 rpm or 52 kW (72 hp) at 5750 rpm with a similar torque figure coming at 3000 rpm. The lower powered version had a four-speed gearrbox, while five speeds were standard with the uprated engine. The BX 16's all-alloy four had an overhead cam driven by a toothed belt and a capaciity of 1580 cc (83 x 73 mm). Compression was 9.5:1 and there was a twin-choke carrburettor and electronic ignition. Power was 65 kW (90 hp) at 6000 rpm with 127 Nm (93.6 Ib-ft) of torque at 3500 rpm, and drive was through a five-speed manual box from the PSA components pool.

Rack and pinion steering was fitted, with 3-3/4 turns of the wheel taking the car from lock to lock. The turning circle between walls was 35 ft 9 inches. Braking was by discs all round, with a high pressure servo and a built-in compensator to split the braking effort between front and rear. Tyre equipment was 145 R 14 on the BX 14, but the top-of-the-Iine BX 16 was equipped with 170/65 R 365 TRX-AS Michelins. The BX offered a roomy passenger compartment, with interior width at elbow level beeing 55.1 inches. Usable length of the interior was 67.3 inches. Comparable figures for the GSA were 52.75 and 62.6 inches. A full five-seater, the car had a hatchback which opened right down to the rear bumper to reveal a load-space of no less than 31.78 cu ft, if the rear seat backs were folded down.

Top speed figures for the three models were 155, 163 and 173 km/h (96.3, 101.3, and 107.5 mph) respectively, and the corresponding 0 to 100 km/h (62 mph) times were 15.6, 13.5 and 11.5 sec; average fuel consumption is announced as 40.9 (34.08 US), 40.4 (33.6 US), and 38.7 (32.2 US) mpg. The interior was typical Citroen, with a futuristic control binnacle and fascia. There were three trim levels, and even the basic model featured such equipment as a laminated screen, a single, wide-arc wiper with three speeds, rear-window demisting, quartz-halogen headlamps, rear fog and reversing lamps, .and remote-control exterior mirrors. The higher trim levels were the Rand TR, the latter only being available with the larger engine and including head restraints, electric window-lifts, and central locking.
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1982 Citroen Dyane
France

Citroen Dyane

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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1982 Citroen Mehari
France

Citroen Mehari

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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1982 Citroen Mehari
France

Citroen Mehari

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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1982 Citroen Visa
France

Citroen Visa

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
   
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Ford Citroen Visa Chrono
France

Citroen Visa Chrono

  Also see: Citroen Road Tests and Reviews | Citroen Brochures
 
To lift their brand image, Citroen introduced a whole series of limited-production high-performance models in addition to its special Group B competition cars. The Chrono used a version of the 1360-cc Peugeot 104 ZS.2 engine, with a 10.2:1 compression ratio, special camshaft and valves, ignition, and two twin 35-mm choke Weber carburetters. These modifications gave 67 kW (93 hp) at 5800 rpm, an output of more than 68 hp/litre, and a torque figure of 122 Nm (90 Ib-ft) at 4500 rpm. The ratios of the five-speed gearbox were unchanged, but a stronger clutch material was used.

Similarly, although the brakes were unmodified, they were fitted with harder pads for the front disc brakes. Suspension was harder than in the standard Super X, with shorter springs, a reinforced anti-roll bar at the rear, and modified dampers. The final touch in the modified running gear was the fitting of 175/70 HR 13 Michelin XVS tyres on light alloy rims. Externally, the Chrono was distinguished by an eye-catching colour scheme, extended wheelarches, a spoiler combined with the front bumper, and a large rear spoiler. Inside, the futuristic fascia of the standard Visa had been replaced by a more traditional layout with round-dialled instruments giving a read-out of all major functions.

The steering wheel was a three-spoked, leather-rimmed sports model but the actual mechanism was unchanged. The sporting theme was continued in the seats, which were true buckets. Weighing 1874 Ibs in running order, the Chrono had very acceptable performance: top speed of 173 km/h (107.5 mph), 0 to 100 km/h (62 mph) in 10.2 sec, 32.5 sec for the standing start kilometre, and a fuel consumption, running at a steady 90 km/h (55 mph) of only 46.3 mpg (Imp.) or 38.5 miles per US gallon.
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1982 Ferrari 308 GTSi
Italy

Ferrari 308 GTSi

  Also see: Ferrari Road Tests and Reviews
   
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1982 Ferrari 400 I
Italy

Ferrari 400 I

  Also see: Ferrari Road Tests and Reviews
   
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1982 Ferrari Mondial 8
Italy

Ferrari Mondial 8

  Also see: Ferrari Road Tests and Reviews
   
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1982 Ferrari Mondial 8
Italy

Ferrari Mondial 8

  Also see: Ferrari Road Tests and Reviews
   
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1982 Fiat Argenta
Italy

Fiat Argenta

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1982 Fiat Argenta 2000 i Berlina
Italy

Fiat Argenta 2000 i Berlina

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1982 Fiat Argenta Diesel 2500
Italy

Fiat Argenta Diesel 2500

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1982 Fiat Ritmo Bertone Spider
Italy

Fiat Ritmo Bertone Spider

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1982 Fiat Ritmo Cabriolet By Bertone
Italy

Fiat Ritmo Cabriolet By Bertone

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1982 Fiat Strada Abarth 130TC
Italy

Fiat Strada Abarth 130TC

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1982 Fiat X19
Italy

Fiat X19

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
   
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1982 Ford Capri
UK

Ford Capri

  Also see: Ford Road Tests and Reviews
   
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1982 Ford Cortina
UK

Ford Cortina

  Also see: Ford Road Tests and Reviews
   
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1982 Ford Cortina Estate
UK

Ford Cortina Estate

  Also see: Ford Road Tests and Reviews
   
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Ford Escort RS 1600i
UK

Ford Escort RS 1600i

   
 
The concept of the RS 1600i Escort was defined in the prototype shown in 1980 at Frankfurt, and the definitive version of the car has was produced in the number of 5000 necessary for homologation in Group A during 1982. The car used the two-door XR3 bodyshell, and engine capacity stayed at 1600 cc, but there were a number of important modifications, starting with the use of Bosch K-Jetronic injection, of the type which cut off the fuel automatically on the overrun, mounted on a very long inlet tract. The CVH-type cylinder head had been modified in the inlet area, and the self-adjustment feature of the hydraulic tapppets had been eliminated.

Compression ratio rose from 9.5 to 9.8: 1 , and there was a special camshaft. With AFT electronic ignition, the engine's power output rose from 71 kW (96 hp) at 6000 rpm to 87 kW (115 hp) at 5750 rpm. Torque output also rose, from 132 Nm (97 Ib-ft) at 4000 rpm to 145 Nm (106 Ib-ft) at 4500 rpm. Tuning to competitive Group A levels lifted output to between 155 and 160 hp. The front-wheel drive transmission was also modified by comparison with that of the XR3, with a lower fifth gear (0.88 against 0.76) which gave top speed in top gear. Steering and brakes (disc front and drum rear) were unchanged, both the suspension had undergone a number of modifications at the front. MacPherson struts were still used, but installation of a lower cross-member in light alloy had permitted a new mounting for the anti-roll bar and the fittting of reinforcing arms.

The new suspennsion layout lowered the car by 0.78 inches. Special Koni shock absorbers were used, and tyre equipment was 195/50 Phoenix ultra-Iow profiles fitted on 16-inch light alloy rims. Visible differences between the new car and the XR3 were additional long-range lamps, a larger front spoiler, and a bigger rear wing, which helped the car achieve a top speed approaching 125 mph. The standing-start kilometre was covered in 30.5 sec, and 0 to 100 km/h (62 mph) time was 9.6 sec. Ready to run, the 1600i weighed 1995 Ibs, 22 Ibs more than the XR3.
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Ford Sierra
UK

Ford Sierra

   
 
One of the most important events for the European automobile industry in 1982 was, without doubt, the announcement of the Sierra, the car that replaced Ford's best-selling Cortina/Taunus model. The change of name was a sign of a new philosophy. With this car, Ford moved from a car based on cost-effectiveness to one based on technology. As evidence of this new direction, and not without internal conflict, Ford had given the new car a most original style. Gone were the straight lines and angles of the Cortina, to be replaced by curving shapes that pointed the way towards the aerodynamic models of tomorrow. The resulting 2-1/2 box shape was reminiscent of the concept pioneered by the Escort, but with more flowing lines. It has a Cd of 0.34, which fell to 0.32 for the high-performance XR4 model with its smoothed-out wheel-arches and biplane wing, first seen on the Probe III, a car that was a styling exercise to investigate details for the Sierra.

The Sierra retained a front-engine/rear-drive layout because it was felt that the gains in interior space front-wheel drive offered were not sufficiently important in a car of this size. There were no less than eight engine options, starting with the old four-cylinder OHC units from the Cortina. The 1.3-litre produced 44 kW (60 hp) - although emisssion restrictions lowered this in certain markets - and the 1.6 version 55 kW (75 hp), an increase of 2 hp. The 1.6 was also available in an Economy version which had a higher compression ratio (9.2: 1) and electronic ignition control based on a map of 576 points. All the four-cylinder engines benefited from detail improvements such as pistons designed for lower friction and a free-flow exhaust system. In the 2-litre capacity class, there was a choice of engines: the four-cylinder power output went up to 77 kW (105 hp), an increase of 4 hp, but the V6' s output stayed the same at 66 kW (90 hp).

Cast-iron, pushrod OHV engines, the V6 series also included a 2.3-litre version producing 84 kW (114 hp), and a 2.8-litre injection model with a power output of 110 kW (150 hp), which was also used in the top-of-the-line XR4 launched in 1983. Also available was a 2.3-litre Peugeot-built Diesel, which delivered 49 kW (67 hp) in normally aspirated form; Ford considered that the aerodynamic effiiciency of the Sierra rendered a turbo version unnecessary. Gearboxes had either four or five speeds depending on the power unit and degree of refinement, although a five-speed box was standard on the Diesel and XR4 versions. The car's slippery shape enabled a tall final-drive ratio to be used, and mph per 1000 revs figures ranged from 18.6 for the 1600 to 26.2 for the 2.3-litre with five-speed box. The C3 Ford 3-speed automatic transmission was also available.

The rigid rear axle had had its day at Ford, at least for rear-drive cars, and the Sierra had four-wheel independent suspension by means of MacPherson struts, coil springs and an anti-roll bar at the front, and semi-trailing arms, coil springs and separately mounted dampers at the rear. The braking system was the conventional disc front/drum rear set-up, with size increasing in line with engine power. Ventilated discs were standard on the 2-litre and larger models. The rack and pinion steering had optional power assistance which came with a more direct ratio. Tyre size ranged from 165 SR 13 to 195/60 VR 14 on the XR4. Slightly longer than the Cortina at 173 innches, the Sierra was available as a four-door hatchback or as a fully fledged station wagon measuring 176.8 inches overall.

The XR4 was the only two-door model in the range. Elbow-room was generous, but the boot-space was a little low at 12.5 cu ft. It could be enlarged, however, by folding down the back of the rear seat, which was split unequally for this purpose. Ford offered its usual wide spread of trim and equipment options for the Sierra, most engine sizes being available in basic, L, GL, and Ghia versions. This latter offered almost everything that could be desired: fog and spot lamps, a front spoiler, tinted windows with electric operation, sunroof, height-adjustable driver's seat, headrests for all four seats, electric release for the hatchback, heated exterior mirrors with remote control, central locking, etc. Performance ranged from unremarkable in the 1300 versions to remarkable (185 km/h, 11 5 mph, for the 2-litre four) and outstanding (210 km/h, 130 mph, and 0 to 100 km/h in 8.7 sec for the XR4).
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1982 GAZ Volga
Russia

GAZ Volga

  Also see: GAZ Road Tests and Reviews
   
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1982 Jaguar Daimler Sovereign
UK

Jaguar Daimler Sovereign

  Also see: Jaguar Road Tests and Reviews
   
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1982 Lada 1200 S
Russia

Lada 1200 S

  Also see: Lada Road Tests and Reviews
   
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1982 Lancia Beta Spider
Italy

Lancia Beta Spider

  Also see: Lancia Road Tests and Reviews
   
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Lancia Delta 4x4 Turbo
Italy

Lancia Delta 4x4 Turbo

  Also see: Lancia Road Tests and Reviews
 
Stung into action by the success of the Quattro, all those manufacturers who were involved in rallying in the early 1980's were undertaking research into the possibilities and problems of all-wheel drive. The Fiat group's experiments were being carried out by Lancia, their 4 x 4 project using a Delta saloon as the basis. One of the new features of the design was the manner in which the drive was taken to the rear from a Giacosa-style engine/gearrbox layout, in which the engine was mounted transversally with the gearbox on its end. The five-speed box was completely redesigned, without a noticeable weight penalty, to incorporate a supplementary differential for the power output to the rear wheels.

The unique feature of the system was the ability for the drive-split between the front and rear wheels to be of unequal proportions according to a ratio which was set during the assembly procedure. In the Delta application, the split was 58 percent to the front and 42 percent to the rear, where a 40 percent limited-slip ZF differential was fitted. The front/rear split was decided as a function of the weight carried by each axle. The design was the subject of a patent by Giugiaro's Ital Design concern, and was first tried on their Panda 4 x 4 prototype, with Fiat buying the rights to the invention. A prime feature of the design was the way in which the original rear suspension elements had been retained, with independently suspended wheels on twin transverse arms.

For use on rough surfaces, a lever locked the front and rear transmissions together, bypassing the central differential and therefore annulling the variable power split. The power unit used by Lancia was a 1600-cc twin overhead camshaft engine with a Garrett turbocharger mounted before the carburetter and blowing at a pressure of 0.6 bar. A heat exchanger was fitted to improve efficiency, and there was also an oil-cooler. The engine produced 96 kW (130 hp) at 5600 rpm with a maximum torque of 191 Nm (140.7Ib-ft) at 3700 rpm. Subsequent engines had a capacity of 2 litres, with a corresponding rise in power. The design's main drawback however was the weight, for the Delta was a heavy car (between 2105 and 2138 Ibs) in standard trim, and the 4 x 4 weighed 2425 Ibs, making it a little cumbersome for rally use.
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1982 Lancia Gamma
Italy

Lancia Gamma

  Also see: Lancia Road Tests and Reviews
   
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Lancia Rally
Italy

Lancia Rally

  Also see: Lancia Road Tests and Reviews
 
There's little more than a family resemblance to the Beta Monte Carlo in the Lancia Rally, built in a limited series of 200 to make it eligible for Group B commpetition. There was general similarity to the Pininfarina original in the shape of the passenger compartment, but the Rally had bumps in the hood, widened wheellarches, air intakes, fairings in the roof to clear crash helmets, and an all-in-one rear end/engine cover which included one of the largest and ugliest rear wings ever. The whole was adorned with its own version of the then newly-styled Lancia grille. Examination of the car gave ample proof of its competitive aims: there was a monoocoque central structure with a built-in tubular roll-cage including two reinforcing members across the door openings, making entry and exit somewhat difficult. Two tubular constructions attached to the front and rear of this tub completed the chassis, supporting double wishbone suspension, with combined coil spring / damper units at the front and coil springs with two dampers per wheel at the rear.

The suspension was fully adjustable, including thorough provision for changing the ground clearance. The engine, visible through a window in the top of the engine cover, was mounted in an almost ideal mid/rear position like that of its predecessor, the Lancia Stratos. The resemblance stopped there, however, as the Rally's engine had been positioned longitudinally and was a four-cylinder similar to that of the Fiat 131 Abarth, rather than a Ferrari V6. The lack of cylinders was compensated for by the use of a supercharger developed by Fiat-Abarth, which gave better results than a turbocharger at low engine speeds. The blower was driven at engine speed by a toothed belt and provided a pressure of 0.5 bar.

The carburettter was upstream of the supercharger. The engine had a capacity of 1995cc, and was of long stroke design with dimensions of 84 x 90 mm. The twin overhead cams drove four valves per cylinder, and dry-sump lubrication was used. Compression ratio was 7.5:1, and the power output was 151 kW (205 hp) at 7000 rpm, giving 103 hp/litre. Torque was 226 Nm (166 Ib-ft) 5000 rpm. These figures are for the so-called production engine; the units in the Lancia works rally cars could produce between 245 and 300 hp. Transmission was through a five-speed ZF transaxle with a 25 percent self-locking differential, and the rack and pinion steerring required only three turns from lock to lock. Braking was by means of four 11.8-inch dia. ventilated discs controlled by twin circuits and with twin servos. Except for the doors, the bodywork was in plastic and the car weighed 2579 Ibs ready for action. Handsome split rim wheels were fitted, and the production car were shod with 205/55 VR 16 Pirelli P7s at the front and similar tyres of 225/50 VR 16 dimensions at the rear. Top speed was in the region of 220 km/h (136 mph) and the standing start kilometre was covered in 28.1 sec. The 0 to 100 km/h (62 mph) figure was 8 sec.
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1982 Lancia Trevi
Italy

Lancia Trevi

  Also see: Lancia Road Tests and Reviews
   
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1982 Land Rover Range Rover
UK

Land Rover Range Rover

  Also see: Land Rover Road Tests and Reviews | Land-Rover Brochures
   
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1982 Land Rover Range Rover 2-Door
UK

Land Rover Range Rover 2-Door

  Also see: Land Rover Road Tests and Reviews | Land-Rover Brochures
   
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Maserati Biturbo
Italy

Maserati Biturbo

  Also see: Maserati Road Tests and Reviews
 
The arrival of a new Maserati was always an event, and when the new car takes the company into a new area, as this small 2-litre coupe did, it was even more of an event. With the Biturbo Maserati marked its exit from the difficult period that included its ownership by Citroen between 1968 and 1975, including a few moments when the continued existence of the company was in question. The Biturbo could be considered a re-definition of the sports car; very compact (163.4 inches overall), two doors, flowing lines of a certain angularity, and ample interior space - although it was nearer a 2 + 2 than the claimed five-seater - thanks to an overall width of 67.5 inches. The front-engine/rear-drive layout was conventional, but the chassis layout showed a high degree of development.

Suspension was by coil springs and struts all round, with transverse and longitudinal arms and an anti-roll bar at the front and semi-trailing wishbones at the rear. The power-assisted steering was controlled by a wheel that was addjustable for both height and reach, and there were disc brakes all round. The engine was an all-new 90-degree 1996-cc V6 in light alloy. Each head contained a single camshaft and an unusual three valves per cylinder arrangement featuring twin inlet valves, one smaller than the other. The small one feed the mixture in at low speeds while the larger one came into play at high revs. The carburettor was a twin-choke Weber, and there were two Japanese IHI turbochargers to cut down on throttle lag.

Electronic ignition was used for the very oversquare (82 x 63 mm) engine, and compression ratio was a modest 7.8:1 . Power output was 133 kW (180 hp) at 6000 rpm, and maximum torque, which was available at 3500 rpm, was 255 Nm (188 Ib.ft). Transmission was via either a five-speed manual box or a three-speed automatic, both of which were made by ZF. Perforrmance of the car, which weighed 2392 Ibs ready for the road, was impressive: a top speed of 215 km/h (133 mph), 0 to 100 km/h (62 mph) in 6.5 sec, and 29 sec for the standing start kilometre. The Biturbo was shod with Pirelli P6 195/60 HR 14's on light alloy wheels, and the styling included a traditional Maserati-style grille flanked by four headlamps. Internal trim included a wood and leather-trimmed fascia containing a full complement of instruments, and leather or velour trim for the seats, which had individual headrests. Other luxury items included a digital clock/stopwatch, central locking, electric window-lifts, headlamp washers, and built-in foglamps.
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1982 Maserati Khamsin
Italy

Maserati Khamsin

  Also see: Maserati Road Tests and Reviews
   
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1982 Maserati Quattroporte
Italy

Maserati Quattroporte

  Also see: Maserati Road Tests and Reviews
   
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1982 Mercedes-Benz 300D Turbo Sedan
Germany

Mercedes-Benz 300D Turbo Sedan

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1982 Mercedes-Benz 300SD Turbo Sedan
Germany

Mercedes-Benz 300SD Turbo Sedan

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1982 Mercedes-Benz 380-Series 380SEL
Germany

Mercedes-Benz 380-Series 380SEL

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1982 Mercedes-Benz 380SL
Germany

Mercedes-Benz 380SL

  Also see: Mercedes-Benz Car Reviews | The History of Mercedes-Benz (USA Edition)
   
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1982 Mercedes-Benz S-Class 300SD
Germany

Mercedes-Benz S-Class 300SD

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

MG Metro

  Also see: Maserati Road Tests and Reviews
 
Awakened by the outburst of criticism that meeted their closing of the MG factory, British Leyland revived the name in 1982 by adding the famous octagon to a high-performance version of the Metro. The MG Metro joined the Vanden Plas version at the top of the Metro line, offering sporting characteristics rather than the luxury trim of the Vanden Plas. The 1275 cc engine's compression ratio was raised from 9.4 to 10.5: 1 and larger diameter valves followed a different timing from those on the standard unit. An SU carburettor was fitted, and the unit developed 54 kW (73 hp) at 6000 rpm, an increase of 12 hp and 750 rpm over the original. Torque was similarly increased, from 93 Nm (68.7 Ib.ft) at 3200 rpm to 99 Nm (72.9 Ib-ft) at 4000 rpm.

The hybrid hydragas suspension, with dampers alone at the front and auxiliary springs at the rear, was unchanged to handle the MG's increased performance, but wider 155/70 SR 12 tyres on attractive alloy rims were fitted as standard. There was a four-speed gearbox, and the car achieved a top speed of 163 km/h (101.3 mph) with a 0 to 100 km/h (62 mph) time of 12 sec. The car had an individualized exterior treatment that featured a black grille bearing the MG name, side stripes, and a spoiler on the rear window rather reminiscent of the Golf GTI. Inside the car, the trim received a great deal of attention with form-fitting sports seats trimmed in two-tone tweed, a three-spoke leather-rimmed steering wheel, a fascia with rev counter and digital clock, tinted windows, and a number of other refinements. As if to emphasize that the MG name was not dead, British Leyland made lavish use of the MG badge in the car's decoration, with no less than 13 octagons being scattered around the car inside and out. Owners were sure to get the point.
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1982 MG Metro 1300
UK

MG Metro 1300

  Also see: MG Road Tests and Reviews | MG Brochures
   
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1982 MG Metro Turbo
UK

MG Metro Turbo

  Also see: MG Road Tests and Reviews | MG Brochures
   
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1982 Monteverdi Tiara
Switzerland

Monteverdi Tiara

  Also see: Monteverdi Road Tests and Reviews
   
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1982 Monteverdi Tiara
Switzerland

Monteverdi Tiara

  Also see: Monteverdi Road Tests and Reviews
   
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1982 Oltcit Club
Romania

Oltcit Club

   
   
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1982 Oltcit Special
Romania

Oltcit Special

   
   
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1982 Opel Ascona
UK

Opel Ascona

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Commodore Deluxe
UK

Opel Commodore Deluxe

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

Opel Corsa

  Also see: Opel Road Tests and Reviews | Opel Brochures
 
The third phase of Opel's move towards front-wheel drive, following the Kadett in 1979 and the Ascona in 1980, the Corsa enabled General Motors to attack a segment of the market which was previously closed to them, that of the supermini. In fact, the 1982 Corsa was virtually a scaled-down Kadett on a smaller wheelbase of 92.2 as against 99 inches. The suspension layout was also similar, with MacPherrson struts and coil springs at the front located by forward-facing tension rods with an anti-roll bar attached to them on the 1200 and 1300 cc models, similar to the one fitted on the Fiat Strada 105 and 125. At the rear there was a system of trailling arms attached to a transverse torsion beam to locate the wheels. Springing was by unusual coils wound into a barrel shape and there were separate telescopic dampers. The engine was mounted Fiat-style, i.e. transverse with the gearbox on the end, and was mounted at a slight angle to minimize torque effects on acceleration.

The basic power unit was already old Opel push rod four from the Kadett. It had been improved by an increase in compresssion and modifications to the carburettor and camshaft, and produces 33 kW (45 hp) from 993 cc at 5400 rpm. Torque was 68 Nm (50.1 Ib-ft) at 2600 rpm. The larger engines were from Opel's new generation which was develped for the Ascona and Kadett. They had an alloy, cross-flow head, an overhead camshaft driven by a toothed belt, hydraulic tappets, and electronic ignition. The 1196 cc version gave 40.5 kW (55 hp) at 5600 rpm and 90 Nm (66.3 Ib-ft) of torque at 2200 rpm. At the top of the range was a 1297cc unit that gave 51 kW (69 hp) at 5600 rpm and produced its maximum torque of 101 Nm at 3800 rpm. The standard gearbox had four speeds, but a five-speed with economy-style ratios was available for the 1.3 version. Braking layout was conventional, with servo-assistance to discs at the front and drums at the rear, and rack and pinion steering was fitted, with a turning circle of 32.8 ft beetween walls and 3.9 turns from lock to lock.

Tyres were 145.13 for the larger-engined cars, 135.13 for the base model. In order to attack the market more effecctively, Opel announced two versions of the car simultaneously, a traditional three-box booted model, and a hatchback, which coincided more closely with the general idea of a supermini in the Fiesta/Metro mould. This car had two doors and a hatchback which opened right down to the rear bumper and measured 142.5 inches overall. Cd was 0.36, and aerodynamic studies were evident in the smooth front-end contours and deep bib spoiler. Pretensions to a sporty image were shown by the vestigial wheel arch enlargements, which owed more to the Porsche 944's track record than that of General Motors. The booted model was called the TR and was also only available as a two-door but, like other hatchbacks that had a boot grafted on, it had a cavernous rear load space, some 15 cu ft.

Only the bonnet and door pressings were shared with the hatchhback. Overall length was 155.7 inches and the Cd was 0.38. Following their tradition, Opel offered three trim variations; basic, Land Berlina, the basic car coming with a particularly high standard of trim and equipment. There was also an SR high performance version, but its performance came from improved aerodynamics rather than from increased power, as it used the same engine as the other 1.3 models. A larger front bib and a spoiler on the rear lowered this model's Cd to 0.35 and the trim followed the pattern set by Opel's other SR versions: black window frames and door pillar trim, a darker colour on the lower body panels, wide tyres on alloy rims, stiffer suspension, sports seats, and a more fully equipped fascia with a rev counter, oil-pressure guage, and voltmeter. The Corsa SR would top 100 mph and went from 0 to 100 km/h (62 mph) in 13.5 sec. The 1 and 1.2-litre versions had top speeds of 140 and 152 km/h (87 and 94.5 mph) respectively.
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1982 Opel Commodore Wagon
UK

Opel Commodore Wagon

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Kadett Berlina
UK

Opel Kadett Berlina

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Kadett SR
UK

Opel Kadett SR

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Kadett Voyage Berlina
UK

Opel Kadett Voyage Berlina

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Manta CC
UK

Opel Manta CC

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Manta GTE
UK

Opel Manta GTE

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Monza
UK

Opel Monza

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Monza
UK

Opel Monza

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Rekord Caravan
UK

Opel Rekord Caravan

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Rekord DeLuxe 4-Door
UK

Opel Rekord DeLuxe 4-Door

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Rekord GLS Wagon
UK

Opel Rekord GLS Wagon

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Rekord Luxus
UK

Opel Rekord Luxus

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Rekord Luxus Diesel
UK

Opel Rekord Luxus Diesel

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Senator
UK

Opel Senator

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Opel Senator
UK

Opel Senator

  Also see: Opel Road Tests and Reviews | Opel Brochures
   
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1982 Panther Brooklands
UK

Panther Brooklands

  Also see: Panther-Westwinds Road Tests and Reviews
   
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1982 Panther DeVille
UK

Panther DeVille

  Also see: Panther-Westwinds Road Tests and Reviews
   
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1982 Panther Lima
UK

Panther Lima

  Also see: Panther-Westwinds Road Tests and Reviews
   
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1982 Peugeot 604 Turbo
France

Peugeot 604 Turbo

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
   
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1982 Porsche 944
Germany

Porsche 944

  Also see: Porsche Road Tests and Reviews | Porsche Brochures
   
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1982 Reliant Scimitar GTC
UK

Reliant Scimitar GTC

  Also see: Reliant Road Tests and Reviews
   
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1982 Reliant Scimitar GTE
UK

Reliant Scimitar GTE

  Also see: Reliant Road Tests and Reviews
   
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1982 Renault 18i
France

Renault 18i

  Also see: Renault Road Tests and Reviews | Renault Brochures
   
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1982 Renault Alpine A310
France

Renault Alpine A310

  Also see: Renault Road Tests and Reviews | Renault Brochures
   
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UK

Rover 2000/2400 Diesel Turbo

  Also see: Rover Road Tests and Reviews | Rover Brochures
 
Despite the fact that it was six years old by 1982, few disputed that the individual lines of the Rover saloon had made it a classic design. 1982 saw some minor modifications to the interior and exterior which gave it a new lease of life. Most noticeable of the changes was the fitment of new bumpers in plastic, which wrapped well round the corners of the car and flowed down into a deep spoiler on the larger-engined models. The spoiler formed an elegant housing for a pair of foglamps. The headlamps were flush with the bonnet for better aerodynamics, and there was a miniature grille below them with horizontal slats. At the rear, there was a new larger window and a wash/wipe system was fitted to ensure that the extra visibility afforded by the new window remained clear.

Inside the car, there was a new fascia with a more logical layout and improved illumination, while traditionalists welcomed the return of wood trim on the doors and fascia on the more expensive versions. Improvements were also made to the seats to make them more comfortable. Rover offered a wide range of power units, starting with the 1994 cc overhead cam four-cylinder a-series engine. This was a new introduction to the range, and resulted in the return of the "2000" designation to the Rover line-up. Power output was 75 kW (101 hp). Next in line were the six-cylinder engines, a 2350 cc unit, which produced 88 kW (120 hp). and the 2597 cc verrsion, which produced 97 kW (132 hp). Most powerful of the range was the 3582 cc V8, which produced 115 kW (157 hp), and was fitted to the luxurious Vanden Plas models, which were equipped with leather upholstery, a trip computer, wood trim, a four-speaker radio, alloy wheels, and an electrically operated sunroof.

Technically, the most important feature of the 1982 range was the introduction of a Diesel engine option. Rover went outside the British Leyland empire for the Diesel, which came from the Italian company VM, who were specialists in compression-ignition power units. VM offered a range of engines with 3, 4, 5 or 6 cylinders, built on a modular system based on a single cylinder unit with dimensions of 92 x 90 mm and a capacity of 598 cc. Rover selected a four-cylinder unit and used it in conjunction with a KKK turbocharger to produce some excellent performance figures. Power output was 68 kW (93 hp) at 4200 rpm, and maximum torque was 189 Nm (139 Ib-ft) at 2450 rpm. All this allowed the 2400SD Turbo saloon to reach a top speed of 165 km/h (102.5 mph) and cover the standing start kilometre in 37.7 sec while returning consumption figures of 47 mpg (39 US) at a steady 55 mph, a truly remarkable achievement.
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1982 Rover 2600 S
UK

Rover 2600 S

  Also see: Rover Road Tests and Reviews | Rover Brochures
   
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1982 Rover SD1 Vanden Plas
UK

Rover SD1 Vanden Plas

  Also see: Rover Road Tests and Reviews | Rover Brochures
   
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1982 Seat 127
Spain

Seat 127

  Also see: Seat Road Tests and Reviews
   
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1982 Seat 131 Supermirafiori 1600
Spain

Seat 131 Supermirafiori 1600

  Also see: Seat Road Tests and Reviews
   
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1982 Seat 131 Supermirafiori 1600
Spain

Seat 131 Supermirafiori 1600

  Also see: Seat Road Tests and Reviews
   
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1982 Seat Panda 35 Berlina
Spain

Seat Panda 35 Berlina

  Also see: Seat Road Tests and Reviews
   
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1982 Seat Panda 45
Spain

Seat Panda 45

  Also see: Seat Road Tests and Reviews
   
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1982 Seat Ritmo 65 CL
Spain

Seat Ritmo 65 CL

  Also see: Seat Road Tests and Reviews
   
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1982 Seat Ritmo 75 CLX
Spain

Seat Ritmo 75 CLX

  Also see: Seat Road Tests and Reviews
   
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1982 Seat Ronda
Spain

Seat Ronda

  Also see: Seat Road Tests and Reviews
   
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1982 Seat Ronda
Spain

Seat Ronda

  Also see: Seat Road Tests and Reviews
   
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1982 Skoda 105 GL
Checkoslovakia

Skoda 105 GL

  Also see: Skoda Road Tests and Reviews
   
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1982 Skoda Garde Coupe
Checkoslovakia

Skoda Garde Coupe

  Also see: Skoda Road Tests and Reviews
   
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1982 Talbot 1200 LS
UK

Talbot 1200 LS

  Also see: Talbot Road Tests and Reviews
   
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1982 Talbot Alpine
UK

Talbot Alpine

  Also see: Talbot Road Tests and Reviews
   
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1982 Talbot Horizon
UK

Talbot Horizon

  Also see: Talbot Road Tests and Reviews
   
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1982 Talbot Horizon SX
UK

Talbot Horizon SX

  Also see: Talbot Road Tests and Reviews
   
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1982 Talbot Matra Murena
UK

Talbot Matra Murena

  Also see: Talbot Road Tests and Reviews
   
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1982 Talbot Solara
UK

Talbot Solara

  Also see: Talbot Road Tests and Reviews
   
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1982 Talbot Solara
UK

Talbot Solara

  Also see: Talbot Road Tests and Reviews
   
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1982 Talbot Tagora
UK

Talbot Tagora

  Also see: Talbot Road Tests and Reviews
   
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1982 Triumph Acclaim
UK

Triumph Acclaim

  Also see: Triumph Road Tests and Reviews
   
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1982 Triumph Acclaim Avon Coachbuilder
UK

Triumph Acclaim Avon Coachbuilder

  Also see: Triumph Road Tests and Reviews
   
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1982 TVR 280i
UK

TVR 280i

  Also see: TVR Road Tests and Reviews
   
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1982 TVR 280i Coupe
UK

TVR 280i Coupe

  Also see: TVR Road Tests and Reviews
   
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1982 Vauxhall Chevette
UK

Vauxhall Chevette

  Also see: Vauxhall Road Tests and Reviews
   
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1982 Vauxhall Royale 2800 Coupe
UK

Vauxhall Royale 2800 Coupe

  Also see: Vauxhall Road Tests and Reviews
   
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1982 Vauxhall Royale 2800 Sedan
UK

Vauxhall Royale 2800 Sedan

  Also see: Vauxhall Road Tests and Reviews
   
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1982 Vauxhall Viceroy 2500 Sedan
UK

Vauxhall Viceroy 2500 Sedan

  Also see: Vauxhall Road Tests and Reviews
   
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1982 Volkswagen Passat TS
Germany

Volkswagen Passat TS

  Also see: Volkswagen Road Tests and Reviews
   
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1982 Volkswagen Polo
Germany

Volkswagen Polo

  Also see: Volkswagen Road Tests and Reviews
   
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1982 Volkswagen Quantum Sedan
Germany

Volkswagen Quantum Sedan

  Also see: Volkswagen Road Tests and Reviews
   
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1982 Volkswagen Santana
Germany

Volkswagen Santana

  Also see: Volkswagen Road Tests and Reviews
   
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1982 Volkswagen Scirocco
Germany

Volkswagen Scirocco

  Also see: Volkswagen Road Tests and Reviews
   
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1982 Volkswagen Vanagon Camper
Germany

Volkswagen Vanagon Camper

  Also see: Volkswagen Road Tests and Reviews
   
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1982 Volkswagen Voyage LS
Germany

Volkswagen Voyage LS

  Also see: Volkswagen Road Tests and Reviews
   
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Volvo 240 DL
Sweden

Volvo 240 DL

  Also see: Volvo Road Tests and Reviews
   
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Volvo 240 Wagon
Sweden

Volvo 240 Wagon

  Also see: Volvo Road Tests and Reviews
   
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Sweden

Volvo 760

  Also see: Volvo Road Tests and Reviews
 
Volvo re-awakened in 1982 with a masterrstroke. The Swedish manufacturer continued to thrive despite the crisis and is continuing its emphasis on the top of the range and luxury models: this was the thinking behind the 760. The four-door sedan, 188.4 inches long and 69.3 inches wide, was built along American lines with angular styling. The layout was conventional front-engine rear-wheel drive, and the styling gave a respectable 16.1 cubic feet of boot space. Front suspension was by MacPherson struts, with an anti-roll bar linking the triangular lower members, but the rigid rear-end layout was somewhat unusual, based on that of the VCC Idea-car first shown by Volvo in 1981.

The axle itself was of the banjo type, located by pressed steel trailing arms on either side, and mounted on coil springs. Transverse location was by means of a Panhard rod, and the unusual feature was the way in which braking and accelerating forces were passed to the body. Rather than the traditional torque tube, there was a linkage between the differential casing and the body consisting of a pair of centrally positioned trailing arms that were not quite symmetrical in shape or mounting. There were rubber mountings throughout the layout, and Volvo claimed impressive noise reduction as well as handling. Tyre equippment was 195/60 15.

Three engine options were offered: the Peugeot-Renault-Volvo V6 was used in 2849-cc form, developing 115 kW (156 hp). The second option was the turbocharged four-cylinder which had by 1982 done a lot to bolster Volvo's reputation. Capacity went up from 2.1 to 2.3 litres, and the compression ratio was raised to a high 9:1 thanks to the fitting of a heat exchanger to cool the incoming air. Garrett provided the turbocharger, which provided 0.5 bar at 2000 rpm. The injection system was a Bosch type L electronic unit, and a Bosch Motronic system managed the ignition and injection systems. In this form the engine produced 127 kW (173 hp) at 5700 rpm, with maximum torque of some 250 Nm (184 Ib-ft) coming at 3400 rpm. The final engine option was a six-cylinder 2.4-litre Diesel. It was purchased from Volkswagen and produced 53 kW (72 hp).

A Garrett turbocharged version of the same engine used a charge pressure of 0.7 bar to produce 81 kW (110 hp) at 4800 rpm with maximum torque of 190 Nm (140 Ib-ft) at 3000 rpm. Volvo was one of the rare manufacturers to stick with the concept of a four-speed gearbox with an electrically engaged over-drive unit, and the 760 saw the overdrive concept also being utilized for the automatic box, with a fourth ratio being added to the three standard speeds of the Borg-Warner unit, built in Japan. A switch on the selector lever cut out the overdrive ratio when it was not required, and Volvo joined Toyota as the only manufacturers to offer this transmission.

The 760 - a designation which remained un-changed, no mattter what the car's engine or trim level was - had disc brakes all round and power steering as standard, and Volvo's long-standing interest in passive safety is evident from a special pressing under the rear seat which formed a basin whose shape was designed to prevent occupants from sliding under the seat belts in the event of a frontal collision. Another new development for 1982, aimed at the most powerful version with the turbo-charged engine, was a system which was designed to give optimum performance on slippery surfaces by sensing wheelspin and limiting engine power to avoid it happpening. Operating on the turbo and ignition systems, the Electronic Traction Control System was at the time compared to an ABS braking system in reverse, sensing the point at which the wheels speed up, rather than stop, and taking the necessary action. This feature was decades ahead of its time.
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Germany

VW GOLF GTD

  Also see: VW Road Tests and Reviews
 
The introduction of the Golf GTD was more than just an addition to the Volkswagen range; it was evidence of a major progression in policy for the VAG group, which offered a choice not only between petrol and Diesel engines, but also between Diesel engines with or without turbochargers. Starting with the Golf and Audi 80, the option was soon extended to every car in the VAG range available in Diesel form. The engine was the normal singlecam four-cylinder unit of 1588cc (76.5 x 86.4 mm) suitably modified for turbocharging by the adoption of a re-inforced cylinder block and larger diameter (12 v. 11 mm) cylinder-head studs. The crankshaft was strengthened by the application of a new heat treatment process, and a vibration damper was fitted. Modified pistons were used, and a stronger oil-pump enabled them to be more efficiently cooled by oil pulverization.

The final modification was to the valves and seats, which were made from a heat-resistant material, as was the aluminium-alloy cylinder head. Compression ratio remained at 23: 1, and there was no provision for cooling the inlet air, which the turbocharger delivered at a pressure of + 0.7 bar. This pressure level was limited by a bleed valve. Power output of the turbocharged unit was 51 kW (70 hp) at 4500 rpm, a figure 30 percent (16 hp) higher than that of the standard engine. Torque was similarly increased by 30 percent, 133 Nm (98 Ib-ft) being available at 2600 rpm, an increase of 23.1 Ib-ft. The GTD had similar trim to the Golf GTI and achieved a top speed of 155 km/h (96.3 mph) with a 0 to 100 km/h (62 mph) figure of 13.5 sec. Naturally, fuel economy was good, and at a steady 55 mph the GTD returned 64.2 mpg (53.45 US) with the VW 4 + "E" gearbox.
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The Tuners
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Germany

Alpina B6: BMW 328i

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
Alpina's 1982 range took off where many others would finish, with a modified version of the BMW 323i. The engine was the standard overhead camshaft in-line six with the compression ratio lifted from 9.5:1 to 10:1. With special pistons and a re-worked cylinder-head which housed a new camshaft, it produced 125 kW (170 hp) at 6000 rpm instead of 105 kW (143 hp) at 5800. Maximum revs went up to 7000 from 6400. Torque was lifted from the original 190 Nm (140 Ib-ft) to 210 Nm (154.7 Ib-ft) at 4500 rpm. Alpina offered a series of kits which could further improve the car's performance and/or reliability.

Chief among these were an oil-cooler; a 96-litre fuel tank; 255 mm diameter ventilated disc brakes; special suspension equipment using variable rate springs and Bilstein gas-filled shocks; light alloy rims, 6 inches wide at the front carrying Pirelli P7 195/50 VR 15 tyres and 7 inches wide with 205/50 VR 15 P7 tyres at the rear; front and rear spoilers; a special Alpina fascia panel; bucket seats; and the distinctive Alpina colour scheme. The Alpina BMW C1 retained the Bosch K-Jetronic fuel injection system and had a claimed top speed of 208 km/h (129 mph), with acceleration figures of 7.9 sec for 0 to 100 km/h (62 mph) and 28.9 sec for a standing start kilometre.

Like other Alpina conversions, the car was offiicially homologated and fuel consumption was given as 6.1 litres/100 km (46.3 miles/Imperial gallon). A variation on the C1 was offered by the Alpina importer for France, Jean Claude Giroix, whose "JCG" model boasted cleaned-up pistons, valves, and valve-seats, a modified camshaft, and a sports exhaust manifold. Figures for the JCG version were 127 kW (173 hp) at 6600 rpm and 228 Nm (168 Ib-ft) at 4500 rpm, with a top speed of 21 3 km/h (1 32 mph).
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Germany

Alpina B6: BMW 328i

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
The second car in the 1982 Alpina range, the B6, took the form of a 3-series body fitted with the 2.8-litre engine of the 528i model - modified of course. The 2788-cc six-cylinder engine was tuned along the traditional Alpina lines and retains the Bosch L-Jetronic fuel injection of the production model. It utilized an AFT digital map electronic ignition system. Power output was 160 kW (218 hp) at 6000 rpm as against 135 kW (184 hp) at 5800 rpm for the standard 2.8i engine. Torque was 265 Nm (195.3 Ib-ft) at 5000 rpm compared with 235 Nm (173.2 Ib-ft) at 4200 rpm. Driving through a manual five-speed box and a 3.45 axle, this gave the B6 a 0 to 100 km/h (62 mph) figure of 7 sec and a time of 27.2 sec for the standing kilometre. Top speed was around the 230 km/h (143 mph) mark. Naturally, the B6 was not just modified in the engine department. Other modifications included improved suspension, Pirelli P7 tyres, front and rear spoilers, a 96-litre tank, and Alpina trim items inside and out.
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Germany

Alpina B9: BMW 535i

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
By 1982 Alpina was more a manufacturer than a tuner, becoming a by-word for perforrmance in every sense of the term thanks to the continually successful efforts of Burkhard Bovensiepen and his team. The top of the 1982 Alpina range was, as usual, a BMW, based on the 5 series. The previous 5 series was the base for cars powered by a 3-litre turbo developing 300 hp and a 330-hp 3.5-litre unit, but the 1982 B9 was a normally aspirated 3.5-litre which put out 245 hp. The engine was the 3453-cc overhead-cam in-line six as modified by Alpina.

The main change was new forged pistons with domed crowns which lifted the compression ratio from 9.3 to 10.2:1. The rest of the work was done on the top end of the engine, with hemispherical combustion chambers and a new camshaft, a special twin exhaust , and Bosch injection which was controlled, together with the ignition, by a Motronic computer system. Thus modified, the power output went up from 160 kW (218 hp) to 180 kW (245 hp). Maximum power was achieved at 5700 rpm rather than 5200 rpm, but maximum revs remained at 6000.

Torque improvement was less spectacular, rising only by 10 Nm, to 320 Nm (235.8 Ib-ft). This figure was available at 4500 rpm, 500 revs higher than with the standard unit. Alpina used BMW's high-geared "touring" five-speed box and the standard clutch, but used a 25 percent limited-slip differential. The increased power made the long box give normal performance, and top speed was achieved in fifth gear. The braking system was unchanged from that of the production car, but the suspension was extensively modified, with variable-rate springs, special Bilstein gas-filled dampers, and a three-level adjustable rear suspension.

Tyres were Pirelli P7s, with 205/50 VR 16s on 7-inch rims (front) and 8-inch rims shod with 225/50 VR 16s (rear). Externally, the car had front and rear spoilers and an Alpina colour scheme, while the interior was trimmed to the usual Alpina standards and was equipped with special bucket seats. The modifications endowed the 1390-kg (3064-lb) car with a top speed of over 240 km/h (150 mph) and a 0 to 100 km/h (62 mph) time of 6.7 sec. Standing 400 metre and kilometre times were 15.3 and 27.7 sec respectively, giving the B9 perrformance in the same class as a 928 Porsche, despite the fact that it was 70 kg (154 Ib) heavier than the standard 528i.
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Germany

AMG: Mercedes Programme

   
 
AMG's speciality had for a long time been the tuning of Mercedes cars, firstly on the track (such as the Spa 24-hour race in 1971 and the European Touring Car Championship in 1978), but by 1982 they were becoming better known for their road car transformations. The top of Hans Werner Aufrecht's AMG range for 1982 was a long wheelbase 500SEL with a heavily breathed-on power unit. The 4973-cc alloy V8 had machined combustion chambers, polished induction ports, and a special exhaust manifold. The induction system was also improved by a new camshaft and modifications to the valves, rockers and springs.

The result of this work was an increase of 59 hp over the standard car, with an output of 213 kW (290 hp) at 5000 rpm, and with 425 Nm (313.2 Ib-ft) of torque at 3500 rpm, an increase of some 20 Nm (14.5 Ib-ft). Suspension was similarly modified with shorter springs, which lowered the car by 3 cm, and gas-filled dampers. Tyre equippment was impressive, with 225/50 VR 16 Pirelli P7s on 7-inch alloy rims. AMG offered a four-speed Mercedes-Benz automatic gearbox or modified Getrag five-speed manual versions with the option of long or short fifth gears.

A 55 percent limited-slip rear axle by ZF was an option. Performance was exceptional, with the automatic version offering a top speed of 240 km/h (1 50 mph) and reaching 400 metres and the kilometre from a standing start in 15.4 and 28.3 sec, respectively. AMG was also the source of a wide range of equipment for the tuning, both mechanical and visual, of Mercedes products, be they saloons, coupes or convertibles. Notable among these were such aerodynamic goodies as integrated front spoilers, rear spoilers, lower-body fairings, and a special rear spoiler which mounted below the bumper; stereo installations of the highest quality, including a TV for the rear seats; and special sports seats for both front and rear, incorporating multiple adjustments with electric remote control, heating, and lumbar support by means of three individually adjustable inflatable cushions.

Finally, AMG turned their attentions to the Mercedes G-Wagen 4 x 4, offering a number of possibilities for the owner who wished to personalize their vehicle. Among these options were a 25-hp increase for the 280 GE engine, a ride-height control, wide BBS rims and wheelarch extensions, 280 E type grille and headlamps, electrically adjusted Recaro seats, leather steering wheels, opening roofs, rear-mounted TV, and special finishes.
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Germany

Bitter SC: Opel Convertible and 4 x 4

   
 
German coach builder Erich Bitter had a degree of success with his SC coupe, introduced in 1973 on a basis of the Opel Monza and Senator and utilizing the 2969-cc 132-kW (180 hp) six-cylinder engine with automatic or five-speed manual transmission. The four-seater coupe was carefully and luxuriously finished and was available from 1982 in convertible form, with a hood which stowed completely behind the rear seats in such a fashion as to provide not only four seats but also a respectable boot capacity. Finish was up to established Bitter standards, as was the level of equipment, with air-conditioning, velour trim, stereo, and central locking among the standard fittings.

Weighing 187 Ibs more than the coupe, the convertible accelerated from 0 to 100 km/h (62 mph) in 10 sec and had a top speed of 210 km/h (130 mph). The 1982 Bitter hybrids were conceived in collaboration with the British company Ferguson and took the form of a four-wheel-drive car with the drive split on a 36/64 front/rear basis. The modificaations resulted in a completely re-thought mounting of the engine, with a totally revised front suspension layout. The drive to the front wheels was taken from the left-hand side of the new gearbox, and the front differential was placed to the left of the engine sump with the drive shaft for the right wheel passing through the sump.
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France

Danielson: Peugeot 505 V6

  Also see: Peugeot Road Tests and Reviews | Peugeot Brochures
 
The aim of Joseph Lebris' Danielson company, which was situated alongside the Magny-Cours race circuit in France, was to turn out a super 505, able to compete on level terms with a BMW. Keystone of the conversion was the replaceement of the original engine with the Peugeot-Renault-Volvo V6, using the best elements of the all-aluminium power unit to achieve optimum results. The block was from Volvo, with the bore increased from 88 to 91 mm to give an increase in capaciity from 2664 to 2849 cc.

The slightly modified cylinder head put the compresssion ratio up to 10.4: 1 from its normal level of 8.65 or 9.5:1. A great deal of atttention was paid to gas-flow, with new camshafts giving greater overlap and lift-operating valves of greater diameter (45.5 instead of 44 mm). Stronger valve-springs were fitted, and there was a new fabricated steel manifold. With a pair of triple-choke vertical Weber carburetters taken from the Talbot Tagora and modified to suit their new home, electronic ignition, and improvements to the oil and water cooling systems, the engine developed 144 kW (195 hp) at 6500 rpm and revved to a maximum of 7000.

Torque was 255 Nm (188 Ib-ft) at 4400 rpm. The gearbox was also of Tagora origin, with the five ratios changed to suit the power through a 40 percent limited-slip differential. Suspension modifications to handle the increased power were extensive, and startted with springs that lowered the ground clearance by 5 cm, an anti-roll bar, and De Carbon shock absorbers. The 10.7 5-inch diameter ventilated front discs came from the 604, and the tyres were by Pirelli, being 205/50 VR 15 P7s on 6-inch light alloy rims. Styling changes were front and rear spoilers which dropped the Cd to 0.37, a new grille with four round headlamps, and side stripes.

One of the most noticeable of the interior changes was the fitting of Recaro sports seats. The Danielson 505 weighed 1315 kg (2899 Ibs) with a full tank and had a top speed of 213 km/h (132 mph). The 0 to 100 km/h time was 8.2 sec, and the 400 and 1OOO-metre marks were reached in 15.7 and 28.9 sec, respectively.
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France

Danielson: Peugeot 505 STI

   
 
The 505 STI owed its existence to Peugeot's German importers, who wanted a car to compete with BMW and commisssioned a small production run from the Danielson workshops in France. The 2.2-litre light alloy overhead cam engine (of Renault parentage) was modified by skimming the head, giving a compresssion ration of 10.2: 1 compared with the 9.2: 1 of the standard component. Other attention to the top end included bigger (45.5 mm) inlet valves, a re-profiled camshaft, and a new exhaust manifold.

An oil-cooler was also fitted, but the standard Bosch K-Jetronic injection was retained, and power output rose by 18 hp to 99 kW (135 hp) at 5350 rpm. Torque was 191 Nm (140.7 Ib-ft) so the engine's suppleness was unaffected. New springs were fitted, lowering the ground clearance by 5 cm, and special De Carbon shock absorbers were used. After modification, the overall height of the car was 55.9 inches. The standard five-speed gearbox was retained, and tyre equipment was either 195/70 Pirelli P5s on 14-inch wheels or 195/60 P6s on 15-inch wheels.

Exterior modification took the form of a silver-grey striping scheme on the body sides, a deep front spoiler, and a boot-lid spoiler. These two aerodynamic aids, coupled with the lower overall height, dropped the Cd from 0.42 to 0.37 and made a contribution to cutting high-speed lift. Interior modifications included a sports type steering wheel and Recaro seats. The car weighed 1275 kg (2811 Ib) in running order and had a top speed of 190 km/h (118 mph). The standing-start 400 metres and kilometre took 17 and 31.9 sec respectively.
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Germany

Duchatelet Carat: Mercedes-Benz 500 SEL

   
 
Carat, the unit by which diamonds are weighed, was an apt name for this car, which was built - or rather re-built - to jewel-like standards. Having already worked on Porsches, the Belgian coach-building firm of Duchatelet turned to the Mercedes 500SEL desirous of building the ultimate car. On the outside, the car was equipped with new bumpers of more pleasing design incorporting a rubber moulding and chrome trim, light alloy wheels with ultra-low profile tyres, and a gold-plated star on the grille. Most noticeable was the paint finish, which was carried out in the same manner as chinese lacquer, with no less than 48 coats of opalescent blue paint.

The colour would change depending on the angle from which the car was seen, with more luminous colours appearing on the angles of the body. Inside the car, leather and walnut veneer combined with space-age electronics. Each of the four occupants had an individual bucket seat upholstered in leather with electrically operated adjustments, while the driver controled the car through a custom-built steering wheel and a gear-lever that had the owner's initials engraved on the knob. The chauffeur-driven version featured a rear compartment furnished as a veritable mobile drawing room, with a translucent opening sunroof, automatic air-conditioning control, picnic tables in walnut which folded electrically, TV with video recorder, roof-mounted Hi-Fi system, a radio-telephone, a refrigerated drinks cupboard with solid silver Cartier goblets, a gold cigarette lighter and, naturally enough, a strong-box.

The Carat was equipped with a particularly sophisticated anti-theft system, incorporating a spoken warning from a voice synthesizer, which protected the car, its contents, and accessories. Remote control of such functions as door and boot opening, engine starting, temperature setting etc. was provided, together with a systems check which also made use of a voice synthesizer. The car was also available as an owner-driven version, called the Clarity, and Duchatelet also undertook the transformation of the Mercedes 500SEC to the same standards.
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Germany

Fleischmann: Alpine Renault A310 Group I, IV and V

   
 
In 1982, if you wanted a tuner to improve that excellent Alpine Renault A310, it was necessary to go to Germany and talk to Hans Freissler, the head of the Fleischmann company, which offered a choice of kits giving various stages of tune. The kits covered such items as carburation, camshafts, valves, suspension and bodywork, and modified the car to Group I, IV or V standards. The full treatment A310 retained the standard dimensions of the 2664-cc PRV V6, with compression remaining unchanged at 10.1: 1. The increase in power came from improved gas-flow thanks to two so-called symetrical camshafts, which gave longer valve openings and lift, allied to stronger valve springs controlling the standard valves.

The engine was fed through three Weber 42 DCNF twin-choke carburetters and used a special exhaust made by French firm Devil. The application of these modifications raised power from the 110 kW (150 hp) of the standard car to 144 kW (195 hp) at 6300 rpm. A simple carburetter kit was also available, which gave 124 kW (170 hp). Fleischmann also offered the results of their not inconsiderable work on every aspect of the car's running gear except the brakes. Special springs with Spax shock absorbers and the standard anti-roll bar lowered the car by 7 cm, and extra-wide tyres increased the track from 55.5 to 58.26 inches at the front and from 56.3 to 61 inches at the rear.

The respective tyre dimensions were 205/50 VR 15 front and 285/40 VR 15 rear, Pirelli P7s being the chosen pattern. Bodywork modifications were extensive, wheel arches in particular being much widened and joined by a running-board fairing. As a result, the overall width went up from 65 to 72.8 inches, while the height of the car dropped to 42.5 inches. Also available was a kit comprising a deep front spoiler and a Porsche 911-type rear wing, which gave a Cd of 0.36. As a tribute to Renault's trim standard, no modifications were made to the interior of the car. Weighing 2381 lbs in running order - some 132 Ibs more than the standard version - the Fleischmann A310 had a top speed of over 240 km/h (150 mph) and covers 0 to 100 km/h (62 mph) in 7.8 sec. The standing kilometre took 27 sec. Also available was a version with a Garrett turbocharger and a 7.0: 1 compression ratio which, depending on the degree of boost (ranging from a pressure of + O. 5 to + 0.8 bar), produced from 210 to 240 hp. Bosch K-Jetronic injection was used.
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UK

Frazer: Metro Tickford

   
 
Frazer Cars took the humble British Leyland Metro as the basis of a compact luxury car and Tickford, the coachbuilding arm of the Aston Martin company, carried out the work on the basis of a 1.3S model with automatic or manual transmission. From the exterior, the car was recognizable by a large front bumper assembly, which incorporated a spoiler and contained four built-in fog lamps. The extremities of the bumper flowed into wheelarch extensions, and a running-board moulding linked the front and rear wheel arches, which were also extended by means of plastic mouldings.

At the rear, a large bumper assembly incorrporated two rear fog lamps. There was a new three-blade grille, and the body colour harmonized with that of the lower-body plastic mouldings. Specially designed alloy wheels were shod with 175/50 VR 13 Pirelli P7 tyres. Inside the car there were fully reclining seats trimmed in leather and cloth in colours to match the body. The fascia panel, which was also trimmed in leather, was completely redesigned, with the original instruments complemented by side panels angled towards the driver, holding additional guages and controls such as a voltmeter, oil pressure guage, electric window lift and rear-view mirror switches, and a cruise control, among others.

Sound equipment comprised a radio-cassette player, equalizer, and three-way speakers. Above the driver and passenger was an opening glass sunroof. Engine modifications were carried out by Aston Martin, and included a cylinder head with larger valves, a new camshaft, and a twin-choke Weber carburetter. The modifications resulted in an increase of power to 60 kW (approx. 80 bp) and the car had a top speed of 160 km/h (100 mph). Zero to 100 km/h (62 mph) was achieved in 11 sec.
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Italy

Giannini: Fiat/Ritmo (Strada) Veloce/ Autostrada

  Also see: Fiat Road Tests and Reviews | Fiat Brochures
 
The golden days of the Italian tuner may have been behind them by 1982, with even Abarth becoming an arm of Fiat, but the breed was not entirely dead, with Giannini, a Rome-based organization, modifying the 126, the 127 Fiats, and of course the Ritmo, known in export markets in Britain and the USA as the Strada. Two versions of this car were offered, the Veloce and the Autostrada, both based on the 1116cc engine with a compression ratio of 9.6: 1. The modifications took the form of a new cylinder head with a special camshaft, and the difference between the two was in their carburetters, the Veloce having a single-choke instrument and the Autostrada using two twin-choke Webers.

Performance figures were 53 kW (72 hp) at 6600 rpm for the Veloce, which produced 84 Nm (61.9 Ib/ft) of torque at 4200 rpm, and 61 kW (83 hp) at 7000 rpm for the Autostrada, which had a torque figure of 90 Nm (66.3 Ib-ft) at 4800 rpm. Top speed of the Veloce was 160 km/h (100 mph) and it covered the standing kilometre in 34 sec. Corresponding figures for the Autostrada were 185 km/h (115 mph) and 32.2 sec. Giannini also showed a turbocharged Ritmo Diesel at the 1982 Turin Show. The turbo was a Japanese-built model, without a waste-gate, and claimed figures for the car were 59 kW (80 hp) at 4500 rpm and 186 Nm (137 Ib-ft) available between 3000 and 3500 rpm. The company also offered a wide range of accessories, including electronic ignition, extra instrumentation, lowered suspension, light-alloy rims, sports seats, and a number of other items.
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Germany

Hartage H3.S: BMW 335i

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
By 1982 Herbert and Rolf Hartge had already made a name for themselves in the tight little world of specialist tuners. Their range was based on BMW cars and started, naturally enough, with a car based on the 3 Series, the H3.S. It was however a 6-series BMW in the guise of a 323i, as it utilized the coupe's engine, gearbox, rear axle, driveshafts, suspension, and brakes. The engine was the 3453-cc single overhead-cam six fed by a Bosch L-Jetronic injection system. In strictly legal trim it developed 151 kW (205 hp) at 5200 rpm, compared with the 160 kW (218 hp) it provided when used in the 635 CSi. Torque was 297 Nm (218.9 Ib-ft) as against 310 Nm (228.4) at 4000 rpm, but a 177 kW (240 hp) version was available.

The gearbox was the long five-speeder of the 735i with a 40 percent limited slip diff., which easily handled the extra power, top speed being available in fifth gear. Suspension modifications included a re-inforcing strut between the top ends of the two front suspension struts, variable-rate springs, thicker anti-roll bars (adjustable at the front), and Bilstein gas shocks. Braking was handled by larger ventilated discs with Girling 4-pot calipers at the front, and Hartge retained the power steering of the 323i. Tyre and wheel equipment was by Pirelli and BBS, with 195/50 VR 15 P7s at the front and 205/50 VR 15s of the same pattern at the rear, all on light alloy rims. To complete the mixture, there were front and rear spoilers, a 100-litre tank, a single windscreen wiper, and leather sport seats for all four occupants.

Thus modified, the car was capable of 232 km/h (144 mph), and could accelerate from 0 to 100 km/h (62 mph) in 8.1 sec, while the 400-metre and kilometre marks were reached from a standstill in 15 and 27.6 sec respectively. The 240 hp version recorded more than 240-km/h (150-mph) top speed and a 0 to 100 km/h time in the vicinity of 6.4 sec. At the same time, Hartge offered a tamer engine kit, the H3, on the 323i. This gave 132 kW (180 hp) at 6200 rpm and 220 Nm (162.1 Ib-ft) at 4300 rpm, and figures of 215 km/h (133 mph) and 7.5 sec for the 0 to 100 km/h dash. This was achieved with modifications that include a lift in compression ratio to 9.8: 1, and compared with figures of 190 km/h (118 mph) and 9.5 sec for the standard 323i.
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Germany

Hartage H5.S: BMW 535i

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
Hartge based its H5.S on the 5 Series BMW and created a 535i out of a 528i with improved rear suspension. The power of the 3. 5-litre in-line fuel-injected six was lifted from 160 kW (218 hp) to 177 kW (240 hp) at the very reasonable engine speed of 5500 rpm. Torque was raised from 310 Nm (228.5 Ibbft) to 320 Nm (235.8 Ib-ft), a figure which was delivered at an unchanged speed of 4000 rpm. The main emphasis of the work was on the cylinder-head, fuel distribution, ignition, and the exhaust manifold. A long five-speed gearbox was fitted to handle the extra power and the car benefitted from suspension lowered by some 3 cm, utilizing new springs, anti-roll bars, and shock absorbers.

Hartge offered two diffferent tyre and wheel combinations, with the classic Pirelli P7s (205/55 VR 16 front and 225/50 VR 16 rear) or 205/60 VR 15 P6s all round on BBS alloy wheels as one option. The alternative, unusually for a German tuner, was 200/60 VR 390 Michelin TRX tyres and wheels. As with all other cars of this breed, front and rear spoilers were standard fittings. Fully equipped, the Hartge BMW H5.S could reach 230 km/h (142 mph), accelerated from 0 to 100 km/h (62 mph) in 7 seconds, and reached the 400-metre and kilometre marks in 15 and 27.8 sec respectively. Hartge also offered an engine kit, the H5, for the 528i that gave 155 kW (210 hp) instead of 135 kW (184 hp) and produced 270 Nm (199 Ib-ft) torque at 4800 rpm.
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Germany

Hartage H7.S: BMW 735i

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
The Hartge-tuned 3.5-litre engine, developed a stonking 240 hp, and was a natural fitting for the Series 6 coupe and the 7-series sedans. The modifications included suspension lowered by 3 cm and Pirelli P6 or P7 tyres on BBS alloy wheels of 15- or 16-inch diameter. The H7.S could be fitted with a larger front spoiler and a small boot-lid lip, and interior modifications included a leather-rimmed steering wheel and infinitely variable sports seats. The H7 modifications were available on the 728i model with the same engine changes as for the H5 version of the 528i, prooducing 210 hp.
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Germany

Kamei: X.1 Programme for Volkswagen

  Also see: VW Road Tests and Reviews
 
The Kamei firm from Wiesbaden offered an extensive range of components for Volkswagens in its X.1 range; not just simple accessories, but the means to completely re-model a Golf, a Scirocco or Polo. The Golf X.1 combined any or all of the acccessories, principally a special grille with horizontal slats flanked by four rectangular headlamps. The hefty front spoiler combined with wheelarch extensions that flowed into running boards along the lower part of the body.

The bonnet was fitted with two air-intakes and the rear spoiler, which ran around the top of the rear window, had positions for two repeater stop-lamps. Kamei tested all their products in the wind-tunnel and claimed a reduction of 9 percent in the car's Cd, coupled with greater stability at the rear of the car and a decrease of 3 percent in fuel consumption. The effect of the accessories was highlighted by a special pearlescent finish, self-adhesive decorative panels, extra-wide wheels and tyres, Recaro seats with velour, leather or Alcantara trim, and the whole range was available fitted on cars specially built by Kamei as a limited production series. The similar Speedster range was available for the VW Golf Cabriolet.

The Scirroco received similar treatment, with front and rear spoilers, wheel arch extensions, and side panels that improved stability by creating more downforce on the axles. At the same time, Cd was down by nearly 10 percent. A special X.1 series of the Scirroco had the same pearlescent finish and special decorative trim, Centra alloy wheels shod with Pirelli P7 tyres, an opening glass roof panel, a leather interior, a stereo system employing Clarion and Bose components and a PTS drive comupter. The Polo also received the Kamei X.1 treatment, with a large front spoiler, skirts on the sides, and wheelarch extensions. A special X.1 Polo was also available, equipped with the same items as the Scirroco model except for the tyres, which were P6, rather than P7, Pirellis.
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Germany

Lorinser: Mercedes Programme

   
 
Sport Service Lorinser was another German Mercedes specialist, with a range of conversions for the full line of Stuttgart-built cars. The modifications were principally aerodynamic and cosmetic, and could be appplied to everything from a 200 station wagon to a 500 SEC. Lorinser offered a wide range of front spoilers in the shape of complete front bumper assemblies, which had provision for fitting built-in fog and spot lamps. Other coachwork additions were running-board mouldings which joined the front and rear wheelarches, boot-lid spoilers, and spoilers designed to keep the rear window of the station wagon free from dirt.

Apart from such items as ski-racks, the Lorinser range concentrated heavily on replacement wheel and tyre assemblies, based mainly on BBS alloy wheels in 7 and 8-inch rim widths carrying ultra-Iow profile tyres. In 1982 Lorinser introduced a Michelin TRX combination for use on Mercedes, offering 220 and 240-series tyres on a 390 rim. The appearance items covered a special grille with a large star on a black background in the centre of the grille for S-series cars, 200/280 saloons and coupes, and square US-style headlamps for the S class.
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UK

Rapport: Metro Convertible

   
 
Rapport International was an English company which produced a number of interesting conversions, including a BMW Series 7 station wagon and Range Rovers in convertible and three-axle forms, and was also engaged in the production of armoured vehicles. One of its more unusual conversions was a 1.3S Metro transformed into a convertible, but retaining the stanndard 1275-cc engine and four-speed manual transmission. In order to preserve the rigidity of the chassis without weighty strengthening members, the designers retained the standard doors and frames and removed only the central portion of the roof. The opening was continued back down to the lower part of the rear window and necessitated new fixed rear quarter lights. The Everflex roof did not stow completeIy, to retain luggage space, and a rollover bar was fitted behind the front seats.
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Germany

Rinspeed Eclipse: Porsche 938

  Also see: Porsche Road Tests and Reviews | Porsche Brochures
 
At Rinspeed, Porsche arithmetic meant that 911 + 928 = 938, and it was this calculation which gave birth to the company's Eclipse model. Based on the 911 SC Targa, the car was changed both front and rear, with a flat, plunging bonnet housing retractable headlamps. The front bumper incorporated a deep spoiler and sheltered built-in fog and long-range lamps. The central section was pure Porsche Targa, with the removable roof panel and rollover bar, but the rear end was reminiscent of the 928 in shape, with an integral deformable rear bumper.

The engine cover carried the voluminous rear wing from a 930 Turbo. The car used Pirelli P7 tyres in 205/50 and 225/55 VR 16 sizes at the front and rear, respectively, rubberwear being carried on BBS wheels with widths of 8 and 9 inches. Top speed was 10 km/h (6 mph) higher than standard at 245 km/h (152 mph) and the 0 to 100 km/h (62 mph) time was 6.2 sec. Interior equipment included a Clarion sound system and a comprehensive alarm and thief-proofing installation.
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Germany

Rinspeed Topaz Comprex: Supercharged VW Golf Diesel

  Also see: VW Road Tests and Reviews
 
Rinspeed, a Zurich-based tuning firm, offered a wide range of mechanical and body accessories for cars such as VW, BMW, Audi, Mercedes, Opel and others, and chose the 1982 Geneva Motor Show for the premier of their most important development to that time; the fitting of a Comprex forced-induction system on a VW Golf Diesel. The Comprex was neither a turbocharger nor a supercharger in the traditional sense, but pressurized the induction system by means of pressure waves. The concept was developed by the Swiss company Brown-Boveri, and in the case of this appplication was combined with a heat-exchanger to cool the induction air and improve overall performance.

Maintaining the standard capacity of 1588 cc, the motor's output was lifted from 40 kW (54 hp) to 51 kW (69 hp), a figure that was achieved at 4000 rpm - 800 rpm lower than that of the standard engine. Torque improvement was even more spectacular, with 142 Nm (104.6 Ib-ft) available from 1900 to 3000 rpm instead of 100 Nm (73.7 Ib-ft) at 2000 rpm. The result was a top speed of 158 km/h (98 mph), 17 km/h (10.5 mph) faster than standard, and a 5-second drop in the 0 to 100 km/h (62 mph) time at 12.8 sec. Consumption was marginally worse than the standard, but the increase in torque really made itself felt in acceleration in the intermediate gears, an improvement shown by a figure of 27.2 sec for 40 to 120 km/h (25 to 75 mphl in fourth gear.

The engine was fitted in a body specially developed by Rinspeed and taking the form of a Targa-topped conversion of a standard VW Golf GLi Cabriolet. The roof over the front seats was removable while the rear portion was fixed, as were the rear winndows. A rear hatchback opened down to the level of the rear bumper. Alongside this prototype, developed in colllaboration with VAG, Rinspeed also introduced its Topaz in 1982, equipped with a pre-production version of the Clarion Central Information system, a unit which aided the driver by means of a video screen that could show routing information from an onboard computer or the picture from a rea-rpointing TV camera. All this was at least 20 years ahead of time.
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Germany

Styling-Garage: Mercedes-Benz Programme

  Also see: Mercedes-Benz Road Tests and Reviews
 
By 1982 the German company Styling-Garage had become a specialist in the tuning and modification of Mercedes cars to very high standards, and their work covered a wide range of Stuttgart products. On the 500SEL, for instance, their modifications included US-style headlamps, a bumper with spoiler incorporated providing housings for long-range lamps, wheelarch extensions covering wide wheels and 235/55 VR 15 Pirelli P7 tyres, special paint finishes, and a roof-mounted Panasonic radio and tape system. Another Styling-Garage transformation was that of the 280 CE coupe into the 280 SGS convertible, with a power-operated hood.

This conversion was also available on the 380 and 500 SEC S-class coupes. For those customers who mourned the demise of the Mercedes 600, the company built the 600 SGS 5.0, a 500SEL lengthened by 60 cm (23.6 inches). The conversion was also available on the 380SEL in combination with hydropneumatic suspension. The rear compartment seated four, and was separated from the driving seat by a glass division. Trim was to the highest possible standards, with individual leather-trimmed seats with full electric adjustment, a complete in-car sound system, colour television, a bar, independently controlled air-conditioning, and the other goodies associated with a car of this class. To ensure the privacy of those that could affford such a degree of luxury, curtains were fitted at all the windows.
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Germany

Tropic: BMW Series 6 Convertible

  Also see: BMW Road Tests and Reviews | BMW Brochures
 
Tropic Automobile Design's speciality was the creation of convertibles out of coupes, and at 1981's Frankfurt Automobile Show they displayed a number of creations on Japanese chassis. Notable among them was a Honda Prelude whose lightly modified rear end provided sufficient stowage space for the folded hood (top) without impinging too greatly on the boot (trunk) space. However, the company's main work was with BMWs, with a particular slant towards the 628, 633 and 635 CSi models. The strengthened chassis retains the characteristics of the base model, and was a full four-seater.

Front and rear side windows retracted completely into the bodywork, and so did the electroohydraulically operated hood. The hood was particularly well finished, with three separate layers and an interior trim of velour, Alcantara or British woolen cloth. In addition, Tropic could supply a full range of equipment so that an owner could personalize their car. Among the items offered were front and rear spoilers and wing extensions, wood trim, leather upholstery, an automatic hood-closing mechanism which operated in response to a damp-sensitive micro-switch, and a turbocharged engine and special suspension (available from the beginning of 1983).
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UK

Wood and Pickett: Range Rover Conversions

   
 
Bill Wood and Les Pickett started work together at their Hooper coachbuilding factory in 1930, and in 1947 they left to set up their own company. They made their name with their conversions of Minis in the sixties, and followed this tradition with conversions of the Metro, notably the Laser which they showed at the Birmingham Show in 1980. They went on to modify Range Rovers, converting them into a veritable limousine, incorporating such features as remodelled bumpers, wide rims and tyres, wooden fascia panels, a sunroof, electrically operated windows and rear-view mirrors, central locking, supplementary lighting, winches, reinforced suspension, Recaro seats, and full in-car entertainment including TV.

Wood and Pickett also developed four-door versions, with chassis extended between 10 and 36 inches, before the factory produced its own four-door vehicle on the standard chassis. The Sheer Rover had individual styling, with a sloping bonnet and headlamps similar to those fitted to Rover saloons. Other Wood and Pickett conversions on the base of the Range Rover included extended three-axle models, luxury pickups, and a two-seater convertible with a power-operated hood.
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Germany

Zender

   
 
Zender was the boutique of the car-owner, offering from its headquarters at Mulheimm-Karlich a complete range of aerodynamic accessories, including front and rear spoilers (some of which incorporated commplete new bumper assemblies), for a large number of cars, including the VW Golf, Scirocco and Jetta, the BMW 3 series, and the Mercedes 200/280 in saloon and station wagon forms. In addition, the range covered a number of items of additional interior trim, including fascia-panels, seats, steering-wheels, electric window-lifts etc. Using their experience in the creation of these components, Zender also prooduced a number of complete cars using their styling and engineering ideas. The Zender version of the BMW 323i featured a deep front-bumper/spoiler assembly, a boot-lid spoiler, an Alpina suspension kit, and 195/50 or 205/50 VR 15 Pirelli P7 tyres.

The interior had Recaro seats with head-rests and trim in Alcantara and velour, and a full Hi-Fi installation. The Porsche 930 Turbo received an extremely luxurious interior and a 935-style bonnet with retractable headlights mounted in its steeply sloping forward portion. Zender's VW Golf "Stummelheck" was one of a number of variations on a theme by Wolfsburg. In this one, the rear of the car was extended by some 7 inches to provide an Escort-like line and increase the Golf's luggage capacity appreciably. The hatchback was kept, and the car was equipped with a number of Zender products including wheel arch extensions sheltering extremely wide 205/60 HR 13 Pirelli P6 tyres, and a front end that was also available on its own under the designation Z2.

This included a new grille with four round lamps and a bumper/spoiler combination. Zender also developed a turbocharged VW Scirroco, the Z.4O, which produced 105 kW (143 hp) and benefitted from a great deal of work on its aerodynamics. There was a new plunging grille, a twin rear wing, and a bumper/spoiler that combined with the wheelarch extensions. It was shod with 195/50 VR 15 Pirelli P7s.
1982 Maserati Quattroporte
1982 Maserati Quattroporte.
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