Rare ONES You must have often heard about this brand of cars called Jeep originating from America. This car was previously assigned to make the MB Willys which was used as a military vehicle in the World War II.
An advertisement of Jeep FJ-3 Fleetvan in 1961. (Picture from: MotorSmarter)
In addition to the MB Willys, Jeep has been producing many powerful cars with various models and types for a long time. For example, there are Wrangler, Cherokee, Grand Cherokee, Wagoner, and many more.
But do you know that it turns out that Jeep has done some special types that are rarely heard and seen by many people. Here are the first part of 7 types of Jeep cars that are counted very rarely owned by ordinary people.
1. Jeep CJ-6
This car was made before the Jeep CJ-5 with an additional 20 inch wheelbase. And the CJ-6 was made to meet the off-road vehicle market that was becoming a trend at that time because the Wrangler was at that time. This car was present in 1955 and go on sale in 1956 up to 1975.
But in the reality, this type of Jeep is actually quiet and does not run well in the automotive market. Sales records from CJ-6 also went very slowly because in 20 years only 50,000 units were sold.
Some of these cars are sold in South America, and there are also in Sweden. In America alone this car is converted into 4 doors and is often used as a 4-door Gov's service vehicle. But actually CJ-6 already existed three years before this CJ-6 was present. They call it M170 with a military version which is basically the same as M38A1 or CJ-5.
To distinguish military CJ-6 and civilian CJ-6, is on its spare tire. For the military version the spare tire is in the car which allows the stretcher to be hung behind the door.
2. Jeep CJ-10
Then there is the Jeep CJ-10 made based on the Jeep J10 model. This car is sold in large quantities to the international market, especially to Australia. And in Australia, this Jeep is very well known as "1 Tonner". Besides this Jeep is also said to be the most aesthetic Jeep ever built. This can be seen from the grille that is very dashing and very cool in its day compared to other off-road cars.
This car uses three choices of engine types, namely 4.2 L AMC inline 6, 2.5 L AMC 4-pot, and Nissan 3.2 L diesel. While on the transmission they also have two choices, namely 4-speed manual and 3-speed automatic transmissions.
In addition to CJ-10, it was also made another version with the name CJ-10A which was limited to 2,000 units. And this special version was only used to serve in the United States Air Force in 1980.
3. Dispatcher Jeep
Then there is a DJ which stands for 'Dispatcher Jeep' and debuted in 1955 and is a modified version of CJ-3A. The Jeep uses a 3-speed manual transmission with a 4-cylinder L-Head Hurricane engine like the Willys MB engine of the World War II era.
This DJ series is often used as a shipping service vehicle like the United States Postal Service. For choices, they also offer this car in the form of hard top or soft top.
In addition to the DJ version, there is also a Jeep DJ Surrey which is arguably special, because this Jeep is specially prepared as a servant vehicle at the hotel resort. This car is sold in various colors, ranging from blue, pink and green. But for this one they chose dappled blue from the roof to the upholstery.
4. Jeep FJ Fleetvan
Next,
there was also the Jeep FJ in circulation from 1961 to 1975. The
manufacture of this car was based on FDJ-3A and sold by Willys Overland
in collaboration with Kaiser-Jeep with a focus on the United States
Postal Service. They made 2 models namely FJ-3 and FJ-3A, for version 3A
they made it a little longer than the regular version.
Unfortunately
the dominance of FJ-3 had to lose to FJ-6 on the basis of the latest
CJ-6 in the 1960s. Then FJ-6 was replaced by FJ-9 at the end of 1975
which was the last era of FJ. For machine use, the average FJ still uses
Hurricane F-Head with two transmission options, namely 3 manual and
automatic acceleration.
Rare ONES Although it bears the name of a fairly well-known manufacturer, in fact this one British car was not known widely and we're also sure you have never heard of it before. The mentioned car was produced by AC Cars, a British automaker is perhaps better known through its collaboration result car with an American famous automotive designer, Carroll Shelby back in the 1960s named the AC Cobra. Here's she the AC 3000ME, one of sports cars made by the British manufacturer during 1979 to 1985.
The AC 3000ME is started its life story as a sports car prototype called Diablo was engineered by Peter Bohanna in collaboration with Robin Stables back in 1973. (Picture from: AROnline)
The car begins its life story as a sports car prototype engineered by Peter Bohanna, a former Lola Cars employee in collaboration with Robin Stables, a former racing mechanic and Lotus dealer back in early 1970s. As quoted from AROnline, the controversial AC 3000ME sports car is the fruit of the creative thinking of both whose said directly influenced by the legendary motorsport success of the Ford GT40 and Lola T70.
The Bohanna-Stables Diablo concept looked impressive enough to convince AC Cars top brass to put it into production. (Picture from: AROnline)
Uniquely, this glassfibre-bodied two-seater sports car prototype was reportedly created afters hours in Lola's drawing office and concieved as a kit car, and powered by a mid mounted 1.5 liter Austin Maxi engine. However, this was a delicately-styled concept car was far more than a pretty body. Furtermore, it's already featured independent coil springs and wishbones all round, subframes front and rear, and a rigid tub structure.
The AC 3000ME is a two-seater sports car produced by AC Cars during 1979 to 1985, is featured with a wedge-styled, and a unique pop-up headlights. (Picture from: AdrianFlux)
Originally, the mentioned above prototype named the Bohanna-Stables Diablo (nothing to do with the Italian-made Lamborghini Diablo) was first unveiled at the 1972 Racing Show in London, and immediately drew favourable comparisons with Italian exotica, such as the Dino 246GT and De Tomaso Mangusta.
The AC 3000ME is a 2-door coupe introduced at the London Motor Show in 1973, but did not hit the road until 1979. (Picture from: AdrianFlux)
After the exhibition ended, it seems that the Bohanna-Stables Diablo prototype managed to attract the British car maker AC Cars attention due to its design is considered capable of filling the UK sports car market niche. At least that's what Keith Judd of AC Cars believed when he spoke to the car creators and then drove the Diablo prototype over to the AC Cars factory in Thames Ditton to show the car to his boss, Derek Hurlock.
The AC 3000ME later version chassis was a
perimeter frame whose central tub was made of folded sheet steel with an
integrated roll-over bar.. (Picture from: AdrianFlux)
In short, AC Cars done several car test series upon the one-off running prototype at the time. It seem during the tests, the Bohanna-Stables Diablo concept was appeared impressive enough, so it managed to convince the British company top brass to purchase the car production rights, and as soon as possible put it into the company production lines. All then went quiet, nothing happens until the British automaker shown off a revised Diablo (non-runner) model as the AC 3000ME at the 1973 Earls Court Show. The car named after its 3 liter, mid-mounted engine it has.
The 3000ME’s interior was so well-appointed by the standards of that era
that it even featured a gated shifter for the AC-designed 5-speed
gearbox. (Picture from: Silodrome)
The sports car appeared in a distinctive wedge-shaped and in accordance with the trends of the time, while the price wasn’t confirmed, although AC management hinted that it would be between £3,000 to £4,000, and that deliveries would begin in July 1974. As a result, during the exhibition the company managed to collect as many as 250 orders for this car. By 1974, the styling was finalised. The shape of the Diablo was retained with some modifications to the nose, a higher roofline and improved air intakes design. During the 1970s to 1980s, many comments that arose related to the 3000ME
performance were considered less impressive.
AC-Ghia Concept based on the 3000ME’s running gear looked different from its donor car. (Picture from: AROnline)
So some third parties
then make an increase in performance so that the car can run faster.
Unfortunately none of those third party work was adopted by AC Cars to
be applied to the production car. Besides that it turns out that this 3000ME car design had got a touch of design one of the Italian famous coachbuilders, Carrozzeria Ghia, as part of vague possibility of joining forces with the American manufacturer Ford Motor Company.
AC-Ghia Concept based on the 3000ME’s running gear looked different from its donor car. (Picture from: AdrianFlux)
For the reason then AC Cars sent two 3000MEs to the Italian coachbulider. In short, the Ghia design studio given a
touch of Italian style to the British-made sports car, and called of the AC-Ghia Concept, after completed, the car shown off at the 1981 Geneva Motor Show. Unfortunately, Derek Hurlock
was not interested by the Italian-style car, even though the car was
actually not disappointing in terms of appearance and performance. Of course this caused the joint production effort with Ford to fall apart.
AC-Ghia Concept based on the 3000ME’s running gear looked different from its donor car. (Picture from: AdrianFlux)
It's not only Ford who is interested in the 3000ME rescued, it turns out that there are other potential applicants from America who are also interested, namely Barry Gale of one of the US De Tomaso Pantera importers with the aid of Carroll Shelby. They considered selling the AC 3000ME in the US under the named of Shelby ME is powered by a 2.2-litre Chrysler turbo engine. Nothing came of the plan, and only a single car was made in the end of 1980.
Barry Gale was attracted to the AC 3000ME with aid of Carroll Shelby to sell it in the US under the name of Shelby ME, and powered by Chrysler drivetrain. (Picture from: AROnline)
But what happened next, no one had ever imagined before, the car failing its first 30 mph frontal impact test, and that led to changes to the structure and underpinnings were needed to be re-engineered in order to allow the car passed the test, that's a time consuming process. Apparently it did not affect the company to continue promoted the 3000ME at several major auto shows at the time, but deliveries were no longer being promised. As a result until 1976 the company managed to get 1,200 orders for the car. AC's engineers worked hard to get the 3000ME into production by re-engineering it for the Ford Essex 2,994 cc V6 drivetrain.
The AC 3000ME weighed about 2,487 lbs and had a 40/60 front-to-rear weight distribution. (Picture from: Silodrome)
Unfortunately the large number of orders was not a blessing for AC Cars, rather a new problem, because their finances were not able to handle all of those orders. Not to mention that most of them have an unusually high bespoke content, which makes the conditions even more difficult to deal with. After extensive delays, the first 3000MEs were delivered in 1979, six years after its debut, and at the time, AC Cars could only produced just 76 examples. The first production car rolled off the line in 1978 (there were 11 prototypes before that), and the initial reactions in the media were very positive indeed.
The AC 3000ME featured an in-house suspension system
comprising upper and lower A-arms with coil springs and telescopic shock
absorbers both front and rear. (Picture from: Silodrome)
Once again the bitter pill must be swallowed by the company, it didn't seem like the right time to market a new car, because it was in 1979 that later known as the Second Oil Crisis, fuel prices were rocketing, and the world heading towards a rather unpleasant global recession. It’s therefore unsurprising that AC was struggling to sell the 3000ME in anywhere near enough numbers to allow it to break even. In 1984, and after 76 cars had been built, Derek Hurlock decided to sell the company, and immediately looked for a buyer.
The AC 3000ME is powered by a mid-mounted Ford Essex 2,994 cc V6engine coupled with 5-speed Hewland gearbox. (Picture from: AROnline)
In his search for the company buyer at the time, Derek Hurlock had experienced health problems. Shortly thereafter a Scottish entrepreneur David MacDonald stepped in and made an offer for the 3000ME production tools and the rights to license the AC name with it. Finally an agreement was reached, so all production equipment including the molds and jigs were immediately moved to north.
The Ecosse Signature prototype built in 1988 based on the AC 3000ME Mark 2 prototype. (Picture from: AROnline)
The new company of AC (Scotland) plc, was established in a new factory in taken over from the Scottish Development Agency at Hillington in Glasgow. And from the Glasgow-based factory, 30 cars were built, while development on an updated car was set-up. A prototype powered by Alfa Romeo’s excellent 2.5-litre Busso V6 engine prepared, followed by a nearly-complete Mark 2 prototype. But luck is unachievable and misfortune is unavoidable, this Scottish company was forced to cease its car production as well in November 1985.
The Ecosse Signature prototype is powered by a Fiat twin-cam from the Croma Turbo. (Picture from: AllCarIndex)
So once again, AC Cars operational returned to Thames Ditton until the Hurlock family sold their holdings to William West a year after AC (Scotland) closed its doors. The rights to the AC marque then were then aquired by Brian Angliss. From the ashes of the AC (Scotland) venture then came the Ecosse Car Company Ltd, in which the 3000ME tried to make a comeback under new name of the Ecosse Signature.
The Ecosse Signature prototype debuted at the 1988 Birmingham Motor Show, several potential customers came in. (Picture from: AllCarIndex)
It started when John Parsons and ex-BRM Technical Director, Aubrey Woods, joined forces to buy the remains of the company, and moved it to Hertfordshire in England. They took the former Mark 2 prototype, removed the Alfa V6 engine, and replaced it with a Fiat twin-cam from the Croma Turbo. With that much power, it will definitely have a lot of performance. Then they brought the prototype to show off at the 1988 Birmingham Motor Show, several potential customers came in.
Unfortunately, the restyled Ecosse Signature sports prototype was dissapeared shortly afterwards launched, due to Parsons and Woods couldn’t secure the investment funds needed to get the car into production. It was a sad end to the 3000ME, a car that promised so much back in the heady days of 1973 but, in the end, it proved too ambitious a venture for such a small company.😢 *** [EKA | FROM VARIOUS SOURCES | ARONLINE | AC3000ME | WIKIPEDIA | SILODROME | ADRIANFLUX | ALLCARINDEX ]
Rare ONES If someone asked to us about the most potential place on the globe where the best motorized vehicle engineering lies besides the main countries which are in Western Europe, North America and East Asia, off course we directly pointed to Brazil. As we all know, the country which is located at the southern tip of the American continent also having abundant the best talents of the automotive world.
The Lobini H1 is built by a Brazilian automaker, Lobini with the goal of building a competitive sports car by using local talents and resources. (Picture from: Geocities.ws)
It's no wonder later from their hands that extraordinary Brazilian automotive designs were born. Call it such this one of the Brazilian-made sports car named the Lobini H1 whose appearance looks like the Lotus Elise. This gorgeous sports car was designed by former Lotus designer Graham Holmes, so it's clear where this Brazilian sports car gets its Elise styling.
The Lobini H1 prototype during a trial run on the Pirelli track. (Picture from: Geocities.ws)
As quoted of Diseno-Art, the mentioned above sports car is produce by a Brazilian automaker company named Lobini Empreendimentos(later the company name changed to Lobini Automóveis in 2003). For you info, the Lobini name is a short of the company founder names, Jose Orlando Arrochela Lobo and Fabio Birolini. Reportedly, this Moinho Velho-based automotive company was founded in 1999 with the goal of building a competitive sports car by using local talents and resources.
The Lobini H1 prototype during a trial run on the Pirelli track. (Picture from: Geocities.ws)
The Lobini H1 prototype was successfully launched in 2002 and was born as a roadster powered by an Alfa Romeo V6 engine with a sturdy and sporty suspension calibration. The car first appeared in public at the São Paolo Motor Show and got a pretty good reception at that time. After that the Brazilian company plans to start producing as many as 100 units per year, while also using some of them for use in racing competitions.
The Lobini H1 has a nice front end coupled with new headlights and an aerodynamic styled bodywork. (Picture from: Geocities.ws)
The first production version of the Lobini H1 sports car appeared in 2005. Even the Brazilian company had shipped one of its cars to England, as part of cooperation with Lotus for Lobini technical validation in Europe. For some reason, it is possible that the Brazilian company is experiencing serious financial problems so it has to change ownership. In 2006, Lobini was acquired by Brax Automóveis and at the same time they presented the new 2007 Lobini H1 model to appear at the Salão do Automóvel 2006.
The Lobini H1 is powered by a Volkswagen 1.8L turbocharged 20V engine coupled with 5-speed manual gearbox. (Picture from: Geocities.ws)
The production version of the H1 was no longer powered by an Alfa Romeo drivetrain, instead was powered by a Volkswagen 1.8L turbocharged 20V engine, the same one used in some versions of both Volkswagen Golf and Audi A3 coupled with 5-speed manual gearbox. The German-made engine develops power of 180 hp @ 5,700 rpm, so it can bring the H1 to accelerate from rest to 100 kph in 6 seconds, and go on to a top speed of around 225.308 kph. That's not bad, isn't?
The Lobini H1's cabin featured with 2-bucket racing genuine leather seats, and a four-point harness. (Picture from: Geocities.ws)
Meanwhile the body is made of fiberglass produced by fellow Brazilian sports car manufacturer Chamonix mounted on a carbon steel tubular chassis. Furthermore, the automaker provided the H1 sports car into 2 variants, ie 2-seater targa and coupe. The targa variant has a removable hard-top roof, vice versa the coupe gets a fixed roof. Both got a redesigned front end with new headlights and an aerodynamic kit. While inside the cabin, both variants of the Lobini H1 comes with leather seats available in light gray, dark gray or black.
The Brazilian automaker provided the Lobini H1 sports car into 2 variants, ie 2-seater targa and coupe. (Picture from: Geocities.ws)
In addition, each Lobini H1 can be personalised by order, the customer able to specify exterior color (over 10,000 options) and also an even greater choice over the interior materials such as leather and carpeting. The automaker hopes it could be fulfilled the customer desired to make their H1 looks different than others, and off course they should be spent extra more money due to it would be cost more than the standard ones.
At that time the standard version of the Lobini H1 was offered with a price tag of around 170,000 BRL (approx $90,000). Unfortunately, the production of this Brazilian sports car was ceased in 2012, and during its 7 year production period it was only able to build around 70 units. *** [EKA | FROM VARIOUS SOURCES | AUTOENTUSIASTAS | DISENO-ART | WIKIPEDIA | GTPLANET ]
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Forgotten ONES Maybe not many know or have heard of this sports car made by an Italian automaker, Iso Autoveicoli S.p.A. or known as Iso Rivolta in early of 1970s. So far, the world automotive enthutiasts is probably more familiar with or at least ever heard of the Iso Rivolta, Iso Grifo, Iso Fidia, Iso Lele.
The Iso Rivolta Varedo prototype is created to generate publicity for Iso and to show they were looking to the future. (Picture from: UltimateCarPage)
Well, this Italian automotive manufacturer was founded by Renzo Rivolta, a Milanese industrialist who initially tried his luck by acquiring a Bolzaneto, Genoa-based electric heaters and chillers manufacturing company, the Isothermos in 1939. During the 2nd World War precisely in 1942, he was forced to move his place of business to a relatively safe area that allowed him to keep running his factory production wheels during the war in Bresso, outskirt of Milan.
The Iso Rivolta Varedo prototype inroduced to public for the first time at the Turin Motor Show 1972. (Picture from: IsoRivolta.fr)
In short, after the war he expanded the business into the motorcycles and scooters maker in 1952, then decided to enter the micro car market by designing and producing the famous Isetta. And when sales of micro cars began to decline, Rivolta decided to release the micro car production licenses, and sold to a German automaker, BMW.
The Iso Rivolta Varedo prototype sat on display at the Geneva Motor Show 1973. (Picture from: IsoRivolta.fr)
Meanwhile, the Italian company then entered the arena that is no less lucrative, namely high-performance cars. And Iso's first model at the time was the IR300 and IR340 styled by Bertone and powered by an American-made Chevrolet engine. For your info, those cars above were designed by Giotto Bizzarrini, and was unveiled at the Turin Motor Show in October 1962.
Piero Rivolta posed along with the Iso Rivolta Varedo prototype in front of the factory. (Picture from: IsoRivolta.fr)
But no one ever knows about ages and future. In August 20, 1966, Renzo Rivolta had a heart attack and suddenly died at the age of 57. In short then the Iso automaker company was taken over by his son, Piero who was 25 years old at that time, and had graduated his doctorate degree in mechanical engineering.
The Iso Rivolta Varedo prototype designed by Ercole Spada as an eye-catching and very exotic mid-engined supercar. (Picture from: UltimateCarPage)
At the time, Piero Rivolta has ambitions to bring his company's production cars into Formula One competition and to make that plan a reality, firstly preparing his company to add the mid-engined supercar to its sports car and GT lineups. And Piero wanted a purely high performance mid-engined car with a body made of fiberglass. In the early 1970s, Piero Rivolta hired Ercole Spada, a veteran designer who had previously worked at Carrozzeria Ghia, to be a chief stylist of his company.
The Iso Rivolta Varedo prototype featured with a very exotic in an aerodynamic '70s typical wedge-shaped fiberglass bodywork with a fairly light weight, which is around 1,000 kg. (Picture from: RuoteVecchie)
Then Spada and his team drawn up for the design, followed by the creation of a mid-engined supercar prototype, later known as Iso Rivolta Varedo. The car name was intended as a homage to the place where the Iso new factory was located. At that time, mid-engined cars were becoming a trend in the world's racing, because they were proven capable of providing better handling and performance while on track.
The Iso Varedo prototype’s cockpit was comparatively restrained with a simple full width dash was only interrupted by a raised section behind the three-spoke steering wheel. (Picture from: RuoteVecchie)
Besides that, the design resulting from this mid-engined layout is often very exotic and eye-catching; thus they are everything a supercar should be, both form and function. The Varedo prototype car designed by Ercole Spada looks very exotic in an aerodynamic '70s typical wedge-shaped fiberglass bodywork with a fairly light weight, which is around 1,000 kg.
The Iso Rivolta Varedo prototype is powered by a 5.7-liter V8 engine of Ford 351 Cleveland capable burst out 325 hp of power, coupled with rear wheel drive and 5-speed manual ZF gearbox. (Picture from: RuoteVecchie)
In appearance, the Varedo prototype looks similar to the Alfa Romeo Carabo Concept and the Lamborghini Marzal Concept, perhaps due to the Bertone factor attached to those three (just guessing). Meanwhile, its drivetrain is a 5.7-liter V8 engine of Ford 351 Cleveland capable burst out 325 hp of power, coupled with rear wheel drive and 5-speed manual ZF gearbox.
The Iso Rivolta Varedo prototype was a reasonable light car with a body made of fiberglass (75% fiberglass and 25% polyester). (Picture from: IsoRivoltaOfficial)
Well, only one Iso Rivolta Varedo was ever built, and after mechanical sorting and testing at the Monza race track, it turned out to be a car with good handling and performance. The car was first shown to the public at the 1972 Turin Motor Show, and received a quite good reception among visitors to the exhibition at that time.
The Iso Rivolta Varedo prototype now resides at the Sarasota Classic Car Museum in Florida. (Picture from: ForumMiata)
Unfortunately due to financial difficulties, it was not long after that, Rivolta families sold their interests in 1973 to an Italian American financier named Ivo Pera who promised to bring American management into the company. But the promise was never fulfilled, due to the uncertain global situation and conditions at that time.
The Iso Rivolta Varedo car project died without ever introducing it as a production model.😢 While the prototype left rusty and damaged into pieces in corner of the factory warehouse, until Piero Rivolta found it and was subsequently re-purchased and restored to its perfect condition like in its heyday, currently the Iso Rivolta Varedo resides at the Sarasota Classic Car Museum in Florida. *** [EKA | FROM VARIOUS SOURCES | ISORIVOLTAOFFICIAL | SUPERCARNOSTALGIA | TOPSPEED | WIKIPEDIA | CLASSICANDRECREATIONSPORTSCARS | SARASOTA CLASSIC CAR MUSEUM ]
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Unfortunately
the dominance of FJ-3 had to lose to FJ-6 on the basis of the latest
CJ-6 in the 1960s. Then FJ-6 was replaced by FJ-9 at the end of 1975
which was the last era of FJ. For machine use, the average FJ still uses
Hurricane F-Head with two transmission options, namely 3 manual and
automatic acceleration.
