Excalibur (automobile)

Excalibur Automobile Corporation (formerly Excalibur Automobiles ) is an American, existing since 1963, automobile manufacturers. The company was founded by Brooks Stevens ( 1911-1995 ). The company headquarters is located in Milwaukee. The focus of the activities are the built with modern technology replicas of luxury automobiles in the 1930s.

Stevens was for many years a design consultant for Studebaker. In a sense, the way he had dealt with classic cars since the 1950s. The result was a 1951 initiative called Excalibur Roadster in a classic style, which was based on Studebaker technique. The car remained a one-off.

Stevens took up the idea later on and put another 1963 Roadster Studebaker technique to the wheels. This vehicle leaned visually to the Mercedes -Benz SSK of 1928. Studebaker was interested in a small series and showed it to test the audience reaction to some fairs. Ultimately lacked the ailing company but the funds for projects of this type

Together with his sons David and William and in agreement with Studebaker Brooks Stevens founded in 1964, the company Excalibur Automobiles, which dealt with the serial production of cars with classic design. The goal was in his own words, to create a Contemporary Classic, a contemporary classic. The end of 1964 the operation began production of only slightly revised prototypes as Excalibur Roadster. Only the cars of the first series were leaning in terms of design closely tied to a specific model of; contrast, later series had a more independent design, but also reminiscent of classic Mercedes -Benz in the 1930s.

Excalibur was the first company of its kind in the United States. The success of the Excalibur had since the 1970s many other companies such as Clenet, Ron Sparks Coachworks or Elegant motor urge (the latter with very accurate Duesenberg Replicas ) on the market, copied the Stevens ' concept and for Excalibur at any rate temporarily a serious competitor represented.

Excalibur Series I

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The first series was produced 1965-1969 as a Roadster and Phaeton. Both models were based on a stable chassis of the Studebaker Lark Daytona, Stevens had been modified by some intervention. When driving a 4.9 liter ( 289 cin ) was large eight-cylinder Studebaker used, which had been charged by a compressor and originally designed for the Studebaker Avanti in the first year. When Studebaker stopped production in 1966, Excalibur switched to a 5.4 liter ( 327 cin ) large eight-cylinder from the Chevrolet Corvette. As a Power 320 kW were either 221, 294 or 1968 available. This engine was used until 1969.

The equipment of the car has been over the years a lot more comfortable. While it is still trading at the models of the first vintages comparatively rustic vehicles, which contributed much to their drivers but also demanded a lot, such as power steering, heater and defroster, air conditioning, leather upholstery, radio systems were 1968 components available; also the chassis has been significantly improved. From 1969 finally offered Excalibur also a hardtop for both body styles and exterior door installed between the front axle and spare wheels. In a prospectus, the well-equipped Excalibur as a carriage ( "for the man who thought he had everything " ) were " for the man who is thought to have already everything " described.

The SSK Roadster

First, the two-seat roadster SSK was introduced, which was the German Mercedes SSK modeled. The selling price of the SSK Roadster initially was $ 7,000; in the last year of production, the price had risen to $ 9,000. Thus, the price of the Roadster was each slightly above that of the most expensive sedan from Cadillac. Between 1965 and 1969 originated about 200 SSK Roadster, of which 100 with the supercharged Studebaker engine.

The Phaeton

As of 1966, the Excalibur SSK Roadster a four-seat convertible called the Phaeton to the side. It was based on the same chassis as the Roadster; only the design of the rear was changed. Thus, the Phaeton was a second row of seats, which was mounted behind the rear axle. The price of the Phaeton was approximately $ 1,000 higher than that of the Roadster. Until 1969 100 copies were made ​​.

The production

Excalibur Series II

Excalibur Series II Roadster

For the model year 1970, Stevens before a second edition of his "Contemporary Classic". As body styles, there was still a Phaeton and Roadster, the latter in the model year 1970 as SS and SSK Roadster Roadster ( without running boards, matched less comfortable ) was offered. In 1971 there was only the SS and the SS Roadster Phaeton. The bodies oriented to continue the classic Mercedes -Benz design, the template translated but clearly free to act as it had done I of Excalibur Series. With the Excalibur Series II was on the previous Studebaker chassis. The new cars rested on a separate chassis, the Stevens ' son David had designed. The suspension parts but the Chevrolet Corvette C3 were taken.

The Corvette also supplied the drive technology. Excalibur initially used the 5.7 -liter eight-cylinder engine ( small block ) of General Motors, which gave uniform 254 hp for all models. As power transmission was standard, a manual four-speed transmission by General Motors type Muncie; optionally, a three -speed automatic transmission of the type Turbo Hydra -Matic was available, which was actually in demand far more frequently than the manual. According to the prospectus of the SSK Roadster is thus have completed the acceleration from 0 to 96 km / h in six seconds; the top speed is said to have stood at 150 mph (240 km / h = ). Contemporary reviews praised addition to the sportiness of the performance, especially the precise handling of the Excalibur, the befände at the level of a sports car.

For the model year 1973 Stevens changed the drive units to " Big Block " 7.4l (454 Ci), also from General Motors, in the power stage, which was used in his early C3 Corvette: 330 HP according to the American SAE standard or 270 hp according to the European DIN standard. While still manual, Closely spaced four -speed manual gearbox was available, but the vast majority of the vehicles were shipped with the " Turbo Hydra-Matic ." For this automatic version Brooks Stevens thought a special feature of: he invented its own double shift gate, where one could switch through the gears manually with the selector lever in the right hand position!

The Series II models were significantly more expensive than their predecessors. A SSK Roadster of the vintage 1970 was offered for U.S. $ 12,000; the price of the Phaeton was $ 12,900. He was more than 50 % more expensive than a Lincoln Continental Mark III, surpassing even the Cadillac Fleetwood Brougham sedan 75 yet clear. 1974, in its last model year, both the SS and the SS Roadster Phaeton for $ 17,000 were offered. Overall, the Excalibur Series II was not a commercial success. The high-priced cars sold in any case badly at the start of the cycle model.

Excalibur Series III

Excalibur Series III Phaeton

A third series of Excalibur was launched for model year 1975. The design corresponded apart from minor modifications to the Series II; by far more successful - - ​​continue the Roadster and Phaeton were offered. The main changes with respect to the Series II were related to the drive technology and - above all - the adaptation of the body to the U.S. safety regulations. So front and rear bumpers massive aluminum were installed. The front fenders were now covered at the side to reduce the risk of injury. Finally, there were shoulder- high single seats with seat belts. The measures made ​​the Excalibur models noticeably heavier and bulkier; the empty weight increased by almost 800 kg more than two tons.

The drive now was the 7.4 liter big block motor ( 454 cin ) from the Chevrolet Corvette, whose performance has been specified in terms of the American emission regulations with relatively modest 158 kW ( 215 hp SAE ). The increased weight was reflected in the performance of the vehicles. The top speed dropped to 180 km / h At the same time, the consumption increased significantly. He was, according to Auto Motor und Sport 25 to 30 liters per 100 kilometers.

A special design detail of the Series III was the use of light units of the VW Beetle: On the front fenders were the indicators of the Beetle, and the rear fender wore large round tail lights (known as elephant feet ) of the VW Beetle 1303 The Phaeton had a large separate. suitcases available that was installed at the rear of the car.

The Excalibur Series III was the most successful model of the small company. Between 1975 and 1979 originated in 1141 vehicles, although at the same time pushed some competitors, including the French-born Alain Clenet with its own based on Ford - component products on the American market.

Competitors:

• Clenet Series I
• Panther De Ville
• Sparks D' Elegance Roadster

Series III Phaeton in Potsdam; the taillights are from the VW Beetle

Excalibur Series III Phaeton. The adjustments to the front of the car to the American Safety regulations are clearly visible. Rhine river Classics 2009

Series III Phaeton in Siegburg

Series III Phaeton in Siegburg

Excalibur Series IV

Excalibur Series IV Roadster

Since 1980 Excalibur Series IV is produced. The cars were significantly larger than their predecessors. Thus, the wheelbase has increased by more than 30 cm to 3170 mm. The design was independent; it was clearly seen that the bodies the classic specifications cited only. The number of body styles grew. In addition to the Roadster and Phaeton - now also available with fixed hard top - there was also temporarily a four-door and a six-door sedan. Power was supplied primarily from the 5.0 -liter small-block eight-cylinder Chevrolet, which delivered 147 kW. By 1997, over 3500 vehicles were produced. Most models are approved in California, where they have long been considered one of the favorite vehicles of the new rich and starlets.