ALFA ROMEO GTV6 Limited Edition - CAR NO. 11

a similar type of GTV6 with mine, no longer in production

TK 9362 - ALFA ROMEO GTV6 - LIMITED EDITION

Hi! We meet again. It has been 2 weeks or more I did not write on this blog URL. Surprised and frustrated by the disabled AdSense account which I have enjoyed it barely for 12 days only. Estimated amount collected just $4.95 which never gone to my purse. I didn't know the actual reason for the disable. I was so down to the extent of I didn't write or re-apply or appeal for the disabled account. I've been told that such disabled account is not possible to be reinstated again. But I'm very sure that I have not committed invalid clicks as accused by them on me because I've read their rules prior to that and abide by it.

Never mind, life is going on. I will appeal for that later on. 

Now, I'm telling about my car no.11 after I've lost the BMW 525i, 1988 model No. TL 9999( if you read my previous blog you'll know about that BMW car). The car no.11 was an Italian product called Alfa Romeo GTV6 Limited Edition 1981 series. It was an imported version or CBU model. But, it was a used car wherein I was the third owner. But I love this car very much. I bought it in March, 2001 from a Chinese owner.

Roger Moore's Octopussy Hollywood Movie, 1983 can be watched on line.

It was a sleek, fast, powerful and sporty look car. A great performance car. Even James Bond used it in the movie called the Octopussy. View the movie then you"ll see how 2 BMW 5series driven by the German's police couldn't get closer to the GTV6 driven by Mr. Bond, what more to overtake it!

Top speed was 260km/hour and I managed to go up to 245km/hour only in North-South Highway (KL-Seremban Highway) at that time (2001). But, this was a 2 doors hatchback model (3 doors) and it was not quite suitable as a family car because the rear passengers will have to go in first and come out last!

HERE ARE SOME FACTS ABOUT GTV6

Alfa Romeo GTV6 (1981)

From 1974 to 1989, Alfa Romeo sold 135,000 copies of the Alfetta GT / GTV coupe. This car was derived from the Alfetta sedan. Both cars shared the same 1.6 / 1.8 / 2.0 twin-cam engines and a very unique drivetrain: a transaxle incorporating gearbox, clutch and differential mounted at the rear axle to give near perfect balance. 

Besides, both the coupe and sedan gave up traditional live axle and went for a semi-independent de Dion tube rear suspension. The result was much improved road holding, especially in the case of the coupe. The coupe, designed by Giorgetto Giugiaro, was also very beautiful while boosting a real 4-seater cabin. However, it was quite underpowered. Without the addition of the excellent V6 engine, it would have never entered our classic car archives.

In 1981, Alfa Romeo introduced a 2.5-litre V6 into the car. The resultant flagship coupe was named GTV6. To accommodate the bigger engine, the GTV6 got a bonnet with trademark power bulge.

The new engine immediately won overwhelming praises from motor journalists and car lovers. It was extremely smooth, free-revving and powerful. Equally important, it made great sound. This 60-degree, all-alloy V6 sacrificed Alfa Romeo's traditional twin-cam layout for the cheaper single cam per bank, but the exhaust valves were driven by the camshafts via pushrods so that it maintained the cross-flow combustion chambers. It produced 160 horsepower and 157 lb/ft of torque, remarkable by the standard of mass production coupes during the early 1980s.

For many years, the V6 was regarded as the best V6 in mass production. Even after the GTV6 died in 1989, the V6 continued to evolve and powered many other Alfa cars, such as 75, 164, 155, GTV/Spider, 156, 166 and 147 GTA. During its 25 years life, it was enlarged to 3-litre and eventually 3.2-litre, with valve gears upgraded to quad-cam and 4 valves per cylinder.

Thanks to the V6, GTV6 could out-survive other Alfetta GT / GTV coupes. When it phased out in 1989, Alfa Romeo no longer had a rear-drive coupe (except the limited edition SZ). A great era came to an end. The next GTV coupe in 1995 would be changed to front-wheel drive…

BMW 525i - 1988 - CAR NO. 10

BMW 525i (E34) - Registration No: TL 9999

After satisfying my father with his brand new Subaru E10 with registration no TM9339, I went to the BMW's sole dealer in the state of Terengganu at that time (1989) just to take a look at various models being exhibited to the public in the dealer's showroom which was not far away from my office. The dealer was the same dealer that sold the Volvo 360GLE to me about couple of years before.

The showroom displayed the one and only brand new imported CBU (complete built up) BMW 525 series 1988 model (E34 series). Test drive was not allowed due to limited unit available.

The first unit of this BMW ever owned in Terengganu was the one belonging to Perwaja Steel (M) Sdn. Bhd., Malaysia's first iron factory located in the District of Kemaman, Terengganu. If I buy the car, I will be the second user but the first individual owner of BMW E34 in the state of Terengganu! It will be the 10th car I've ever owned in my life.

The car price was MYR187,000.00 as offered to me by the dealer under special scheme for promoting the First Visit Malaysia Year, 1989.

Jimi and Najmi behind my 525i

So what happened?

I bought the car with 80% of the car price under hire-purchase financing for 9 years, costing about MYR2,100.00 for each monthly installments. The car registration number was TL9999 costing another MYR5,000.00 for that numbers which I have purchased from the local Road Traffic Department.

another posting of Jimi and Najmi with my 525i

At that time, I can afford to pay that monthly installments timely. My business was really good. Monthly income was more than MYR50 grands per month. I have American Express Card in addition to Visa Card and Diners Club for my personal usage.

I continued to use the BMW complacently for about one year only when I started to have perspiring moments in my crumbling business. No more tonnes of money or similar sort of largesse or gravy...what more any auspiciousness in businesses. No more excuses or subterfuges for not paying the monthly installments which were in connivance for more than 6 months. I have to let go the car to the Finance Company before they repossess it or get somebody to buy it from me.

kakmie and Nami posting with my 525i

And, it was a bit astounding when suddenly the dealer himself approached me and offered to take the car but without a single cents of collateral to me.

Well, that was the best offer that I can have at such precarious financial situation. I must let go the car immediately, rather than waiting and putting my entire business in intimidating condition and perhaps will end up in formidable unraveling aftermath!

I must save my business, my family and the rest in my back office, though I have lost my pride and immensity.

If my economy getting better after that, I may have another opportunity to buy another 525i...or perhaps a 7 series with latest model in the market. That was what I have said to myself. And that was possible.

Human beings must have bitter-sweet moments in their lives. The bitter one is to be remembered as a lesson. The sweet one is to be shared with our family or parents or even with friends, so that they will remember the same forever.

FACTS YOU MIGHT WANT TO KNOW ABOUT BMW 525i 1988 Model - E34 SERIES

The BMW E34 is the version of the BMW 5 Series automobile built from February 1988 to 1995 with the Touring model ending June 1996. It replaced the BMW E28 in 1988 and was replaced by the E39 in 1996.

In the North-American market the E34 succeeded the BMW E28 in May 1988 ^[4] with two models. The 525i used the BMW M20 engine while the 535i used the larger M30. The cars were a blend of BMW tradition and modern technology. BMW's traditional FR layout and straight-6 were used, providing the smooth engine and optimal weight distribution BMW customers had come to expect. New 5-series also had a much stiffer body and was more streamlined than its predecessor, and had design cues to introduced in 1987 7-series.

The E34 was among the most reliable luxury cars on the market, earning the best-in-class ratings from Intellichoice in 1991, and still considered one of the most reliable BMWs ever made.^[5] It was also one of the safest cars on the road during its production, providing airbags, 4-wheel anti-lock brakes, and a very rigid body structure to protect occupants in the event of an accident.^[5] It was also equipped with automatic stability control (ASC) or traction control (ASC+T) in later years on higher-specification variants.^[6]

Manufacturer	BMW
Production	1988–1996 1,333,412 built[1]
Predecessor	BMW E28
Successor	BMW E39
Class	Mid-size, executive car
Body style	4-door sedan 4-door station wagon
Layout	FR layout
Platform	BMW E34
Engine	Gasoline I4 1.8 L M40B18 1.8 L M43B18 I6 2.0 L M20B20 2.0 L M50B20 2.5 L M20B25 2.5 L M50B25 3.0 L M30B30 3.5 L M30B35 Motorsport I6 3.6 L S38B36 3.8 L S38B38 V8 3.0 L M60B30 4.0 L M60B40 Diesel I6 2.4 L M21D24 2.5 L M51D25UL 2.5 L M51D25OL
Transmission	Automatic 4-speed ZF 5-speed ZF Manual 5-speed Getrag 6-speed Getrag
Wheelbase	2,761 mm (108.7 in)[2]
Length	4,720 mm (185.8 in)
Width	1,751 mm (68.9 in)
Height	1,412 mm (55.6 in) 1,417 mm (55.8 in) (touring)[3]
Curb weight	1,565 kg (3,450 lb)
Related	BMW M5

CAR/VEHICLE NO. 9 - SUBARU E10

SUBARU E10 - TM9339

If you are following my posts, you might recall the stories about a car called Nissan Langley bearing registration No. TJ480 that I've given to my father for his own use. The stories and facts about the Langley can be located in my posts on Nissan Langley , Nissan Langley - Part 1 and Nissan Langley/Pulsar, all dated 7th May, 2011. Please refer to the Blog Archive in the left column of this page should you feel to explore the facts about Nissan Langley.

The Langley was sold back to the car dealer who was the agent and/or dealer for Subaru E10, a mini van introduced by Subaru for Malaysian car/vehicle markets. So, I have traded in the Langley for a brand new Subaru for my father's usage. The sale and purchase transactions  for Langley and Subaru were completed in early1989.

It was a small/mini van, and in certain places it was called as micro van. The mini Subaru van had an attractive registration number as TM 9339 and registered in my name as the hirer where its monthly installments had to be paid by me.

I have tested drive the unit and was astonished abut the van's power and performance. It could have reached the speed at 140km/hour easily and for a small van like that, it needed a better stability. Though it could go faster, I have no courage to do that.

I remembered how my father scowled and burst out with disagreement when I said I wanted to sell the Langley. Here is his disappointment verse in our local dialect as I still remember them:

"Pah beli gi jual...baru nok abis ansuran, gi jual pulok...bile nok jadi hok sendiri dok tau lah!"

Meaning that, I was in the habit of buying the cars and selling them at anytime before the installments were fully paid, which never make me as the real owner of the cars with no debt with finance companies.

But then, I remember how my father could not hide his happiness, the moment I brought home to him the Subaru E10. He was really pleased with that and straight away hugged me in front of my Mom. What a happy moment was that. The tears dropped from my mother's eyes too...

FACTS YOU MIGHT WANT TO KNOW ABOUT SUBARU E10 MINIVAN/SUMO

The Subaru Sumo, known as the Libero in European markets apart from the UK, Norway, and Sweden, and as the Domingo in the Japanese market, was a microvan produced from 1983 to 1998. In Sweden, it was known as the Columbuss, and in Taiwan the latter generation was marketed as the Estratto. It was also called the Subaru E10 and Subaru E12 respectively in some places, the names referring to the size of the engines. The Sumo shared many characteristics with the Sambar, except it had extended front and rear bumpers and a larger engine borrowed from the Subaru Justy. Because of these modifications, it didn't conform to kei car regulations, which stipulate the maximum dimensions of the vehicle and the maximum engine displacement requirements, which then determine the vehicle tax to be paid.

It was launched with the option of four-wheel drive and powered by 1.0- and 1.2-litre 3-cylinder EF engines based on those used in the Subaru Justy although in the van they were rear mounted. Somewhat unusual for a microvan, the 1,200 cc Sumo could be ordered with selectable 4WD, operated via a gear stick mounted button. In normal driving conditions, only the rear wheels were driven, as there was no central differential to allow highway driving in 4WD mode. In 1994, Subaru's Full Time 4WD was added to the options list with the ECVT transmission only and a viscous coupling. An oil cooler was installed on European versions to better facilitate light duty towing.

The Sumo was discontinued when the sixth generation Sambar was introduced, and the market that the Sumo was targeted at was refocused towards the Subaru Forester, which, in comparison to the Sumo, had permanent 4WD, a more potent 2.5 L boxer engine and increased cargo capacity. In Japan, the Domingo market segment is now served by the Subaru Exiga, which is capable of carrying up to seven passengers.

A more passenger-car-like Subaru Domingo high-roof van with 997 cc, later 1,189 cc engines and coil springs at the rear was added in October 1983. It had a length of 341/342.5 cm and a width of 143 cm. This vehicle would stay available well after the release of the next generation Sambar. In the export the smaller Sambar received a 665 cc engine and the vehicle was called Subaru 700 (length 322.5 cm).

Manufacturer	Subaru
Also called	Subaru Sambar Subaru Libero Subaru Domingo Subaru Columbuss (SE) Subaru E series Subaru Estratto(TW)
Production	1983–1998
Class	microvan
Body style	cabover van
Layout	Rear-engine, rear-wheel drive / four-wheel drive
Engine	1.0 L EF10 Straight-3 1.2 L EF12 Straight-3
Transmission	5 speed manual ECVT Transmission
Length	3,525 mm (138.8 in)[1]
Width	1,415 mm (55.7 in)
Height	1,925 mm (75.8 in)
Curb weight	1,040 kg (2,293 lb)

CAR/VEHICLE NO. 8 - FORD SPECTRON 1.8 XLT

Ford Spectron 1.8 XLT - DS 6169

Cash money from selling the Ford Telstar 2.0 was used for the down payments for a brand new Proton Aeroback and a second hand Ford Spectron 1.8 XLT a manual transmission engine leisure van.

The van was brought in to Malaysia as a CKD(Complete Knock Down) unit which was originally the product of Mazda called Bongo before it was sold by Ford and renamed as Ford Spectron. 

adjustable rear seats

It has adjustable seats which can be transformed in to a comfortable mattress. It was really matter when I can cut off the hotel room costs at 100% by sleeping comfortably inside my own van. What I need to do was to find a suitable and safe place to park my van, for example beside the mosques or public buildings, so as to get easy access to the public toilets or wash rooms. Apart from that, the seats were also adjustable to be a small working or meeting table where I used to have some private meetings or discussions with my clients. That was probably the main reason why I bought the van.

a face to face meeting for 4 persons

With 1.8 liter engine, the van can run at 150 km/hour without difficulties and the comfortable speed was to maintain at 120 km/hour in highways.

a 1986 picture of kakmie and her family behind the Ford Spectron 1.8 XLT, registration No. DS 6169

The van was a big high roof passenger vehicle and had roomy interior too. It was really comfortable for a long distance journey for 7 adult passengers. Its fuel consumption was moderate and acceptable as a second hand vehicle.

Like the fate of my cars before that (save for the Proton Knight), the van was also being sold. This time, the new owner was one of my clients who was crazy for the interior conditions of the van. Further more, the discussion held inside the van has led him to reach a generous amicable out of Court settlements. So, I made some profits when selling the van to him, and in addition to my legal fees...I started thinking of buying a new car/vehicle. Expensive car...!

FACTS YOU MIGHT WANT TO KNOW ABOUT FORD SPECTRON 1.8XLT

The Mazda Bongo was redesigned for 1984 markets with new engines. It was also sold by Ford in Asia as the "Spectron". A new long-wheelbase version known as the Bongo Brawny was also introduced, three months before the regular Bongo. In export markets this model was again sold as the E-series.

Engines

Petrol

• 1984-1985 1,415 cc UC
• 1983-1988 1,789 cc F8
• 1983-1988 2.0 cc FE

Diesel

• 1984-1995 1,998 cc Diesel
• 1983-1988 2,209 cc R2 Diesel

Mazda Bongo Friendee (1995- 2005)

Launched in 1995, they are usually (but not exclusively) available in automatic transmissions, and come in 2WD (SGL3) and 4WD (SGL5) versions. 2.5 turbo diesels are common in Japan, although there is a 2.5 V6 petrol version available.

Ford Freda

The SG platform Bongo Friendee was introduced in 1995. Ford began selling the Friendee in the Japanese home market as the Ford Freda.

Mazda Bongo Friendee with Auto Free Top

The Mazda Bongo Friendee van SGL, is an eight seater MPV. Some have had Mazda factory fitted kitchens installed within their car, but many others are imported and converted to camper vans in the UK. All of them have fold down seats downstairs to make a double bed, and on many models there is also an "Auto Free Top" elevating roof which 2 more people can sleep in. Flat-top versions are also available. In June 1998, Mitsubishi Motors began reselling the Bongo. This was branded the Mazda Access in some markets.

In 1999, a facelift version appeared with a revised bodystyle and different engines, although the 2.5 turbodiesel continues unchanged. Air conditioning, climate control and electronic blinds are fitted as standard.

Engines

Petrol

• 1.8 L F8 SOHC I4
• 2.0 L RS-V I4
• 2.0 L FE SOHC I4
• 2.5 L RF-V V6

Diesel

• 2.0 L RF Diesel I4
• 2.5 L turbodiesel (the same engine is found in the Ford Ranger Pickup in the UK)

From 1994 onwards, the Bongo was also sold by Nissan as the Vanette.

CARS No. 7 - PROTON SAGA AEROBACK

the 22 years old Proton Saga Knight, still in good conditions in my custody today!

PROTON SAGA AEROBACK 1.5A -1988

By 1989, I have made a lot of changes to vehicles that I've used.

The first one was retaining possession of Ford Telstar from my brother in law and sold it. With cash in my hand, I used it as down payment of a brand new Proton Saga 1.5A 1989 model and as another down payment for one used Ford Spectron XLT 1984 model.

The Saga was also known as Proton Knight at that time. I have retained the old registration number TJ 1700 from Ford Telstar to be transfered into the Proton Knight's registration. The car was the first generation of Saga cars produced by Proton, the first Malaysia national car manufacturer.

FACTS YOU MIGHT WANT TO KNOW ABOUT PROTON SAGA SEDAN and PROTON KNIGHT

Saga (1985–1991)

The Proton Saga was launched in September 1985 by Malaysia's then Prime Minister, Mahathir bin Mohamad. Before the production of Proton Saga, a contest was held to choose the name of the first national car, and the name Saga was chosen from the winner of the contest, Ismail Jaafar,^[1] a retired military soldier. When asked why he chose this particular name, he replied as "saga" (Abrus precatorius) is a type of soft, fragile but productive seed commonly found in Malaysia, and joked that the Proton Saga 1.3 litre engine "is as strong as the saga seed".

The first known Proton Saga to roll off the production line was presented to the Malaysian National Museum as a symbol of the beginning of the Malaysian automotive industry. Tun Dr. Mahathir also drove a prototype Proton Saga fitted with a 4G63 2.0L engine and a Jalur Gemilang across the Penang Bridge and to Penang Airport during the opening ceremony of the bridge on 14 September 1985.

Early Saga models were powered by SOHC 8-valve 4-cylinder petrol engines sourced from Mitsubishi, available in both 1.3- and 1.5-litre displacements. Both engines were available with a 5-speed manual transmission, but a 3-speed Mitsubishi Tri-matic automatic was available with the 1.5-liter engine in 1987. The Saga was originally offered as a 4-door saloon, followed by the addition of a hatchback variant, introduced in 1988 as the Proton Knight and was later known as Saga Aeroback. The Proton Knight was designed for the European market as the hatchback was more popular in United Kingdom.

In 1989, Proton sold the Saga in the United Kingdom with the slogan Japanese Technology + Malaysian Style = Proton. Since then, United Kingdom contributes most of Proton's export sales. The Saga name was not used and it was simply known as the Proton 1.3 or 1.5. The UK models reverted to the dashboard used in the Mitsubishi Lancer, complete with HVAC controls not found in the domestic model.

In 1990, the line-up was revised with the introduction of 12-valve Megavalve engines, which increased power ratings to 75 bhp (56 kW) (from the original 70.5 bhp (53 kW) in the former 8-valve (Magma) version^[2]) for the 1.3-litre engine, and 90 bhp (67 kW) for the 1.5-litre engine. On domestic models, the Saga also gained the "Megavalve" moniker. Minor exterior modifications included a new grill and wraparound black trim pieces. In addition, rear seat belts and a third brake light were fitted as standard.

A manual saloon variant of the first facelift Saga

An automatic, Aeroback variant of the first facelift Saga

Manufacturer	Proton
Also called	Proton MPI (Multi-Point Injected) (United Kingdom)
Production	1985–2008
Assembly	Shah Alam, Selangor, Malaysia
Class	Compact
Body style	4-door saloon 5-door hatchback
Layout	FF layout
Platform	Mitsubishi Fiore
Engine	1.3 L 4G13 I4 1.5 L 4G15 I4
Transmission	5-speed manual 3-speed automatic
Curb weight	940 kg (2,072 lb)
Related	1983 fourth generation Mitsubishi Lancer

SIXTH CAR - Ford Telstar 2.0 TX5

Ford Telstar 2.0 TX5

After losing BMW 525i A 1984 model, I have to get a cheap second hand Japanese car for my daily use. I just could not borrow my father's Nissan Langley anymore (though I still pay the car's monthly installment at that time). My father drove the car around and having enjoyed the drive almost every day. I didn't have heart to disturb his complacent lives with the Langley.

So, I bought a second hand Ford Telstar 2.0 TX5 1983 model bearing registration number TJ 1700. The car was quite sporty look. Interior design was fixed with modern and advanced dashboard. It has had an electronic digital speedometer gauge which appeared to be a bit futuristic. 

This car was fantastic too. The pick up and acceleration were good too. I went to Penang Island with this car. In fact, I've been traveling a lot with this car, most frequently to Kuala Lumpur. I even went to Seremban and Malacca with the Telstar.

the only photo of my Ford Telstar 2.0 TX5  -  No TJ 1700  in front of the State Mosque, Seremban (photo was taken in 1989). In front of the car is Kak Mie holding sleeping Iwan and on the right is my father in law, Allahyarham Wan Kadir

This car was not long in my possession because I have bought another transport or vehicle, a van... a Ford van called Ford Spectron XLT.  The Ford Telstar went into the custody of my brother in law for his usage during his study at Kolej Ugama Sultan Zainal Abidin or KUSZA as it then was.

FACTS YOU MIGHT WANT TO KNOW ABOUT FORD TELSTAR 2.0 TX5

The Ford Telstar is an automobile that was sold by the Ford Motor Company in Asia, Australasia and Africa, comparable in size to the European Ford Sierra and the American Ford Tempo. It has been progressively replaced by the Ford Mondeo.

Like the smaller Ford Laser, the Telstar was based on a model produced by Mazda in Japan. It shared its platform with the Mazda Capella/626, the differences being confined to some styling, engine sizes, and specification. The first model (also known as the AR) was launched in 1983, replacing the Ford Cortina. Unlike the Cortina, or its Sierra successor, the Telstar was usually only available as a sedan or hatchback (known as the TX5). However, after 1988, a Telstar version of the 626 wagon was sold in Japan and New Zealand.

In Taiwan, the Telstar was locally assembled by Ford Lio Ho, the local Ford joint venture, in left hand drive, and remained in production in Malaysia until the early 2000s. It was also sold in Hong Kong, Singapore, Indonesia, Cyprus and the Philippines .

Ford Telstar

Ford Telstar TX5 (AR)

Manufacturer	Ford Motor Company
Production	1983–1999
Assembly	Hiroshima, Japan [1] Taiwan (Ford Lio Ho, CKD) [2] Homebush, Australia [1] New Zealand [1] Pretoria, South Africa [3]
Predecessor	Ford Cortina Ford Sierra (South Africa)
Successor	Ford Mondeo Ford Corsair (Australia)
Class	Mid-size
Body style	4-door sedan 5-door hatchback 5-door station wagon
Layout	FF layout
Platform	Mazda GC platform (Telstar AR/AS 1983-1987) Mazda GD (Telstar AT/AV 1987-1991) Mazda GE (Telstar AX/AY 1991-1997) Mazda CG (Telstar II 1994-1996) Mazda GF (1997-1999)
Related	Mazda Capella Mazda Cronos

First generation (AR, AS; 1982–1987)

Ford introduced the Telstar (AR) to the Japanese market in 1982 on the new front-wheel drive Mazda GC platform, in sedan and hatchback forms.

In Australia, the Telstar filled the gap in Ford Australia's product line-up, left by the Cortina in 1981. The Australian produced AR Telstar began production in May 1983. There was only one engine on offer—a 70 kilowatts (94 hp) 2.0 litre carburetor. The car boasted many distinctive features, such as push-button adjustable suspension (which it shared with its 626 sister car), and a digital instrument cluster (which it did not), and was Wheels magazine’s Car of the Year for 1983.

In New Zealand, the Telstar, like the Laser, was assembled locally from 1983 (replacing the highly successful Cortina range) at Ford's original Seaview plant near Lower Hutt and later at the Ford/Mazda joint venture plant in Auckland, called Vehicle Assemblers of New Zealand (VANZ). The mechanically identical European specification Mazda 626 and Mazda 323 were initially assembled separately by Motor Holdings in Otahuhu but later joined the Telstar and Laser at VANZ. The first generation Telstar was available in New Zealand in both sedan and TX5 hatchback forms, using Mazda 1.6L and 2.0L four cylinder engines. However, the absence of a station wagon version, in a market where there was strong demand for such vehicles, prompted Ford New Zealand to introduce a locally-assembled Sierra wagon in 1984. As a result of this, New Zealand was the only major market in the world where the Telstar and Sierra were sold alongside one another. A facelifted model (the AS) arrived in late 1985.

First generation (AR)

1983-1985 Ford Telstar (AR) GL sedan

Production	May 1983–August 1985
Body style	5-door hatchback 4-door sedan
Engine	2.0L I4
Transmission	3-speed automatic

  

1985–1987 Ford Telstar TX5 (AS) Turbo hatchback

 

Second generation (AT, AV; 1987–1992)

The original generation Telstar was replaced in 1987 with a refreshed version (the AT) on the Mazda GD platform. A station wagon was also available, built on the GD-based GV platform, which was unique to Japan and New Zealand, the engines and drivetrain configurations mirroring those of the hatchback and sedan versions.

Fuel-injection was now standard on the Telstar (AT) in Australia, although local assembly was short-lived, and for a while the model was almost replaced by the Ford Corsair in 1989.

The Corsair was simply a facelifted version of the Nissan Pintara (U12), as the two companies were sharing models under the Button plan. The two were instead sold side-by-side in the Ford range until the third generation Telstar was introduced in 1992. Between 1989 and 1992, the Telstar was only available as the high-performance TX5 hatchback in Australia. In New Zealand, however, the range remained unchanged. The Nissan Pintara was unavailable there, but it was rebadged as Nissan Bluebird for the New Zealand market. It was technically not in continuity with the main line of Nissan Bluebird models.

 

1990–1992 Ford Telstar TX5 (AV) Ghia hatchback

 

1987–1989 Ford Telstar (AT) Ghia sedan

1990–1992 Ford Telstar TX5 (AV) Ghia hatchback

 

Third generation (AX, AY; 1991–1995)

Following the introduction of the GE platform Mazda 626, Ford introduced its Telstar version, the AX. When Nissan ended Nissan Pintara manufacturing in Australia during 1992, Ford's Corsair was dropped and the Telstar (AX), fully imported from Japan, once again became Ford's offering in the mid-size segment of the market. This model was voted as Wheels magazine's Car of the Year for 1992. Trim levels were LX, GLX, Ghia and GT. The GT model was also available as a special edition 1991-1992. Four-wheel steering was offered in the top-of-the-range Telstar. The Telstar was replaced in Australia by the Mondeo in 1995. New Zealand, like Australia received the AX Telstar in 1992. 

NZ versions were sold in sedan and hatchback forms, using 1.8L and 2.0L fours, and a 2.5L V6. The wagon version of the previous generation Telstar, continued in local production (as did the Mazda 626) while the previous generation sedan was offered as an entry-level model called Telstar Orion. When the first Mondeos were sold abroad, Ford New Zealand offered a Telstar Contour and a Telstar Mystique (named after the U.S. Ford and Mercury versions of the Mondeo respectively). A high performance V6 version, known as the Telstar Radisich after the New Zealand racing driver Paul Radisich, was also sold locally. Local assembly of the Telstar ceased in 1997, when VANZ's Auckland plant closed, and was replaced in all forms by the Belgian-built Mondeo range. The Telstar was always a popular seller for Ford New Zealand, and they are still common today in all generations on New Zealand's roads.

In South Africa, the Telstar replaced the Ford Sierra in 1993, being assembled by Samcor alongside the Mazda 626. As in New Zealand, a Telstar Contour and Telstar Mystique were offered. In 1998, the Telstar was replaced by the Mondeo, which was later fully imported.

1995 Ford Telstar AY

 

Fourth generation (1994–1997) 

Telstar II in Japan

From 1994 through 1996, a special Telstar II was produced alongside the Japan-only Mazda Capella on the CG platform.

 Fifth generation (1997–1999)

 

Ford Telstar (last generation)

The last Telstar, based on the GF platform, was released in 1997, but was only sold in Japan, as Ford was now marketing the Mondeo in the Asian-Pacific region. The Telstar was dropped by Ford of Japan in 1999, as the company sought to differentiate itself from Mazda by concentrating on European and American Ford models. Telstars were briefly available with Mazda's four-wheel steering.

 

 

 

 

 

 

 

 

FIFTH CAR - BMW 525iA

TJ 5522 - BMW 525i A 1984 (E28)

2+ yrs old Jimi in front of my 1984 BMW 525iA

The BMW 525iA was my 5th car which I bought it from my friend in early 1987. It was a 1984 imported model with automatic transmission. That was the first car with auto-transmission I ever had. 

this is a 23 yrs old picture of my 1984 BMW 525iA

When I first drove the car, I felt really comfortable. It was far better than the Volvo 360 GLE that I've had earlier. At that time, BMW had just entered the heart of Malaysian behind Mercedes Benz and Volvo. BMW car was rarely on our road, especially in the east coast of peninsular.

 Adik Na and Jimi posing at the rear side of my 1984 BMW 525iA...23 years ago

BMW cars were considered as luxury cars, just like Mercedes, Volvo, Fiat and Alfa Romeo.

I have many personal memories with this car...the bitter, sour and sweet memoirs which I couldn't afford to forget them forever...The downward of my business and economy. The worst of it was, I have to sell the accident free car to avoid the same from being repossessed by the finance company.  It appeared that I couldn't pay the monthly repayments/installments timely as per the terms of the hire-purchase agreement that I've entered into with the finance company. I've had tried to prolong the process until there was no subterfuge anymore. So...the complacent BMW has gone to the new lucky owner!

FACTS YOU MIGHT WANT TO KNOW ABOUT BMW 5 SERIES - E28

The BMW E28 BMW 5-Series was made between 1981 and 1988. It replaced the BMW E12 in 1981 and was replaced by the BMW E34 in 1989.

E28 Production started in July 1981 and ended in December 1987. The E28 was still sold in North America as a 1988 Model Year car while Europe received the E34 towards the end of 1987.

BMW 5-Series (E28)

Manufacturer	BMW
Production	1981–1988 722,328 built[1]
Predecessor	BMW E12
Successor	BMW E34
Class	Midsize (E) luxury
Engine	Petrol I4 1766 cc 90 hp (67 kW) - 105 hp (78 kW) Petrol I6 1990 cc - 3453 cc 125 hp (93 kW) - 285 hp (213 kW) Diesel I6 2443 cc 86 hp (64 kW) - 115 hp (86 kW)
Wheelbase	2,628 mm (103.5 in)
Length	4,620 mm (182 in)
Width	1,700 mm (67 in)
Height	1,415 mm (55.7 in)

European model range

• 518 M10B18 carbureted engine, produced through 9/84
• 518i M10B18 fuel-injected engine, 1984 to 1987
• 520i M20B20 early, fuel-injected engine, 1981–1985
• 520i M20B20 late, fuel-injected engine, 1985–1987
• 524d M21D24 diesel 2.4 L engine, 1983–1988
• 524td M21D24 turbocharged diesel 2.4 L engine, 1983–1987
• 525i M30B25 fuel-injected (Motronic) 2.5 L engine, 1981–1987
• 525e M20B27 fuel-injected (Motronic) 2.7 L high efficiency engine, 1983–1988
• 528i M30B28 fuel-injected (LE-Jetronic) 2.8 L engine, 1981–1987
• 535i M30B34 fuel-injected (Motronic) 3.4 L engine.
• M535i M30B34 fuel-injected (Motronic) 3.4 L engine, with M-Technic aerodynamic kit, sport seats and unique 390 mm alloy wheels, 1985–1988
• M5 S38 fuel injected 3.5 L engine, 1985–1988

BMW 525i

BMW 525i

BMW 535i (North America)

North American E28 range

All North American specification E28s (`82-`88) were comprehensively equipped. Power windows, central locking, air conditioning, power sunroof, cruise control, alloy wheels and fog lights were standard. In addition the 533i, 535i, 535is and M5 came standard with leather upholstery and on-board trip computer.

BMW E28 (North America)

A 3-speed automatic was offered in the 528e in 1982-1983. It was also offered in the `83 533i. By 1984, the 4-speed version was introduced to both models. In 1986, the EH version was available in the 535i. It featured a 3-mode switch: E, S, 3-2-1.

Automatic transmission and limited-slip differential were optional on all models except the M5 and 524td. The 524td was only imported with an automatic transmission, and the M5 was only imported with a manual transmission.

Heated seats were optional in Canada and available in the USA only as an option on the M5. Consequently, few if any M5s were delivered without heated seats. Leather upholstery and an on-board trip computer were optional on the 528e and 524td. 

From 1985 All E28s sold in North America had ABS Brakes as standard. Some `85 535i's were equipped with power seats.

From 1986 All E28s sold in North America had power-adjustable front seats as standard as well as an upgraded stereo.

• 524td: M21 2.4 L Straight-6 Turbodiesel engine, 114 hp (85 kW). Imported from 1985-1986.

• 528e: Sold from 1982-1988. Equipped with a 2.7L "High Efficiency" M20 6-Cylinder engine that produced 121 hp (90 kW) but 171 lb·ft (232 N·m) of torque. The engine uses the small port "200" casting cylinder head from the 2.0 L M20 with a special low duration cam to improve low rpm power and maximize efficiency. This engine is known as the "ETA" engine. For the 1988 model year, the engine was revised to produce 127 hp (95 kW), by using the cylinder head casting from the "i" motor installed on the "e" engine block with special pistons. The revised ETA engine is now known as the "super eta".

• 533i: A North American only model sold from 1983-1984 in limited quantities in response to customer complaints that the 528e had lower performance figures than the 1981 528i that it replaced. Equipped with a 181 hp (135 kW) 3.2 L M30 6-cylinder engine as fitted to the larger 633csi and 733i, it produced 195 lb·ft (264 N·m). torque. The compression ratio was 8.8:1. Top Speed was 134 mph (manual). The 533i was the fastest sedan sold in the USA in 1983.

• 535i: Replaced the 533i in 1985 and sold through 1988. The 535i featured a slightly larger 3.4L M30 6-Cylinder engine with 182 hp (136 kW) and greater torque. Compression was down to 8.0:1. Top speed also dropped to 131 mph (manual).

• 535is: Straight-6 with a sport suspension and interior and exterior modifications - 182 hp (135 kW). The 535is was available from 1987-1988. It incorporated M5 styling cues: front air-dam, rear spoiler, and sport seats.

BMW M5 (North America)

• M5: A 1988 Model-Year only car equipped with a 24-Valve DOHC 256 hp (191 kW) 3.5L S38 engine. Limited in production the M5 was built from 11/86-11/87. The M5 was hand-assembled at BMW Motorsport in Garching, Germany. The M5 was available in America in Jet Black with Natur (Light Saddle) leather. A very small number of US spec M5s were built with black interiors. These are the most rare with a rumored 29 being built. The M5 also had leather door panels, lower dash and center console. Canadian-specification M5s were available with the option of a black leather interior. The M5 was equipped with its very own 7.5 x 16" BBS Wheels (not found on any other model)

Engines

The "baby six" engine found in the 520i, 525e and 528e models is known as the M20, a 12 valve SOHC inline six cylinder design. It had seven main bearings and seven cam shaft bearings, a rocker arm type valvetrain driven by a composite rubber timing belt. US market M20s came with cast aluminum acoustically tuned, common plenum intake manifolds and a single throttle body. This engine was first available in the European market for model year 1976 in a 2.0 L carbureted version. It later grew to 2.3 L in the E21 323i, then 2.5 L in the E30 325i and also 2.7 L in the 325e and 528e models. It is also very similar to the later 24 valve engines as in the E36 and E46 3 series models, with the same basic block dimensions.

The big six engine found in the 528i, 533i and 535i/is models is known as the M30. The M30 is also a 12 valve SOHC inline six cylinder design. It has seven main bearings, four camshaft bearings and a rocker arm type valvetrain. US M30's also came equipped with cast aluminum acoustically tuned common plenum intake manifolds and single throttle bodies. Unlike the M20 it has a chain-driven valvetrain. Its larger dimensions allow for a longer stroke and larger bore, which makes for almost 3.5 L displacement in later engines.

Both 533i and 535i M30 intake manifold from 1982-1988 had a "3.2/3.5" casting. During the new intake manifold's development a 3.2 L version existed in Europe and the US, and a 3.5 L in Europe. When the 3.4 L versions came out a year later in Europe, the casting was not changed. The 3.4 L was introduced to the US in 1985. 1988, was the last year this manifold casting was used in the E28 535i and 535is. A new style intake manifold was designed for the new 3.4 L. The casting read "3.5", but it was still 3.4 L (3430 cc). For the US, the 735i and the 635 csi were the first to receive the new M30 in 1988.

S38 Engine

The M535i was introduced as a sporty version of the regular 535i, although the M535i does not feature any unique BMW Motorsport-designed drivetrain components it is, however, equipped with an M-Technic suspension, wheels and body panels not found on the standard 535i. Combined, these items distinguish the M535i from the regular 535i. The E28 M535i was introduced at the 1984 Paris Auto Salon. Unlike the hand-built E28 M5, the E28 M535i was assembled on the standard E28 assembly line in Dingolfing, outside of Munich. 

An additional batch of cars was built at BMW's Rosslyn, South Africa factory using Complete Knock-Down kits supplied from Germany. BMW did not import the E28 M535i to North America for two reasons: 1) the M brand had not yet been established in North America at the time and thus held little equity with the consumer and 2) the cost of adapting the M-Technic body panels to fit the contours of the government-mandated bumpers was highly prohibitive. Instead, BMW of North America created the 535is, essentially a standard 535i equipped with front and rear spoilers, sport suspension and sport seats, which was sold exclusively in the U.S. and Canada. Total M535i production: 10335 cars.

The M5 came with a big six engine known as the S38. This engine is similar to the M30, but has a 24 valve cylinder head, duplex timing chain, dual overhead cam layout and shim and bucket style valvetrain. In addition to the top end revisions, the S38 also had six individual throttle bodies and intake trumpets fed by a cast aluminum intake plenum. This engine was designed for high power and durability at very high engine speeds. In the E28 chassis it was one of the fastest sedans in the world for its time, and it remains legendary among enthusiasts today.

The E28 received the first BMW diesel engine ever, the M21, in the 524td (85 KW; 115 HP). It was the fastest and most silent diesel car at the time. Later, a 524d version (63 KW; 85 HP), stripped of its turbo, was introduced.