The two big automotive buzzwords in '73 were "economy" and "safety". Since 1966 a host of mandatory improvements in automotive safety and security had been mandated in the United States. Mandatory seatbelts (lap belts in '66, supplemented by mandatory shoulder harnesses for front seat passengers in '68), padded dashes, collapsible steering columns, side marker lights, headrests, and other modern features all became the norm during this era.
There were also rules introduced to reduce burgeoning insurance costs from crash damage and theft. Steering columns that locked when the car was turned off and the elimination of exterior hood releases cut down on theft, while bumpers that could withstand a 5mph impact were mandated. At the same time, clean air standards were imposed, and the disorienting effects of the '73 Oil Embargo made fuel economy a priority.
Into this environment Malcolm Bricklin introduced a new sports car: The SV-1. A nod to the times, the name stood for "Safety Vehicle", but that was an odd choice of moniker. While the massive bumpers... the front one made it look like a flounder getting its mouth washed out with soap ...were claimed to keep the vehicle from experiencing any structural damage at impacts up to 12mph, there weren't any notable improvements in protection for the occupants.
It wan't much in tune with the fuel economy vibe of the times, either. While the project had originally started with the intent to produce a simple, lightweight car powered by an Opel 4-cylinder, the final result was the 1974 SV-1, powered by an American Motors-sourced 360 cubic inch V-8.
The structure was of a laminate of color-impregnated acrylic resin over fiberglass for the body panels, all bolted to a steel rolling chassis, similar to the later Pontiac Fiero. Like the Fiero, it was not particularly svelte for its size, worsened by the lump of a V-8 and AMC-rebranded Torqueflite 727 automatic transmission or four-speed Borg-Warner T10.
For 1975, the engine and transmission were replaced with a Ford 351 Windsor V-8 and FMX 3-speed automatic transmission, with no manual option. (Bricklin defended this by saying that manual gearboxes didn't promote safety, which was also the claimed reason for the lack of a cigarette lighter or ashtrays.)
The 351 smog motor, with its 2-barrel carb and 8.0:1 compression ratio, wheezed out only 175 SAE net horsepower, so it had its work cut out for it hauling 3,560 pounds of plastic and steel. Car & Driver eked out an 8.6 second zero-to-sixty run with their test car and managed a 16.6 second quarter mile at 84 mph through the traps. Maximum recorded top speed was 118 mph. Observed fuel economy was 12-15 miles per gallon, which made one glad for the 21 gallon tank, no doubt.
Adding insult to injury, MSRP for 1975 had ballooned to $9,780 ($57,225 in 2024 money), almost fifteen hundred bucks more than a comparably-equipped Corvette.
"Ah," you say, "But the Corvette doesn't have those nifty gullwing doors!"
No, no it does not. The Bricklin's doors were power operated, each with their own hydraulic ram originally designed to operate a convertible top. Raising them in the Piggly Wiggly parking lot no doubt would draw a crowd of gawkers.
Both door rams were driven by a single pump and, while both doors could be raised and lowered at the same time, there was no interlock to keep you and your passenger from trying to raise one door while lowering the other. If you did that, you'd brick the pump, and be trapped in the car until you pulled the pivot pin out of the ram where it connects to the door and then try and do an overhead press with the 90-pound door while slithering out of the car and not dropping the door on yourself while doing so. You'd also have to do that CrossFit exercise if the car lost battery power while you were in it.
The interior exhibited the not quite ready for prime time vibe that plagues extremely low production volume cars, especially from startups. Combine all the downchecks with slews of problems at the factory in Saint John, New Brunswick, and it's not a surprise that Bricklin production ceased with the 1976 model year.
This one was photographed in Enfield, New Hampshire in June of 2022 using a Canon EOS 5Ds and EF 24-105mm f/4L IS.
(Cross-Posted at Cars Gone By.)
