KVE Motors

[dontmatr]

KVE's plant had shut down for nearly two years while the company's upper management fought over who would regain the company; In mid 1979, the company founder had emerged victorious. Once re-establishing the reins, he and his new staff feverishly worked to get the factory restarted for production. Fortunately, several years before the takeover crisis had began, a team of engineers working with the founder had clandestinely drawn up plans for a totally new model, sharing nothing in common with previous KVEs, aside from being V-8 powered.

In June 1979, only 4 months after construction began, the prototype for the new KVE Freyja had made its debut.

Chrysler had terminated the production agreement with KVE shortly after the company's in-house struggle for control, forcing the company to again find an engine supplier. After several days in Michigan, the company's founder had announced once again that Ford Motor Company would provide V-8s to KVE, 10 years after it had inexplicably ceased dealing with the company before. Like what had happened in 1970, Ford and KVE refused to discuss what had occurred during negotiations.

As for the car itself, the Freyja would introduce many firsts for KVE. For instance, the heavy, steel body panels from 1973-77 were gone, replaced with lightweight fiberglass. In another first for KVE, a sophisticated 4-wheel double-wishbone independent suspension was incorporated, resulting in vastly improved handling.

The styling of the body was heavily inspired by designs coming out of the Far East by this time. It was rather garish with many surface details: grills, vents and louvers abounded in this new, small, 2900 pound 2-door, 2-seat hatchback design.

Powering the new car was a familiar 302 cubic inch Ford small-block V-8. Once KVE's team of engineers had finished with it, it would produce 185 horsepower and 235lb/ft of torque from the 2-bore carbureted engine, and would exit through a single exhaust. A far cry from what it could generate 10 years before, but better than nothing.

On the company's test track and drag strip, the new car would prove it self capable of running rings around its overstuffed predecessor. It took 7.6 seconds to get to 60 miles per hour, and 15.78 to cover a quarter mile, a huge improvement over the '77 Zorya. The brakes, the only real carryover from the Zorya, could stop the car in a respectable 137 feet from 60mph. When the 4-speed manual was in top gear, a maximum speed of 138mph was possible. The car's lighter weight and state-of-the-art suspension made it over 12 seconds quicker on the road course compared the Zorya. The auto press were torn over the styling; some thought it way over-the-top, whilst others called it a welcome breath of fresh air. What these journalists did agree on though was that the price of $15000, $5000 more than a contemporary Corvette, was a bit hard to swallow.

Still, the new car was a solid hit for the company, with 963 cars sold in 1979 and 1980.

[dontmatr]

Although a successful vehicle in terms of sales, the Frejya was to be discontinued after the 1982 model year, as KVE was planning to launch a radically different design to replace it. As a sort of send-off, the car received a fairly extensive exterior makeover, as well as some mechanical tweaks in it's final year of production.

Ford's 5.0 liter pushrod V8 remained, but was now backed with a new Borg-Warner T5 5-speed manual gearbox, the first 5-speed to be used in a KVE car since the ZF transmission used in the 1971 Zeus. The engine itself received a slightly more aggressive camshaft, the old 2-barrel carburetor was replaced with a new 4-barrel unit, and benefited from a freer-flowing dual exhaust. The end result was a respectable (for the time) 215hp and 255lb/ft of torque.

The '82 Frejya's exterior did away with most of the myriad vents and louvers of the '79-81 cars. The refresh also featured a revised front end with quad headlights, which some pundits decried as looking a little too close to that year's Ford Mustang.

When tested on the track, the '82 proved noticeably faster in straight line acceleration. Zero to 60 was completed in 7.3 seconds, while the 1/4 mile was achieved in 15.3 seconds. Although brakes were unchanged from earlier models, newer compound pads enabled the car to stop in 132 feet. Thanks to the new 5-speed overdrive transmission, Top speed was 10 miles per hour faster than the '79-81 cars, at 148mph. Handling remained much the same, but some drivers felt the car was slightly less responsive overall, due to the 150lb weight gain over the 1979-81 models.

The '82 Freyja received solid praise from most auto magazines and journalists for its well-rounded performance and complimented the refreshed styling (aside from the Mustang-esque front end), but again balked at its steep price of admission, now over $18000...

The last of the 217 Frejya 5000GTs for the '82 model year would be built on May 16, 1982, several weeks before its radical successor would make its debut.

[dontmatr]

In 1981, engineers at KVE were designing a replacement for the successful Frejya 5000GT. It was proposed that the new design, dubbed Tyche, would break from KVE's traditional front-engine, rear-drive layout for its vehicle. Although retaining the steel unibody with fiberglass body panels and fully independent double-wishbone suspension, The Tyche would feature a rear mid-engine layout, with the powerplant mounted transversely behind the passenger compartment, sending power to the rear wheels via a transaxle. By 1982, most of the design was complete, and several full-size mock-ups were completed. When the president of KVE inspected these mockups, he noted that the empty engine compartment would be rather small for Ford's 5.0L V8...

It was then that the designers had revealed that they had intended to use not a V8, but an inline-4; specifically, the turbocharged version of Ford's OHC 2.3L. Upon hearing this, the president immediately objected to this, and insisted on a V8 powerplant for the car. The president said no more, turned around, and walked out of the plant's design center.

Confronted by this change of events, the design team looked for a new power source for its vehicle, one that would fit in the tight confines of the Tyche's midships engine bay. Nothing made by Detroit at the time was suitable. In early 1982,they booked a flight to West Germany, and approached Mercedes-Benz, with the intention of entering an agreement to purchase a number of their M116 3.8L SOHC V8s. To their dismay, the German powerhouse rebuffed KVE's overtures, forcing the design team to look elsewhere (although before leaving Germany, they had secured a agreement with Getrag to build transaxles for the new car, and a licensing agreement with Bosch for their L-Jetronic fuel injection and anti-lock brake systems).

Upon reaching the UK, the design team went to Longbridge, in Birmingham, seeking out British Leyland in the hopes of securing an purchase agreement for the Rover 3.5L V8, the only production V8, other than the Mercedes, that would fit the Tyche. To their surprise, BL was quite willing to work with the small American manufacturer, and an agreement was reached in which 2000 Rover V8s would be shipped to Texas immediately. Ford, which had been a long-time supplier of engines to KVE, was concerned upon hearing this, but was reassured when the company president informed them that their engines would still find a place under the hoods of larger KVE vehicles then under development.

When the first engines and transaxles reached the US, one assembly was immediately mated to the Tyche prototype. Compared to the standard Rover V8, KVE's version put out considerably more horsepower (220 vs. 187) but less torque(193 vs. 219lb/ft) at a higher rev range, due to a different camshaft grind and fuel injection calibration. The engine fit with little difficulty, and by mid 1982, pre-production cars were running around KVE's test facilities in Texas. Testing went by very smoothly and rapidly, and by February 1983, the first production car, now officially dubbed the Tyche 3500GTi had rolled off the assembly line in Texas.

Eager to try KVE's most radical car yet, the automotive test thoroughly put the Tyche through its paces. The 2737 pound car rocketed to sixty miles per hour in only 6.1 seconds, and hit the traps at the end of the quarter mile in 14.34. With the Getrag 5-speed manual in top gear, 160mph was possible. Handling was excellent, and the brakes, one of the few carryover items from the Frejya, but bolstered by Bosch ABS required only 109 feet to stop from 60 miles per hour. Observed fuel economy was 18.3 miles per gallon.

Most reviewers found the exterior styling to be fresh and exciting, but were disappointed by the rather plain interior, which was otherwise well-made and appointed. Cloth bucket seats were standard equipment, but on customer request, Recaro sport seats were available. Retail price was $31479, a large sum for the day, but considering the Tyche would roundly outperform a Ferrari 308GTS which cost nearly twice as much, it was seen a somewhat of a bargain.

Although rather costly to develop and build, the Tyche 3500GTi exceeded KVE's wildest expectations. All 2000 1983 models were spoken for within a month, leaving the company scrambling for more engines from the UK. In 1984, 2736 more 3500GTis were produced, along with another 1736 units for 1985. By this time, a new, much larger, state-of-the-art facility was being built in Corpus Christi to handle the increased production, which was pushing the old factory to its limits.

[dontmatr]

In 1985, KVE's new factory in Corpus Christi, Texas had begun construction, with an estimated completion date of May 1987. Meanwhile, for 1986, an extensive interior and exterior refresh had been prepared for the successful Tyche 3500GTi. A radically flattened and reprofiled nose was the most obvious change, along with cleaner rear-end styling. A more rakish interior was also incorporated.

Mechanically, the suspension was revised for even better handling, the brakes enlarged and enhanced with more aggressive pads, but the most extensive upgrade was to the engine. Based loosely on Bosch's L-Jetronic system, the new multi-point fuel injection for the Rover V8 featured individual throttle bodies (simpler unitary and twin intake manifolds were tried, but would not fit in the Tyche's engine bay). Additionally, a freer-flowing exhaust and catalytic converter was fitted. With theses upgrades, the Rover V8 in the Tyche now produced an impressive 240hp and 6200rpm, and, more importantly, 242lb/ft of torque and 3700rpm, a whopping 49lb/ft increase.

Upon its debut in December 1985, the revised Tyche was well-received by the automotive test. The restyled interior was appreciated by all but the most jaded reviewers, and the reshaped exterior also drew praise, although some believed the headlight were a bit reminiscent of the Ferrari Daytona. When put to the test on the track, the reviewers were stunned by the increased performance all-around. The run from 0-60 took only 5.3 seconds, the fastest yet for a KVE vehicle, and the 1/4 flashed by in 13.62 seconds, only four hundredths of a second off the pace of the previous 1/4 mile champion in KVE's stable, the ultra-rare '71 Hemi Zeus. Top speed was 162 mph, and braking from 60 took a scant 108 feet. Around KVE's road course, the car was 2 seconds faster per lap than the 1985 Tyche. With it's much more efficient MPFI engine, observed fuel economy was an amazing 28.3 MPG.

Although the list price had jumped to $35,600, the Tyche, with its outstanding performance specs, was still seen as a bargain compared to cars costing twice as much, such as the Ferrari 328. The Porsche 930 was arguably as fast or faster than the Tyche, but to the base price for one was nearly $15000 more.

However, the redesigned Tyche would be a significantly rarer sight than the 1983-1985 models; British Leyland was going through difficult times, and a steady supply of engines could not be guaranteed. KVE reluctantly cut ties with BL in 1986, after 2800 additional Rover 3.5L V8s were shipped to the US. Once these engines were used up, the Tyche would be gone. That, along with a chaotic situation of moving personnel, machinery, paperwork and other necessities for running an automaker from the old plant to the new one ensured that production would not be nearly as high as the 1983-85 models. Only 1772 Tyches would be built for the '86 model year, with another 1028 following for 1987. A mere 36 would be built from leftover parts and engines from '87 models when the last 1988 model rolled out of the new Corpus Christi plant on February 22, 1988, bringing an end to KVE's first mid-engine car. It would be 24 years before another KVE would launch another one...

[dontmatr]

Although the Tyche 3500GTi was a smash hit for KVE, with over nine thousand sold over a five year period, its 2-seat, mid-engine layout, with nearly no cargo space, was not exactly practical, and with the ongoing turmoil regarding its engine source, the Rover Group (formerly British Leyland), and an inability to fit any other production V8, it was decided in early 1986 to build a new 2+2 sports/GT coupe as a replacement, with a conventional front-engine/rear drive layout, for a 1987 model year release. It would also be the first model built at KVE's new factory in Corpus Christi, Texas.

To speed development, it was decided that the basic platform from the KVE Frejya would be used, but with a heavily revised floorpan and a longer wheelbase, and for increased structural strength and safety, the car would be skinned with stamped steel panels, rather than fiberglass, which would result in a significant weight gain.

Like the car it was based on, Ford's venerable 5.0L pushrod V8 would be used as the powerplant, which had been significantly revised over the past several years, most notable having switched from carburetion to multi-port fuel injection , backed up to a Borg-Warner T-5 5-speed manual gearbox. However, for the first time in 10 years, an automatic would be available for a KVE car, in this case, Ford's AOD 4-speed automatic overdrive transmission. By the time KVE's powertrain department was done, the engine control unit was tuned to run on 89 octane gasoline, a slightly more aggressive camshaft was installed, and stainless steel tubular headers replaced the factory cast-iron exhaust manifolds. The end result would be an engine capable of delivering 260 horsepower and 305lb/ft of torque.

The styling was quite different from preceding KVE models, with a distinctive notchback profile. A generous rear deck provided for a surprisingly decent amount of trunk space, however back seat room would be best described as marginal. Later on, long after production was completed, the new car, which was now dubbed Mielikki 5000GTi, some would remark on how closely some elements of the side of the vehicle (along with other vehicles that would be based on the Mielikki further down the road), most notably around the doors, bore more than a passing resemblance to the 1993 Alfa Romeo GTV (others would say it was the other way around, especially since the Mielikki would debut 6 years ahead of the Italian coupe...). The 4-headlight front end was considered quite aggressive, which was, according to the exterior stylists, somewhat inspired by the 1977 Pontiac Firebird. The car would ride on 15x8" cast aluminum alloy wheels, shod with Pirelli's (then) new P-Zero tires, with a staggered 225/55/15 front and 245/50/15 rear setup.

On January 2, the first KVE Mielikki 5000GTi rolled out of the Corpus Christi assembly plant, and in short order, the first cars were handed to the press for evaluation. While not quite as fast or nimble as the preceding Tyche, the new car could more than hold its own in terms of straight-line performance: With the 5-speed Borg-Warner manual, 0-60 took 6.2 seconds, while the 1/4 mile was covered in 14.34 seconds. When equipped with the optional 4-speed automatic overdrive, it took a still-respectable 6.7 seconds to reach sixty miles per hour, and reached 1320 feet in 15.18 seconds. With its 11.8 inch 2-piston front and 11 inch single-piston rear ABS-assisted disc brakes, stopping the 3605 pound coupe in only 114 feet. Handling was excellent; despite its 800 pounds of added bulk over the Tyche 3500GTi, it was capable of nearly matching the smaller car's lap time around KVE's test track. Fuel economy was a very respectable observed 25.0 MPG.

The automotive press was highly impressed with the Mielikki; aside from its performance, they lauded the relatively roomy, well-appointed and laid-out interior, large trunk, and surprisingly comfortable ride. Like the Tyche, they also complimented the value-for-money the car delivered, with a $31500 MSRP (which was $4000 less than the outgoing Tyche); this car could deliver performance not too far from a Porsche 928S4, but for only half the price (and as many long-term owners would find out, it would be much cheaper to maintain than the Porsche...).

The 1987 Mielikki would prove to be an even bigger hit than the Tyche: 3227 were spoken for in 1987, along with 2891 for 1988, and finally 2571 for 1989 before a 1990 update/restyle would take place.

[dontmatr]

For 1990, KVE's successful Mielikki 2+2 sport coupe would be updated inside and out.

First off, the 'i' in the 5000GTi designation was dropped, as fuel-injection was commonplace by this time.

The exterior was significantly revised, with a new, much more aerodynamic front fascia, as well as a cleaner-styled rear end. The powerplant, still the same Ford 5.0L V8, recieved some minor tuning tweaks, and now made 265 horsepower and 320lb/ft of torque. The two transmission choices remained untouched.

The interior was spruced up somewhat, but was significantly enhanced with regards to safety, as driver and front-passenger airbags were added as standard equipment. Also, in the interests of safety (and quicker lap times), the brake system was revised as well: 12.6 inch disc brakes with 4-piston Brembo calipers up front, and 11.6 inch 2-piston disc brakes with ABS provided considerably improved braking, which was already impressive.

Along with improved brakes, the 4-wheel independent double wishbone suspension was tweaked for better responsiveness, and new 16x8 inch aluminum alloy wheels, wearing 225/45/16 front and 245/45/16 rear Pirelli PZero rubber provided noticeably enhanced handling, despite a 90 pound weight gain.

When tested by automotive journalists, it was noted there was little difference in acceleration; Zero to 60 took 6.1 seconds for the 5-speed, and 6.6 seconds for the automatic. The 1/4 mile time for the manual remained the same, at 14.34 seconds, while the automatic was 1/10 of a second quicker compared to the '89 model. Braking from 60 miles per hour took only 111 feet, and fade resistance was significantly improved over the '87-'89 models. Handling was noticeably, but not significantly improved, though reviewers complimented that ride quality was not sacrificed. Compliments were also directed at the price, now at $33950, which, considering the overall improvements for the car, was not much of a price increase.

The '90 Mielikki 5000GT would hit dealer lots in December 1989. 2114 vehicles would be sold for the 1990 model year, along with 714 for 1991 (this low point in production was a result of the 1991 Iraq war, as many KVE workers were reservists) and finally, 1613 1992 models were built.

The Mielikki would be another overall success for KVE, bringing the company large profits as well as positive recognition in the automotive world. For 1993, something a bit more radical would take its place in the KVE stable of automobiles...

[dontmatr]

The KVE Mielikki was a very successful product for the rapidly growing Texas company, but by 1992 was facing increased competition from at home and abroad. A slew of high performance coupes from Germany and Japan, as well at home, had arrived with performance that could match, and in many cases exceed that of the by-now beleaguered coupe. It was decided that a new replacement would be fielded for the 1993 model year, based on the existing Mielikki platform (and by extension, also related to the Frejya of 1979).

While the Mielikki's basic platform was retained, the floorpan received further revisions. Also, the steel body panels would be replaced by new, lightweight pieces of sheet-molded compounded polymer material. Instead of a conventional notchback styled coupe, a radically-sloped hatchback body shape would be utilized. A relatively large rear wing would aid in downforce. Reactions to this new body would be polarizing, to say the least.

Engineers at KVE's powertrain center had decided that the Ford 5.0L, as good as it was, was simply outmatched by larger V8s from other manufacturers, to say nothing of the huge V-10 used in the Dodge Viper, or the turbocharged six-cylinder and/or rotary-engined powerhouses from Japan and Germany. Their solution was to switch to a larger engine; in this case, Ford's 351 cubic-inch (5.8L) Windsor pushrod V8. By 1993 it was still a common production engine in Ford's F-series pickups, but would need significant upgrades to make it a worth opponent to the new range of sports/GT cars other manufacturers were fielding.

For duty in KVE's new coupe, now christened the Arduinna 5800GT, the 351 would receive a forged steel crankshaft, connecting rods, a custom-ground camshaft and 10.5:1 high-compression forged pistons. The stock iron heads were replaced with newer aluminum units, and the engine control units was calibrated for maximum performance with 93 octane premium unleaded fuel. Again, the stock cast-iron exhaust manifolds were replaced with tubular stainless-steel headers. The end result was an impressive 330 horsepower and 390 lb/ft of torque. Power would be sent through the rear wheels via a sturdy Tremec TR-3550 5-speed manual gearbox; an automatic transmission would not be available initially.

New forged aluminum wheels, measuring at 17x7.5 inches front and 17x8 inches rear, with Pirelli PZero 205/45/17 and 245/40/17 front/rear tires were provided; these were attached to an improved version of KVE's well-regarded fully-independent double wishbone suspension. The braking system was again improved, this time with ABS-assisted 4-piston Brembo calipers on all four wheels. Front rotor diameter was 12.6 inches, rears were 12 inches.

The 1993 KVE Arduinna 5800GT made its public debut on January 15, 1993 at KVE's old factory, which was now used as the company's headquarters and R&D facility. Reactions to the new coupe's styling was quite mixed; some lauded the styling of the new car as 'audacious' or 'wild', while others thought that the company was trying too hard, and some thought it was simply horrid.

When the car was tested by the press in February that year, there was no question of its performance. Zero to sixty took only 4.8 seconds for the 3331lb coupe, and the quarter-mile was achieved in 13.38 seconds - by far the quickest-accelerating KVE model yet, and finally usurping the 22-year old 1971 Hemi Zeus for that title, although the old sedan still held the record for the fastest top speed for a KVE vehicle. With the Tremec 5-speed in top gear, 155 mph was easily reached. Braking from 60 miles per hour took only 112 feet, with little or no fade after repeated stops. Handling was regarded as quite good despite the 56 perfect front weight balance and rather skinny front tires; the Arduinna was over 4 seconds faster per lap compared to its predecessor. Observed fuel economy was 20.3 miles per gallon. Reviewers were not particularly fond of the interior, which some described as rather garish, and noted the build quality and materials, while still quite good, was not up to the standards of earlier KVE cars.

Price for the 1993 Arduinna was $33750, slightly less than a new Corvette, and $17000 less than a new Viper. The price also was competitive with the glut of new premium sports coupes coming in from Germany and Japan.

For 1993, 3912 Arduinnas would be built, along with another 3155 for 1994 and finally, 2274 for 1995, before the car received an mechanical and styling refresh (which some thought with regards to the latter, was sorely needed).

[dontmatr]

Although well-received by the press and many performance enthusiasts, the KVE Arduinna's styling was not quite as popular as the company would have liked; although it sold better than any KVE model before it, it was felt that by toning down the design a bit would result in wider acceptance for the car, and hopefully more sales.

For 1996, the fastback profile was retained, although the car was now a conventional coupe, and not a hatchback (which some lamented and felt took away some sorely need practicality, especially for those whose households only had one car). The front end styling was revised to be somewhat reminiscent of the 1990-92 Mielikki (some detractors offhandedly commented that it looked too much like a Honda Accord, instead...). The interior was also more conventionally styled.

Mechanically, the '96 Arduinna received mostly minor changes. The suspension was slightly tweaked for better handling and ride quality, while the front wheels were slightly enlarged to 17x8 inches, wearing 225/45/17 rubber. The 4-wheel ABS discs were upgraded to 13-inch front rotors and 12.2 inch rear units, again with 4-piston Brembo calipers all around. The 351 Windsor was further tuned to provide 335 horsepower and 395lb/ft of torque. Most significant, however, was the replacement of the TR-3550 5-speed by another Tremec transmission, the T-56 6-speed manual. Also, an automatic transmission was once again made available, in this case, Ford's 4R70W 4-speed overdrive unit.

When put through its paces by auto reviewers, when equipped with the 6-speed manual, it was found that the '96 Arduinna was no quicker than the '93-'95 models. In fact, the 0-60 and 1/4 mile times were exactly the same. The automatic, on the other hand, reached 60 in 5.6 seconds, and ran through the quarter in 13.98 seconds. Top speed, however, was improved. The six-speed 5800GT would reach 167 miles per hour in 5th gear, while the automatic would reach a terminal velocity of 163 mph. Braking took 108 feet from 60 miles per hour. The '96 car was only marginally faster than the preceding model through KVE's test track, but again, ride quality was not impacted by the slight improvement. One noticeable improvement was fuel economy: thanks to the tall overdrive in 6th gear, 23 miles per gallon was observed, a 15% improvement over the '93-'95 models.

For the 1996 model, MSRP had gone up to $36,599.

With the SUV craze in full swing in the US, and increased prices, only 1811 '96 Arduinnas would be made, along with 1142 1997 versions. With the cessation of production in 1997 would bring an end to the use of the venerable Ford Windsor pushrod V8 in KVE vehicles, which could be traced back to the 302 used in the 1968 Artemis 5000GT, the 1979-82 Frejya 5000GT, '87-'92 Mielikki 5000GTi/GT, and of course the 351/5.8L in the Arduinna.

[dontmatr]

Although the Arduinna was a very capable sports/GT car for the money, the 351/3.5L Windsor V-8 that had powered it had been discontinued by Ford for several years, and there were concerns that it would not be able to meet future emissions standards. Therefore, partly at Ford's insistence, KVE adopted the company's 4.6L Modular V-8 to replace the Windsor. However, instead of receiving the DOHC version that KVE preferred, Ford was only willing to sell them the significantly less powerful 2-valve SOHC version. This move would unsurprisingly damage the relationship between the two companies down the road.

Nevertheless, KVE pushed on with its Arduinna successor, now called the Tiamat 4600GT. KVE's powertrain division was charged with increasing the power of the ill-received engine, and did so - however, the new engine only put out a disappointing 255 hp and 285lb/ft of torque. Furthermore, it was felt the 4.6L was not well-matched to the T-56 6-speed transmission, so the Tiamat reverted to a 5-speed gearbox, in this case, Tremec's T-45 transmission. The 4R70W 4-speed auto was retained as an alternative.

Suspension-wise, the Tiamat was little different from its predecessor, and the brakes were unchanged as well, as it was felt they were more than up to the task for the slightly lighter car.

With regards to styling, KVE decided to take a more conservative tack, aside from the front end, which had taken a more aggressive appearance reminiscent of the '93-'95 Arduinna.

When the Tiamat made its debut late 1997 as a '98 model, the automotive press was less than enthusiastic with the new car; they found the Tiamat's handling and road manners to be impeccable, and the Brembo brakes were as capable as ever, needing only 108 feet to stop from 60 miles per hour. Most of the disappointment was focused on the engine; It took the Tiamat 5.9 seconds to move from 0-60, and 14.1 seconds to reach the 1/4 mile. With the automatic transmission, it took 6.4 seconds to reach 60 miles per hour, and 14.8 to run through the quarter.

This was not slow by any means, but for $38600, the car was hardly a bang-for-the-buck proposition, especially when a new Chevrolet Corvette was much faster for roughly the same amount of money. GM's other rear-drive performance models, the Chevrolet Camaro Z28/SS and Pontiac Firebird Formula/Trans Am, were perhaps not quite as sophisticated, but were nearly as fast, and could be had for as low as $20470. Even Ford's Mustang Cobra (equipped with the DOHC version of the 4.6L V-8 the Tiamat was saddled with) would handily outperform KVE's coupe for $13000 less. The Tiamat's observed 23 MPG fuel economy was also disappointing, as it was no better than the outgoing Arduinna.

Critics also lambasted the styling of the new car, which, with the exception of the front end was seen as rather dull compared to previous KVE efforts.

Unsurprisingly, the Tiamat 4600GT would go down as a flop in KVE's history books, with only 1005 sold in 1998, 812 for '99, and 591 for 2000. Clearly, something would need to be done to bolster sales and redeem KVE as a manufacturer of top-class performance cars.

[Microwave]

A lot of your cars have pretty laughable power ratings...

[strop]

Considering the context these cars are made for, and the time they were made in, they would have made reasonable contributions to the target market, if not incredibly notable. For example, the 1997 car would be nearly on par with the performance of the 1997 Chevrolet Camaro, which, for quite a few years, IMO seemed a bit stagnant until the recent wave of relative lunacy. So I'm seeing a few parallels here to the American muscle car sector.

[Microwave]

Yeah they're similar to the 90s muscle cars... Except 90% of the 90s muscle cars were utter shite

[dontmatr]

Stinging from the lack of the success with the Tiamat 4600GT, KVE scambled to resolve the situation. KVE's management pressed Ford to release its DOHC version of its 4.6L Modular V8, to the point where the smaller manufacuter insinuated that they would go elsewhere for engines if they did not comply. Ford eventually relented, grudgingly, and deliveries of the all-aluminum 4-valve motors to Corpus Christi began in November of 2000.

KVE Powertrain worked on improving the new engines; by the time they were finished, the 32-valve V8 was capable of producing 345 horsepower, along with 320lb/ft of torque - a huge improvement over the SOHC 4.6L. Matched to the engine was Getrag's Type 233 6-speed manual transmission, which had also powered the illustrious Mark IV Toyota Supra. Again, an automatic transmission would not be available. KVE's styling department worked on giving some much-needed pizzazz to the rather dour bodywork of the previous Tiamat. The well-proved double-wishbone suspension was little changed, and the powerful ABS-assisted 4-wheel Brembo brakes were again unchanged.

The revamped Tiamat 4600GT was released for sale in February of 2000 at a price of $39255.

The automotive press, which was rather jaded with the previous iteration of the Tiamat, were blown away by the new car. Reviewers raved about the new DOHC 4.6L powerplant and smooth-shifting 6-speed transmission; 0-60 took only 4.7 seconds, and the 1/4 mile flashed by in just 13.26 seconds, making this the quickest KVE yet, along with a 164 mile per hour top speed. Handling was as capable as ever, and the powerful brakes were capable of stopping the car in the same 108 feet as the previous Tiamat. The styling refresh was also well-received. The car's 25.6 MPG observed fuel economy was also a marked improvement over the previous model.

Due to KVE's efforts, Tiamat sales would rise dramatically for the 2001 model, with 2972 sales, and for 2002, 2683 vehicles would be sold. However, all was not well. The relationship between KVE and Ford had become increasingly strained over the past 5 years, especially with regards to the Modular V8, and shortly after the last 2002 Tiamat (which would also be the last KVE model based on the Mielikki of 1987, which in turn was based on the Frejya of 1979) was produced, KVE terminated its relationship with Ford.

[strop]

Yeah they're similar to the 90s muscle cars... Except 90% of the 90s muscle cars were utter shite

Well yes I would agree with you, and so it is that I feel that the history here has just related that particularly barren stretch.

Now that we're into the noughties though, I'm thinking that we may eventually see the power outputs nearly double

[Microwave]

Perhaps.
I think the only muscle car I liked from the 90s was the '95 Mustang Cobra. Sounded amazing