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Ardent Motors on AutomationHub: http://www.automationhub.net/company-catalog&companyID=40

Ardent Standard / Custom / Special (Gen 1)
1948-1952 (Standard Four)
1948-1954 (Standard, Custom, and Special Six)

After the war, Ardent Motors was spawned from its parent Ardent Equipment Industries. Though initial design of their first motor vehicle was started prior to the war, those plans were put on hold as their production capacity was put to use for the war effort. Penning this inaugural series resumed as soon as Ardent could shift their focus back.

A range of models were proposed, all on the same chassis to simplify the manufacturing process. The most basic model was to receive a variation of the prewar inline-4 that AEI first designed for tractors. There would be no frills or gimmicks, but Ardent’s management decided early on that Safety would be important, even on the base model. The first generation came to market for the 1948 model year in four different flavors.

The base model was the Standard Four. Little more than four wheels, brakes, an engine, and seats, this model catered to buyers whose budget was their absolute motivator. The little 56 horsepower mill under its hood managed to scratch out 30 miles per gallon, further stretching the wallets of frugal owners. The Standard Four ran for five years, ending after the 1952 model year when Ardent discontinued the archaic 4-cylinder in favor of larger motors.



Next up in line came the Standard Six. The modest bump in sticker price bought slightly wider tires and an upgrade to the Orion OS6-A “Sparrow” straight-six. The little six packed a decent power bump from the four, though at the cost of 2 miles per gallon.

The third model, which was initially built in smaller numbers than any of its siblings, was the Custom Six. Still a no-frills transport like the Standards, this model jumped to the bigger OA6-A 110ci Orion motor, again with a significant boost in power. Sometimes poorly behaved as a result of its extra grunt, the Custom Six was actually the sportiest model (such as it was; this was not really much of a feat), and in the long run proved to be the most reliable of the four, and production was ramped up for the ’53 and ’54 model years after the disappearance of the Standard Four.

Ardent’s top-of-the-line model for their inaugural series was the Special Six. It also carried the larger Orion found on the Custom, but the interior was in a whole different class. Where basic gauges graced the lower end models, deluxe indicators were found in the Special. It was also the only Ardent model to have a radio as standard equipment. Chrome trim on the dash pad and extra padding in the seats and insulation in the body gave the Special Six a much more refined experience. Even with the extra weight, the Special Six still delivered more than 28 miles per gallon.



All first-generation models of these series featured ladder frame construction with steel paneling. Transmissions were all three-speed manuals. Performance was not stellar on any model, though all were able to hit at least 80 miles per hour in track testing. Simple but sturdy mechanical components gave this series a reputation for durability, though the radios in the first generation Specials were sometimes a source of consternation for their owners.

MSRP for 1948 models in Automation dollars:
Standard Four: $7799
Standard Six: $8299
Custom Six: $8799
Special Six: $10999

Ratings for 1948 models (Sportiness / Tameness / Comfort / Prestige / Safety / Reliability / Economy in MPG):
Standard Four: 0.4 / 27.6 / 14.3 / 4.0 / 7.0 / 66.7 / 30.6
Standard Six: 0.6 / 27.0 / 18.0 / 5.0 / 7.0 / 66.2 / 28.7
Custom Six: 0.9 / 27.0 / 17.6 / 5.7 / 7.1 / 67.8 / 28.6
Special Six: 0.5 / 25.2 / 32.2 / 13.6 / 7.3 / 56.6 / 28.1

(Please note: I somehow lost the LUA files for these four models. I replicated it as best as I could after AutomationHub went live, but it wasn't exact)

Ardent Master Concept
1950

Immediately after the successful launch of the Standard/Custom/Special (SCS) series, Ardent went to work looking for other potential markets and technologies. They were looking to expand from the small car market, and the body of this prototype was the fruit of their labor.

Numerous materials and components tests were conducted for this project, particularly focusing on the interior of the car. The quality of early radios was improved, as well as the quality and efficiency of heaters and their controls. Experiments with exit lighting, gauge contrast, and (to a degree) ergonomics also made their way into the concept car. Personal space and comfort were considered at great length before final installation. Most of these techniques and devices made their way into the Ardent lineup in one form or another over the coming decade.

A ladder frame was still used, but heavy steel was eschewed in favor of a lighter aluminum skin. While this proved to be labor intensive, it did save nicely on weight. Performance was far beyond anything else that Ardent had put out to date, partially thanks to the experimentation of their engine works department.



The Master Prototype was fitted with an Antares-series AD8-A squarebore V8. Measuring in at only 147.3 cubic inches, it was downright tiny compared to its contemporaries. Yet the 112 horsepower that it produced was good for 22 miles per gallon while cruising and 100 miles per hour on the track. Not bad for their first-ever over-2000 pound car. As power of other engines grew, however, it was clear that this particular experiment wasn’t ready to see the light of day. Nevertheless, Antares-series motors, including both an inline-4 and straight-6, continued development as a test-bed for radical new ideas.

While this individual concept was never brought to production, In late 1954, Ardent would launch a series bearing the name “Master”. While a very different beast than the concept car, the luxury materials and options developed for this concept were incorporated nearly wholesale into the new design.

Ardent Midnight 310 / 320
1955-1960

After the initial success of the SCS series, Ardent looked to add new models to their lineup. Catering to new groups of customers, both at home and abroad, was their primary concern throughout the Fifties and early Sixties.

The Midnight was released for the 1955 model year, and represented Ardent's first try at a sports coupe. There were concerns at first that a 2 door, 2 seat car would not find a target audience of sufficient size to be viable, but numerous pre-orders and heavy early interest proved those to be absolutely false. In fact, in its launch year, the Midnight would end up second overall in its segment for total sales*.

Ardent's coupe was powered by the first-ever Antares squarebore engine to make its way into a production vehicle. The AD8-A 2.9L V8 would remain as Ardent's only production squarebore until 1972. Fuel mixture was provided by a pair of 4-barrel carburetors pulling air through a stock paper element. The standard US version of the engine put out 150 HP, but was rated to run on inexpensive, readily available regular leaded. The world engine, which was also available as a special "performance" package in the US, cranked out 155 HP and used less fuel, but it required premium leaded fuel.

Two trim levels were available for the duration of the production run. Naming schemes had changed at the corporate level for 1955, and the SCS monikers were dropped in favor of a numeral that denoted the series and trim level. For Midnight, the 310 was the base model, and the 320 was the upscale model, with a standard AM/FM radio and optional air conditioning. In 1958 an automatic version was made available, but manual transmissions were still greatly preferred by the buyers.



Demo model shown in Florida Orange.

*Source: Der Bayer's CTC #6 challenge


Ratings for 1955 models (Sportiness / Tameness / Comfort / Prestige / Safety / Reliability / Economy in MPG):
310: 11.9 / 42.9 / 14.9 / 14.5 / 14.1 / 64.2 / 23.3
320: 11.5 / 42.2 / 24.0 / 16.7 / 14.3 / 58.3 / 22.9 (25.6 with World Engine)

Very cool. Can't wait to see more of Ardents Motor Corp's history and line up!

I'm posting them to AutomationHub now as well.

Ardent Smoke SE / GT
1985-1987 (Inline-6 only)
1988-1993 (Inline-6 and V8)

Ardent long felt that there was still a market in low-to-mid range coupes. Their aging Olympic personal luxury coupe was still selling, but was much too far upscale for the audience that they were hoping to capture. Thus, in the early 80's, Ardent took the Olympic platform and adapted it to Front Wheel Drive. The plush luxury interior and high end entertainment system were removed, and two different trim models were created: SE and GT. At launch, only a carbureted AB6-E-A 6-cylinder motor was available. That would change in 1988 when the GT version was given a brand new fuel-injected V8 in the form of the AD8-F-R.



The SE version had a reasonable list of standard equipment, including a tachometer, AM/FM radio with electronic presets, and digital clock. Options included an automatic transmission, power windows, power mirrors, and air conditioning. Except for the automatic, all of those were standard equipment on the GT model, as well as an uprated stereo with cassette and equalizers. 6-cylinder powered models got 31 MPG on the highway*, while the V8 GT got a still-respectable 29.

*1988 models, California Emissions with TBI injection.



Model shown in Lava Lime.

Ratings for 1988 models (Sportiness / Tameness / Comfort / Prestige / Safety / Reliability / Economy in MPG):
SE (5-speed manual): 21.3 / 55.0 / 29.9 / 15.7 / 19.8 / 73.8 / 31.0
SE (3-speed automatic): 14.9 / 60.1 / 28.8 / 12.5 / 19.5 / 71.0 / 30.8
GT (5-speed manual): 23.6 / 51.0 / 28.5 / 20.7 / 20.2 / 71.9 / 29.1
GT (3-speed manual): 17.2 / 57.6 / 31.7 / 20.5 / 20.2 / 68.5 / 29.0

Ardent Spark
1957-1967 (Model 810, Inline-6)
1962-1967 (Model 820, V8)

Coupes seemed to be a hot ticket for Ardent in the Fifties. After the success of the Midnight, Ardent went back to the drawing board, this time to come up with a longer wheelbase 2-door that would seat 4. The ensuing model, initially only available in a single trim (Model 810) was indeed larger than its predecessor, but its unwieldiness on the road made it quite unpopular outside of its home market in America. Still, it served as somewhat of an icon of bargain luxury. Other contemporaries of the day may have been better, but couldn't compete on price.



The Spark's sales started out rather disappointing, but slowly grew over time. After an incident in late 1960 surrounding one of Ardent's engineers, the public caught a glimpse of what the Spark could be; A Taurus-series TA8-A from a wrecked Ardent Master had been shoehorned under the hood, and straight-line performance jumped significantly. Resistance at the corporate level within Ardent meant it would be two more years before a Taurus series engine officially made it under the hood of the Spark Model 820. When it did, it was leaner and lighter, but still quite capable



Ratings for 1957 models (Sportiness / Tameness / Comfort / Prestige / Safety / Reliability / Economy in MPG):
Spark 810: 10.0 / 28.2 / 26.9 / 21.4 / 17.8 / 59.1 / 21.5

Ardent Angeles S / Elite (3rd Gen)
1971-1979

The timing for Ardent's complete redesign of the Angeles luxury sedan seemed fortuitous. That is, until the oil crisis struck. Suddenly customers who had stretched their dollars to afford their luxury barges could no longer afford to fuel them.

This led to a mid-generation redesign in 1974. Thought the series would last untouched until 1979, sales steadily dropped off as the market for fuel-guzzling cruisers dried up.



Overall, the Angeles was not a poor design. But circumstances beyond Ardent's control nearly destroyed the storied nameplate. After its redesign for 1980, the Angeles was unrecognizable. The 6.1 Liter V8 that powered the Elite trim model through the 70's would disappear, and Ardent would never produce an engine that large again.

Model shown in Alpine White.

Ratings for 1974 models (Sportiness / Tameness / Comfort / Prestige / Safety / Reliability / Economy in MPG):
S: 3.3 / 39.0 / 45.7 / 38.4 / 34.4 / 61.5 / 15.7
Elite: 3.7 / 38.7 / 51.7 / 44.1 / 35.0 / 59.4 / 14.8

Ardent Thrush S / SE (2nd Gen)
2010-2014

The second generation of Ardent's compact wagon mostly incorporated cosmetic changes. The front end was "cleaned up" in a bid to streamline the previous generation's facia. In general, the aesthetics were not well received.



Fortunately, the rest of the car made up for it. A new generation of Antares motor was placed under the hood, more powerful and efficient than before. With a little re-gearing of the existing automatic, as well as a brand-new 6-speed manual transmission, performance improved a bit as well.



The Thrush S, with its available 5-speed automatic transmission, went head-to-head with 7 of its competitors in a recent comparison review (January 2015). While it didn't take home top honors, it held its own in the performance and ride/handling categories. And it did so with one of the lowest price tags in the comparison, keeping with Ardent's long-standing promise with its entry level customers.

Model shown in Neon Night.

Ratings for 2014 models (Sportiness / Tameness / Comfort / Prestige / Safety / Reliability / Economy in MPG):
S (manual): 13.1 / 67.7 / 22.7 / 8.2 / 23.6 / 79.6 / 45.4
S (automatic): 8.7 / 73.0 / 26.6 / 8.1 / 23.8 / 76.3 / 45.2
SE (manual): 11.8 / 66.2 / 29.3 / 12.6 / 24.4 / 77.4 / 43.3
SE (automatic): 7.7 / 71.5 / 33.8 / 12.5 / 24.4 / 74.4 / 43.2

Ardent Iroquois LS/LS-T/RS-T(3rd Gen)
2013 ongoing

By the early 2010's it was time for an overhaul of Ardent's premium sedan line. A new facia and tail treatment were given to this third generation, as well as updates to the interior to keep it fresh. The S trim was "dropped", and a new LS trim was added. The interior appointments of this new base model were brought up to snuff with the previous generation's LS-T model. Previously the top-end trim, the LS-T continued to aim toward premium sedan buyers looking for a balance between power and frugality. Its reign as Ardent's plushest mid-size sedan was at an end, however, with the introduction of the brand new RS-T trim in late 2013. Slathered with leather and high end gadgets, the RS-T took the Iroquois into territory it had never dared venture before.



Power was provided in different manners for each model. Motivation for the LS and LS-T came from new "Lyra" series 6-cylinder motors, the spiritual (if not actual) successors to the old Orion motor found in the first generation Iroquois. The RS-T kept a Taurus series V8 under the hood, but this time in the form of a crisply tuned, 424 HP TS8-J-K 4 liter turbo.



LS-T model shown in Burgundy Mist.