Excalibur Series IV Roadster Reviews
Production and costs started removing with the Sequence III, which arrived in 1975 (Excalibur hasn't followed rigid design years). This is essentially the Sequence II style changed for tightening security/emissions guidelines, but less as to endanger styling or roadability that were, right now, Excalibur hallmarks.
The chief mechanical change was changing to Chevy's bigblock 454 V-8, that could be emissions-tuned with less loss in power and torque compared to the smallblock 350. And costs would go considerably higher, reaching $28,600 from the end-of the show in 1979.
Nor did they need to dilute their marketplace with too much of the great point. The morepractical fourplace phaeton continued outselling the roadster, because it had since 1969, but total volume stayed minuscule even for a peculiarity manufacturer. The Series III found but 1141 over five years, versus 342 for 359 and the Series II for the first Series I.
Excalibur had traveled far because William and David C. "Steve\" Stevens created their first vehicles (the latter even worked in the assembly line until 1968). Stunning evidence of the advance arrived in 1980 with the elegant new Sequence IV. More luxurious tourer than lightweight sports device, it was probably the most drastically altered Excalibur ever. Wheelbase was stretched into a limo-like 125 inches, and there were more conventional accoutrements than any preceding Excalibur. The phaeton got a liftoff hardtop plus completely powered softtop; the roadster obtained a rakish rumble seat.
The highest was a significantly smaller Chevy V-8, the wellknown 5.0-liter/305-cid unit, associated with fourspeed overdrive automatic as the one transmission alternative. Consequently, clients were saddled with a lot larger and heavier Excalibur which was far from exciting on both straights or curves.
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