Ralston 1967 Tigre MkIII-C < E I G H T > Hardtop Coupe
Following the modest success of the post-WWII Ralston Tigre MkII, the Ralston company looked to a more ambitious and glamorous execution with the Tigre MkIII, released in 1961.
The basis for the new car, again came from the General Motors' premium division - Cadillac - for the architectural hardware.
The Frame & Underbody was developed from the 1959/60 GM 'C' Bodies - a short-lived production run for GM, hence the availability to the Ralston Company. Wheelbase was set at 130 in (3,302 mm) for the standard sedan, and all the specialty 2-door cars. The long-wheelbase Limousine, Town Car and Specialty models sharing the GM 'D' Body 150 in (3,805 mm) with the Cadillac Series 75 / Fleetwood.
Powertrain was also Cadillac derived, incluing the 390 CID (6.4 Litre) V8 engine. Power was rated the same 345 bhp (257 kW). Cadillac was to retire this engine, with the development of a new engine of the same capacity for 1961. For the MkIII-C of 1967 the V8 engine was enlarged to 429 CID (7.0 litre) with the new OHV Cadillac engine, but power remained the same as the 1961-67 models, while torque rose to 480 lb.ft (650 Nm).
One notable characteristic of all Ralston Tigre MkIII models are the reverse-opening doors. On all two-door cars, the doors operated on special hinges to move backwards along the body, offering easier ingress and egress for all passengers. For the four-door models, the front doors were conventionally hinged, per the originating GM 'C' and 'D' body vehicles, whilst the rear doors adopted the special hinged mechanism to allow rear passengers easier access. The adoption of GM's body-on-frame chassis permitted the omission of a conventional B-pillar on the four-door cars. A rarity at the time, but shared with the contemporary Lincoln saloons.
The real party trick appeared in 1964, with the introduction of the MkIII B. This model, though visually little changed from the MkIII of 1961, incorporated the first (and only) reintroduction of the V12 engine to the US-based motor industry.
Once more, the engine was based on that of a Cadillac.
www.thetruthaboutcars.com/2010/04/the-ohc-v12-that-cadill...
The prototype engines were produced in 7.4 and 8.2 litre forms, originally to support the fitment of the V12 to the upcoming Cadillac Eldorado - Cadillac's first front-wheel-drive vehicle. Ultimately the V12 installation in the Eldorado was cancelled, as the engineering team considered the engine to be transversely installed, until late in the development, where the V12 length would have been a significant disadvantage in terms of installing a matching transmission. Cadillac instead, continued with V8 development at the same swept capacities, even when the Eldorado was ultimately launched with the longitudinal engine installation with the gearbox alongside. As the Eldorado was to be the most premium of premium Cadillacs, the large capacity V8s filtered across to the RWD BOF models, but the V12 was not fitted to any of the division's cars.
This opened the possibility of offering the V12 to another luxury vehicle manufacturer who did not have the funding to develop such an engine on their own.
Ralston, wishing to also continue the production of the V8 models launched in 1961, renamed the V8 as the E I G H T, and offered the V12 engined as a premium model above this. In truth, the engine was the only key difference, as there were very few restriction on the use of either engine in combination with the low-volume bodystyles on offer.
Ralston remained (relatively) conservative on the engine specification, choosing not to lift the power from the original Cadillac specification, nonetheless choosing the larger 8.2 litre capacity engine at a rated 394 hp (296 kW) and 506 lb.ft (686 Nm).
Externally there was noting to differentiate between the fitment of the V8 and V12 engines to the cars, other than the subtle text spelling out or on the side engine vent ahead of the doors. The 1964 introduction coincided with a minor external facelift, key change being the fitment of a third 'X' feature in the front grille, replacing the '5th' headlamp feature fitted on 1961-early 1964 vehicles. Additionally, the modest tailfins were trimmed smaller again, and a more conservative rear licence plate treatment used in place of the 3rd rocket pod in the rear facia.
In 1967, the Tigre MkIII-C underwent further revisions. There were new front fenders, eliminating the large, round double stacked headlamps, replacing them with small corner bumperettes and small double-stacked corner lamps. the headlamps were now hidden behind louvres in the new grille. There was now a single 'X' form at the front of the grille, centrally mounted. At the rear, the existing rocket pod tail lamps were retained. The 1967 MkIII-C reverted to the MkIII 1961-64 trunklid and bumper, but with the central '+' rocket feature supplanted by the licence plate. For all SWB body styles. there were new tapered fender tops (barely fins), recalling the Tigre MkII C & D. Long wheelbase 4-door cars retained the MkIII-B rear fenders as they suited the overall vehicle lines better.
Minor changes to the side of the vehicle included deeper opening doors, and a more open front wheelarch taper. A chrome trim feature led from the front fender vent to the rear rocket pod.
The model shown here is the commonly ordered Hardtop Coupe - a very sharp looking car, despite the origins dating back eight years to 1959 for the basic architecture. The model is one of the 7.0 litre V8s, despite there being little differentiation externally to vehicles fitted with the V12.
A very similar car was used as the prototype vehicle fitted with early versions of the extremely rare V16. These cars were development mules for the proposed Ralston Centaur - to be termed , though ultimately no completed customer cars were ordered, the 21 prototype engines fitted to various Tigre MkIII vehicles were either completed as un-homologated show cars for use by the Ralston family on their various estates, later restored from their mule conditions to rare collector cars, or unfortunately, destroyed. It has been long rumoured that the 13 crushed cars all had their engines removed, so potentially there is a small pool of functioning 10 litre V16s waiting for re-fitment to Ralston chassis.
This Lego miniland-scale Ralston Tigre MkIII C Hardtop Coupe (1967) has been created for Flickr LUGNuts' 95th Build Challenge, - "Designing the Ralston Legacy", - for the design of vehicles under the fictional 'Ralston' company. The models must include a 'X' design feature on the car or bike. A number of Ralston challenge vehicle concepts are possible in this challenge.
[Cadillac V12 engine information taken from 'thetruthaboutcars.com']
www.thetruthaboutcars.com/2010/04/the-ohc-v12-that-cadill...
Ralston 1967 Tigre MkIII-C < E I G H T > Hardtop Coupe
Following the modest success of the post-WWII Ralston Tigre MkII, the Ralston company looked to a more ambitious and glamorous execution with the Tigre MkIII, released in 1961.
The basis for the new car, again came from the General Motors' premium division - Cadillac - for the architectural hardware.
The Frame & Underbody was developed from the 1959/60 GM 'C' Bodies - a short-lived production run for GM, hence the availability to the Ralston Company. Wheelbase was set at 130 in (3,302 mm) for the standard sedan, and all the specialty 2-door cars. The long-wheelbase Limousine, Town Car and Specialty models sharing the GM 'D' Body 150 in (3,805 mm) with the Cadillac Series 75 / Fleetwood.
Powertrain was also Cadillac derived, incluing the 390 CID (6.4 Litre) V8 engine. Power was rated the same 345 bhp (257 kW). Cadillac was to retire this engine, with the development of a new engine of the same capacity for 1961. For the MkIII-C of 1967 the V8 engine was enlarged to 429 CID (7.0 litre) with the new OHV Cadillac engine, but power remained the same as the 1961-67 models, while torque rose to 480 lb.ft (650 Nm).
One notable characteristic of all Ralston Tigre MkIII models are the reverse-opening doors. On all two-door cars, the doors operated on special hinges to move backwards along the body, offering easier ingress and egress for all passengers. For the four-door models, the front doors were conventionally hinged, per the originating GM 'C' and 'D' body vehicles, whilst the rear doors adopted the special hinged mechanism to allow rear passengers easier access. The adoption of GM's body-on-frame chassis permitted the omission of a conventional B-pillar on the four-door cars. A rarity at the time, but shared with the contemporary Lincoln saloons.
The real party trick appeared in 1964, with the introduction of the MkIII B. This model, though visually little changed from the MkIII of 1961, incorporated the first (and only) reintroduction of the V12 engine to the US-based motor industry.
Once more, the engine was based on that of a Cadillac.
www.thetruthaboutcars.com/2010/04/the-ohc-v12-that-cadill...
The prototype engines were produced in 7.4 and 8.2 litre forms, originally to support the fitment of the V12 to the upcoming Cadillac Eldorado - Cadillac's first front-wheel-drive vehicle. Ultimately the V12 installation in the Eldorado was cancelled, as the engineering team considered the engine to be transversely installed, until late in the development, where the V12 length would have been a significant disadvantage in terms of installing a matching transmission. Cadillac instead, continued with V8 development at the same swept capacities, even when the Eldorado was ultimately launched with the longitudinal engine installation with the gearbox alongside. As the Eldorado was to be the most premium of premium Cadillacs, the large capacity V8s filtered across to the RWD BOF models, but the V12 was not fitted to any of the division's cars.
This opened the possibility of offering the V12 to another luxury vehicle manufacturer who did not have the funding to develop such an engine on their own.
Ralston, wishing to also continue the production of the V8 models launched in 1961, renamed the V8 as the E I G H T, and offered the V12 engined as a premium model above this. In truth, the engine was the only key difference, as there were very few restriction on the use of either engine in combination with the low-volume bodystyles on offer.
Ralston remained (relatively) conservative on the engine specification, choosing not to lift the power from the original Cadillac specification, nonetheless choosing the larger 8.2 litre capacity engine at a rated 394 hp (296 kW) and 506 lb.ft (686 Nm).
Externally there was noting to differentiate between the fitment of the V8 and V12 engines to the cars, other than the subtle text spelling out or on the side engine vent ahead of the doors. The 1964 introduction coincided with a minor external facelift, key change being the fitment of a third 'X' feature in the front grille, replacing the '5th' headlamp feature fitted on 1961-early 1964 vehicles. Additionally, the modest tailfins were trimmed smaller again, and a more conservative rear licence plate treatment used in place of the 3rd rocket pod in the rear facia.
In 1967, the Tigre MkIII-C underwent further revisions. There were new front fenders, eliminating the large, round double stacked headlamps, replacing them with small corner bumperettes and small double-stacked corner lamps. the headlamps were now hidden behind louvres in the new grille. There was now a single 'X' form at the front of the grille, centrally mounted. At the rear, the existing rocket pod tail lamps were retained. The 1967 MkIII-C reverted to the MkIII 1961-64 trunklid and bumper, but with the central '+' rocket feature supplanted by the licence plate. For all SWB body styles. there were new tapered fender tops (barely fins), recalling the Tigre MkII C & D. Long wheelbase 4-door cars retained the MkIII-B rear fenders as they suited the overall vehicle lines better.
Minor changes to the side of the vehicle included deeper opening doors, and a more open front wheelarch taper. A chrome trim feature led from the front fender vent to the rear rocket pod.
The model shown here is the commonly ordered Hardtop Coupe - a very sharp looking car, despite the origins dating back eight years to 1959 for the basic architecture. The model is one of the 7.0 litre V8s, despite there being little differentiation externally to vehicles fitted with the V12.
A very similar car was used as the prototype vehicle fitted with early versions of the extremely rare V16. These cars were development mules for the proposed Ralston Centaur - to be termed , though ultimately no completed customer cars were ordered, the 21 prototype engines fitted to various Tigre MkIII vehicles were either completed as un-homologated show cars for use by the Ralston family on their various estates, later restored from their mule conditions to rare collector cars, or unfortunately, destroyed. It has been long rumoured that the 13 crushed cars all had their engines removed, so potentially there is a small pool of functioning 10 litre V16s waiting for re-fitment to Ralston chassis.
This Lego miniland-scale Ralston Tigre MkIII C Hardtop Coupe (1967) has been created for Flickr LUGNuts' 95th Build Challenge, - "Designing the Ralston Legacy", - for the design of vehicles under the fictional 'Ralston' company. The models must include a 'X' design feature on the car or bike. A number of Ralston challenge vehicle concepts are possible in this challenge.
[Cadillac V12 engine information taken from 'thetruthaboutcars.com']
www.thetruthaboutcars.com/2010/04/the-ohc-v12-that-cadill...