Chevrolet phaston 5 0 "escalibur" 5000cc

By then, Raymond Loewy also worked for Studebaker, and had just finished his work on the Avanti.

Registered in Spain 28-10-94

EXCALIBUR. Imported from the united states.

Copy of limited edition with 263 units manufactured in 1978.

MOT valid until 28/07/2013

No. frame 787081. Model PHASTON 5 0. KM 60.000

Engine Chevrolet. Year:1978.

One day Sherwood Egbert called on the phone to the Stevens to ask them to prepare some special projects of car that should be displayed in several exhibitions that would be held the following year. The Stevens, in fulfillment of the charge by Egbert performed three projects for Studebaker: convertible color black and pink known as “Mademoiselle”, a vehicle called "Yachtman", and a "Car city" with vinyl roof.

The first exhibition was made in Chicago. The next exhibit was on April in New York and for this it was imperative to find something a little more explosive. The Stevens decided that the time had come to create a special car.

Unfortunately at that time Egbert was diagnosed with cancer and replaced by his right hand, Byers Burlingame. Burlingame “connected” quickly with the Stevens and provided them with everything they needed.

Using a chassis of Daytona and got to work on their designs, taking inspiration from the legendary Mercedes SSK. The idea was to create a vehicle along similar lines to those of the Mercedes SSK using mechanical contemporary to be sold at a competitive price. William Stevens told Burlingame, “I'm going to create a classic contemporary”, and thus was born the first prototype of the Excalibur, a job that was initially developed for Studebaker.

The result of this project was a sensation and was baptized colloquially as “Mercebaker”.

This vehicle, which is smaller than the mythical SS Mercedes from 1928, he had purchased parts in Germany directly to Mercedes, the seats were Studebaker modified, the dashboard was the Hawk GT and the radiator grille was placed for the first time, the famous cross in a circle. The car was carrying the currency Studebaker SS.

The new car was ready for the fair in New York when Studebaker changed their plans. Three days before the opening of the meeting it was decided not to display the car. Egbert no longer made decisions, and Burlingame decided that it could not cause the public to think that that was the type of vehicle that Studebaker would manufacture in the future.

However, Jerry Allen, organizer of the pageant of New York and that she was excited about the model was requested to the brothers Stevens, the car was moved also to the Fair, and that he would find a place. The “Mercebaker” was discharged from the conveyor and was located on the second floor of the fair right in front of a stop for hot dogs. It was too late to remove the currencies of Studebaker SS, so that the car was “tagged” as a special project of the brothers Stevens.

Interestingly, the stop of hot dogs attracted a lot of audience in front of the car and became the star of the Show. Such was the expectation that we came to accept 12 firm orders.

Jerry Allen was without a doubt a key person for the foundation of the brand Excalibur, not only because it was the organizer of the Fair of New York (without him, the brothers Steven would not have been able to never display your car), but why it was also the dealer of Chevrolet in the “Big Apple”. The brothers Stevens recalled that fact and in appreciation was named Allen dealer only for the East Coast.

Allen, sold the first cars as cakes hot due to the unbeatable location of your dealer in New York.

However, Allen was concerned because the motor Studebaker cars did not please the customers and bring him problems with the General Motors, and he asked the brothers Stevens if it was possible to equip the cars with engines Chevrolet. Of course we could... and from that moment all the Excalibur incorporated motors Chevrolet.

The news spread like wildfire. The car was exhibited again at the Fair of New York, and a month later at a contest in California, obtaining a great success. In July of that same year, Steve, his brother David and his father founded their own company.

The early days of the young firm were the most difficult and the brothers Stevens took two important early decisions: firstly that the cars would be built slowly and with care and the greatest attention, in the second place they themselves produced many components as possible to avoid dependencies on external suppliers.

In January 1966 the firm moved to the industrial area of west Allis.

The Excalibur Series I initially was only available in Roadster two-seat depending on the design of Stevens. But by mid 1966 the Company had built 56 automobiles and introduced two models: an elaborated Roadster with fenders longer, and a four-seater convertible known as the Phaeton. Excalibur built exactly 90 cars during 1966 and production didn't reach 100 units per year until 1969, the same year in which it ceased production of the Series I.

In 1970, Excalibur had been consolidated, but it had led to the birth of numerous imitators who take care of the demand of a market that could not only meet the limited production of Excalibur. The brothers Stevens did not want to increase their level of production for fear that it would affect the pristine quality of the enjoyed by your audience.

It launched the series II with a new chassis, somewhat more extended. The components of the suspension from the Corvette, like the brake system of four disks. The tire size was increased and they were mounted on rims designed especially for the car. The new engine 5700 cc, developing 300 hp and the manual transmission was 4-speed. The new model was also equipped with the most luxurious components.

Despite the weight added to the new model, the series II Excalibur was able to really entertain the driver with their operating: 0 to 60 mph in less than 7 seconds and a top speed of 149 mph.

Unfortunately, the production showed a steep decline with only 37 cars in 1970 and none in 1971. What happened after is absolutely inexplicable, because from a production of zero in 1971, went on to 122 units in 1972. The series II Excalibur remains today the most rare of all the models, with a total number produced of only 342 against the 359 series I.

For this reason; in 1974, David and Steve decided to touch up the chassis and install a new motor, a Chevy Mk IV 454-inch and 7,500 cc with a big block V8 that was used in the Corvette then.

In 1975, despite its large displacement, the 454 only produced 215 hp due to the change of regulations and the suffocating “computer anti-pollution.

Today, the series II, 1970 remains the most rare of Excalibur, with a total production of only 37 cars, of which 11 were Roadster and 26 were Phaeton.

The series III Excalibur, was introduced in 1975, and was the one that really led to an increase in the production and also selling prices. It was mainly a drive of the Series II had been modified to accommodate the new type-approval requirements, while preserving the traditional style but with a better sheath and exterior design.

The version Phaston it was still producing to be sold in greater numbers than the Roadster, as it had been producing since 1969, and though the production remained restricted Excalibur reached a new sales record in 1977 with 237 units. In 1978 there were 263 units and in 1979 were 367.

This level of production led to more of a car for the day, and Steve Stevens decided that this pace did not allow them to maintain standards of quality that they wanted, so they left that level of production and went back to the 4.5 cars per week.

In 1980 appears the series IV, the car of Excalibur that caused the first real change in appearance of the products of the brand. It was also the first Excalibur to have side windows-glass, a trunk/boot integrated within the bodywork and a soft convertible top electrically actuated for the Roadster and the Phaston. The series IV was obliged (by the rules anti-pollution even more rigorous) to change engine, a GM 5.0-liter equipped with automatic transmission. Once more the performance suffered, but the buying public seemed to accept it and attended to other issues such as the comfort.

With the rampant inflation that ran at the beginning of the 80's, David Stevens commented that they had come to the point of building seven cars a week and get no benefit. There were only two possible solutions: produce more cars and sell them at the same price, or produce the same number of cars and sell them at a higher price, and that could only be performed if this increase in price could justify to the public, without which the production costs increase.

It took the second path and prices rose. The new facilities of the series IV included power windows, central locking, route-control, the front seats electrically operated, radio/cassette, Blaupunk AM/FM stereo and a hard top removable.

To celebrate its twentieth anniversary, Excalibur has built a limited edition of the IV series which were built 50 copies. Painted white and grey, these cars have a trim strip chrome that separates the two colors, a small plate which bears the signatures of the brother of Stevens, and the serial number of the car. The interior is harmonized with the colors of the body and these are the first models of Excalibur that were adjusted with the skin of Connolly.

In order to respect the tradition of changing models every five years, Excalibur introduced its V-series in 1985. It was a vehicle more luxurious than offered a choice of engine of large displacement for the european market, a 300-hp. Sold only 78 cars in 1985 and 37 in 1986.

Finally, the crisis came to the Company, and since 1990, Excalibur, to survive is specialized in the manufacture of limousines, and built replicas of the Shelby Cobra 427 of 1965, just as he had done with the replica of the Bugatti 35 in 1968.

At the beginning of the TWENTY-first century, we don't know if the brand Excalibur is still “alive”, what is certain is that all of their models will never go unnoticed.