Developing the death-proof car.

As a result of rising death rates in auto crashes, the U.S. Department of Transportation launched the Experimental Safety Vehicle program in 1970. The program was intended as a way for various automakers to learn more about both passive and active safety in cars and apply that knowledge to production cars in the next ten or so years.

It consisted of building prototypes that met certain requirements: they had to keep passengers alive in a 50mph crash into a solid barrier, withstand side impacts at 30mph, protect the car’s occupants in a 75mph rear end collision, and survive two complete rollovers at 60-70mph.

Some of the guidelines revolved around handling so manufacturers couldn’t simply turn an economy sedan into an armored tank that destroyed everything in its way. The prototypes had to stop from 60mph within 155 feet on a dry road, accelerate from 30 to 70mph in less than 12 seconds with a 60% load and make an abrupt 180 degree turn at 70mph without rolling over.

The test cars were organized by weight classes: 1500 pounds, 2000 pounds, 2500 pounds and 4000 pounds. Part of the guidelines was, of course, that the cars actually respect the weight limit in each class, something most of the participating manufacturers had a hard time doing given the extra equipment they bolted on to each car.

These prototypes were remarkable in both the effort and resources put forth to develop and build them but also in the far-fetched ideas that some manufacturers came up with in order to supposedly make a car safer. Popular Mechanics hit the nail on the head when in June of 1972 they observed that “the world may never want to place an ESV in production, but we sure want the answers the cars can give us.”

We picked a few ESV prototypes to take a look at but it’s far from an exhaustive list. Looking at all of them would take ages; lots of manufacturers took part in the program including Opel, Renault, GM and Nissan.

American Machine & Foundry AMF 2

AMF has manufactured a vast variety of products: bicycles, tennis rackets, golf clubs, snowmobiles and even Harley Davidson motorcycles, just to name a few. Conspicuously absent from that list are cars, but they gave the ESV program a shot anyways. Their prototype was part of the 4000 pound category but weighed a whopping 5,791 pounds. It had a steel body with aluminum bumpers that had a thirty inch (!) travel. Rear visibility was assured by a submarine-like periscope, visible on the roof.

Like many other ESV prototypes it had airbags to protect the occupants and AMF took it further by adding automatic fire extinguishers. It is remembered as one of the best ESVs built by an American company.

Fiat ESV 1500

Fiat’s ESV for the 1500 pound category was one of the three the company built in the early 1970s. The other two were in the 2000 pound and 2500 pound category, respectively.

To develop the 1500 pound ESV Fiat used crash test data from the 500. The prototype uses a 500 running gear with a slightly bigger engine to counter the added weight, though the use of 126 parts is noticeable as well. This one met most DOT requirements for its weight class including fire protection, safe driving in foggy weather and pedestrian safety. The requirement it didn’t meet was the weight – it weighed a little over 1700 pounds in a weight class limited to 1500 pounds.

Ford ESV

Unlike a lot of other ESVs Ford’s prototype was based entirely on an existing production car, the LTD. Compared to the car found on dealer lots, the LTD ESV had a longer hood and a shorter trunk. Like the AMF above it was part of the 4000 pound category and also like the AMF, it weighed considerably more: the Ford tipped the scales at almost 5,300 pounds.

Compared to a stock LTD the brakes and suspension were modified to comply with the DOT’s handling requirements, including the addition of an ABS system that acted only on two wheels. The bumpers were hydraulically retractable to withstand a 10mph crash.

Both Ford and GM charged the government $1 for the development of their ESVs.

Honda ESV

Honda’s ESV was not an ESV in the true sense of the term. Instead they tried to build a mass-produced car to ESV standards, the same path that Ford followed. Ford did much better than Honda but they were starting with a bigger and heavier car; Honda was starting with a Civic. Honda strengthened the Civic’s body all around, including the door pillars to increase protection in a rollover. The engine was the same 55hp unit found in the production car.

Because of miscellaneous setbacks revolving around the Civic’s tiny size, the prototype took a year longer to complete than the other ESVs.

Mercedes-Benz ESF 22

Mercedes was very active in the ESV program: the ESF 22 was their third prototype after the ESF 5 in September of 1971 and the ESF 13 in 1972. First two prototypes were based on a w114 250 sedan but the ESF 22 was based on the w116 450 SE.

The ESF 22 used ABS brakes all around and experimented with airbags. Although the ESF 22’s long hood kept occupants alive even in the event of a 40mph crash against a solid structure, Mercedes’ prototypes did not comply with all of the DOT-mandated requirements in the program. Mercedes built a fourth and final one, the ESF 24, and called it quits.

MG SSV 1

This was another small car entry. MG started with a B GT body and added equipment such as a heads up display for the speedometer, airbags, big rubber bumpers and a self leveling suspension that would be later outlawed by DOT.

MG drunk driver-proofed the car by having a little colorful sequence show up on a screen when the key was inserted. Before the car would start, the driver would have to reproduce the sequence. The driver had three tries; if by the third the correct sequence had not been entered, the car would be impossible to start for an hour. The idea was that if someone was drunk enough, they wouldn’t be able to reproduce the sequence in the right order.

One of the few features from the SSV 1 to make it on a production MG are the huge rubber bumpers, though certain MG owners have reported seeing a sequence of flashing lights on the dash followed by their car not starting.

Toyota ESV

Toyota took a smaller approach to the ESV prototype: they developed a 2500 pound two-seater coupe. It was powered by a 1700cc mated to an automatic transmission, seen as safer than a manual transmission since it was run by a computer and not a human.

The prototype was packed full of electronics, including a system that adjusted the brightness of the headlight based on the car’s speed. The car also had radars to scope out the road ahead for obstacles. If one was found too close and the radar judged that a collision was unavoidable, it would send a signal to deploy the “gasbags”. The car also used what Toyota called failure warning board, a sort of on-board computer that monitored brake fluid level, engine oil level, etc.

Volkswagen ESVW-I

Staying true to Volkswagen tradition, their ESV had a 1700cc rear-mounted air-cooled engine. It developed 100 hp and was fully compliant with U.S. emissions.

Interestingly enough Volkswagen opted not to use airbags. Instead, they had seatbelts that automatically restrained passengers in the event of a crash thanks to gas-fired pistons. The car was equipped with what Volkswagen called a “silent co-pilot” system that calculated how much crosswind was hitting the car and from what side and electronically compensated the steering for it.

On the outside the bumpers didn’t stick out near as much as other prototypes and period Volkswagen literature bragged that their ESV had a “nearly normal” appearance, as opposed to other cars in the program.

Volkswagen built a second ESV in 1974, the ESVW – II, based on a first generation Golf/Rabbit. They exited the program soon after because they realized that the safety features would be too costly to implement in a production car.

Volvo VESC

Volvo has always been a leader in auto safety so it shouldn’t come as a surprise that they started developing the VESC in 1969, a full year before the DOT started the ESV program. With that said it was not developed with any of the program guidelines in mind but excelled anyways. It weighed a few pounds shy of 3,200 pounds.

The bumper had a seven inch travel distance to absorb shock and the engine was designed to get pushed under the floor in the event of a front collision, something Mercedes introduced on their W168 A-Class in 1997. To effectively stop the car ABS was fitted on all four wheels. On the inside, occupants were protected by both front and rear airbags.

The Volkswagen Iltis (type 183).

When the West German army (known locally as the bundeswehr) needed a Jeep-like vehicle after WWII, they rejected Ferry Porsche’s 356-engined type 597 and instead picked the DKW Munga. The 3-cylinder, two-stroke Munga entered production in 1956 and was phased out in 1968. During that time Volkswagen purchased what was left of Auto Union and owned the rights to the Munga.

The German army continued to use the Munga for several years after production ended but as they started to disappear from the fleet, it became evident that there was nothing available to replace them with. They hesitantly ordered Volkswagen 181s (better known as the Thing) but those had no real offroad capacity. In 1976 the army made a call for offers: they needed a vehicle that could transport four people, 500 kilos (about 1,100 pounds) and climb a 50° incline fully loaded. It had to be capable off-road but still be street-legal. It had to measure less than 4 meters (157 inches) long and 1.60 meters (63 inches) wide.

It’s with these and many other guidelines in mind that a team of ex-NSU workers led by a certain Ferdinand Piech mixed and matched Munga, Audi, mk1 Golf and Beetle parts to create the Volkswagen type 183, more commonly called the Iltis (ferret in German). The army approved the design in 1977 and placed an order of 8,800 cars. The first examples were delivered in late 1978.

The 183 was powered by a 1714cc water-cooled four-cylinder that came in two variants: there was a 70hp with lower compression (running on normal gas) or 75hp with higher compression (premium fuel only). A Solex 1B1 carburetor was in charge of fuel delivery.

The transmission was a 4-speed manual unit with a low gear indicated by a G on the shift lever (for gelände, terrain in German).

Under normal driving the 183 was rear wheel drive but there was a lever to engage the front axle and turn it into a 4x4. All 183s had a locking rear differential and some also had a locking front differential. Story has it that it’s this setup that inspired Audi engineers to begin working on the Quattro project.

The 183 had all the equipment one would think of finding on a military car including a NATO-spec 24 volt electrical system (two 12 volt batteries hooked together), a jerrycan of gas, blackout lights, and a flag holder on both front fenders. It had storage space under the hood, above both wheel wheels. On the opposite end of the spectrum, it used four drum brakes borrowed from the eternal Beetle.

Below, a Volkswagen 183 interior, heavily influenced by the Beetle:

Not just for war.

Volkswagen presented a civilian version of the 183 at the 1979 Geneva Auto show and sales began shortly after. Less than 1,000 of them were assembled before the plug was pulled. Several reasons have been pointed out for the 183’s failure on the European market: it’s not a terribly good-looking vehicle, it’s not a particularly comfortable vehicle, it’s too rustic, and so on. In reality the most valid reason for the 183’s lack of success was its price: in 1982 it cost about three times as much as a base-model Golf; it even cost more than a V8-powered Range Rover.

Perhaps in an effort to create publicity for the Iltis Volkswagen fielded four of them in the 1980 Paris-Dakar. The result was spectacular: #137 took first place, #136 took second place, #138 took fourth place and #139, a support vehicle, took ninth place. Patrick Zaniroli, pilot of the #136 car, said that aside from a different cam and a bigger carburetor his Iltis was 100% stock, an impressive feat considering how modified most Dakar cars were (and still are.)

When all was said and done 9,547 examples of the 183 were built, with the last one rolling off of Audi's Ingolstadt assembly line in 1982. That was just part one, though.

The Canadian connection.

In 1983 the Canadian government bought the rights and the tooling for the 183 and gave Bombardier the task of assembling them in their plant in Valcourt, Quebec. On the outside there were very minor differences between the Bombardier 183s and the VW 183s: the emblem on the steering wheel, the emblem on the grille and the taillights are among some of the most significant ones.

2,500 Bombardiers went straight to the Canadian government to be used locally. Another 2,500 were purchased by Belgium in 1985. To save on shipping costs the ones earmarked for Belgium had their bodies shipped from Canada, their engines trucked from Germany and the whole lot assembled in Volkswagen’s Forest, Belgium plant. The exact number of 183s produced by Bombardier is unknown but it is estimated to be close to 6,000.

No civilian Bombardiers were built but the army sold them off when they were finished using them so a few are out there. The Bombardiers are generally considered to be of lesser quality than the VWs and are less desirable. Some companies in Canada even specialize in importing VW 183s from Germany while the Bombardier-branded ones sit on army surplus lots.

In 1985 production for the bundeswehr started back up in Ingolstadt but was sporadic at best. In 1987 the end was near and Volkswagen made a final modification to the 183: they equipped it with a 70hp 1588cc turbo diesel four-cylinder.

Production ended in December of 1988. The second round of German production yielded 1254 examples, bringing the total number of 183s built to about 16,000 units. In the bundeswehr they were progressively replaced by the Mercedes G-Wagen but much like its predecessor, the 183 stuck around for a while after production ended. It saw combat duty in 1991 in ex-Yugoslavia and Canada and Belgium still used them in their fleet in the early 2000s.

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As a side note, in the late 1970s France decided it was time to replace their aging fleet of Hotchkiss Jeeps and like Germany they called out for offers. No French company had a fitting vehicle on hand and designing one from the ground up would have been too expensive so they worked with the manufacturers that did have something to offer. Peugeot teamed up with Mercedes, put a 504 engine in the G-Wagen and called it the P4, Saviem put a Renault 20 engine in Fiat’s Campagnola and dubbed it the TRM500 and Citroen built the C44, a Volkswagen 183 powered by a CX engine. In the end the P4 was awarded the contract and the other two projects were scrapped but a team entered a C44 in the 1981 Paris-Dakar. It did not finish the race.

2011 Avignon Motor Festival part one: not just the usual suspects.

The 9th annual Avignon Motor Festival closed its doors on Sunday night after a rainy last day. As with every year the event is divided up into three parts. The first is the parts and model car swap meet, the second is the auction and the third is the collection parking lot, where participants who show up in a classic car can display it and get half off the entry price.

The most impressive part of this year's show was the growing number of late-1970s, 1980s and even early-1990s cars on display. Until recently these so-called "youngtimers" were shunned from events like this in favor of more traditional classics but times change: Citroen Tractions are interesting but they're ancient history. 2CVs and air-cooled Volkswagens are hideously expensive and Dauphines, 403s and the like are almost 60 years old. There are less and less of them to go around, parts are harder to find and as the overall interest in them wanes a little, younger collectors move on to different cars, cars that they remember from their childhood and that are still relatively affordable.

This is the beginning of a new wave of classic cars and some of the first ones to surf it are the cars featured below. Enjoy the photos and get your hands on these while you still can.

Mercedes-Benz 240D (w123):

Mercedes-Benz 230CE (w123):

Mercedes-Benz 560SEL (w126):

Fiat Abarth Ritmo 130TC:

Alfa Romeo Spider (916 series):

Volkswagen Golf & Golf GTI (mk1):

Volkswagen Golf GTI G60 (mk2):

Peugeot 205 CTi:

Citroen AX GT:

Citroen XM:

Citroen CX (mk2):

Saab 900:

The Geneva historics.

Geneva’s 81^st International Motor Show closed its doors a few days ago after a fascinating selection of world premieres. While most of the automotive press was busy writing about future cars, Ran When Parked was doing the opposite and taking a look at some of the cars that automakers premiered at previous Geneva shows.

1929: Mercedes-Benz SSK.

If we told you a car had a 7 .1 straight-six engine that made 220hp and gave the car a top speed of 120 miles per hour, odds are you wouldn’t imagine an expensive supercar. With a little bit of imagination you might imagine a lackluster 1970s American coupe the size of a train car. But by 1929 standards those numbers were amazing and the car in question was the fastest car around in its day: the Mercedes-Benz SSK. It was the last car designed by Ferdinand Porsche before he left to create the company that bears his name. Less than 40 were built and a good portion of them were raced with huge success, including first place in the 1931 Mille Miglia. If you see one, look under it to make sure it doesn’t have a Beetle engine – the SSK is one of the most reproduced cars in the kit-car world.

1967: Fiat Dino.

The Dino was the fruit of a cooperation between Fiat and then-independent Ferrari. Ferrari needed to quickly produce 500 V6 engines for Formula 2 homologation and feared that their 206 GT wouldn’t sell fast enough. They turned to Fiat for help, thinking that they could produce a car with that engine, market it for significantly less than the 206 GT and sell more of them. The result was the Dino coupe (by Bertone) and Dino spider (by Pininfarina). The only common point between the Fiat models and the Dino models was the 158hp 2.0 quad-cam engine; the rest was like night and day. Production carried on until 1972 with minor aesthetic changes and a displacement upgrade to 2.4. It’s worth noting that the 2.0 had an aluminum block whereas the 2.4 had a cast iron block.

1971: Maserati Bora.

The Bora was developed under Citroën's ownership of Maserati. It was drawn by Giorgetto Giugiaro for Ital Design. The Citroën influence was evident: the Bora had hydraulic brakes, hydraulic steering, a hydraulic clutch, hydraulically retractable headlights and even a hydraulic driver’s seat – small miracle that the power windows were electric and not hydraulic. The miles of hydraulic tubing that ran throughout the car sometimes failed, giving early cars a bad reputation.

The Bora was the first Maserati to have independent suspension. Under the hood was a 4.7 V8 that made 310hp. Later in the production run a 330hp 4.9 V8 was made standard. DeTomaso took over the brand in 1975 and the Bora limped on until 1978.

It’s worth noting that the Bora had a smaller sister, the Merak. The two looked almost identical but the Merak used the same V6 found in the SM.

1977: Porsche 928.

Rear-engined cars were quickly going out of style by the 1970s. Porsche designers were well aware of this so they started preparing a new, front-engined sports car that they presented in 1977. Porsche purists were outraged when they saw the 928: not only was the engine in the front, it was a V8, not a flat-six! And holy hell, is that a radiator? Blasphemy!

Once you looked past that the 928 was a very decent car. It had a transaxle mounted in the rear to give it a near-even weight distribution and aluminum body panels to save weight. The press was kinder to the 928 than purists were and named it the 1978 Car of The Year.

Several upgrades were made to the 928 during its long production run, including standard ABS from 1986-on. The 928 stayed in showrooms until 1995. The last version of it was the 928 GTS with a 320hp 5.4 V8.

1978: Toyota Starlet.

The first Toyota Starlet (called the 40 series) appeared in 1973 but its successor, the 60 series Starlet, was introduced throughout most of the world in 1978. The 60 series retained the 40 series’ 1.0 and 1.2 engines but Toyota added a 1.3 to the lineup. It was available either as a three door hatch or a five door hatch.

Toyota started sending the Starlet to the U.S in 1981. The timing was right; it was when Japanese cars were quickly overtaking Fiats and Renaults in the economy segment. The U.S. version of the Starlet used the 1.3 liter engine and was rear wheel drive, making it a bit of an oddity in a class flooded with front drivers. One of the Starlet’s most convincing aspects was its estimated 42 city/54 highway fuel economy. It left its place to the Tercel in 1984.

While the Starlet has been mostly forgotten throughout the world, it’s still fondly remembered in the drift and hill climb circles, where it’s not uncommon to see them competing.

1980: Audi Quattro.

The Quattro all-wheel-drive system that Audi is famous for today traces its roots back to the 1980 Audi Quattro. Audi started with a GT coupe and added a 2.1 turbocharged straight-5 that churned out 200hp, mated to the Quattro system and a five speed manual transmission. The Quattro is instantly recognizable next to a standard GT coupe thanks to its fender flares all around and its specific bumpers. Audi imported it to the United States in 1983 but very few of them were sold and even less of them are left today.

The Quattro was the first all wheel drive car in group B rally and was immensely successful until the FIA banned the group B in 1986 due to the high rate of deadly crashes. Certain rally versions of the Quattro were tuned up to 350hp

1986: Volvo 480.
The Volvo 480 filled a gap in the Volvo lineup that had been left empty since the demise of the P1800 in 1973. It shares certain styling cues with the P1800 ES like the glass rear hatch, though some have drawn an aesthetic parallel between the 480 and the Reliant Scimitar. Since it was Volvo’s first front wheel drive they had to experiment with an all-new rear suspension setup and consulted Lotus for advice. The engines came from Renault with the turbocharged variants looked over by Porsche. The end result was a quick little hatch with excellent handling.

Interestingly the 480 was designed for the US-market but an unfavorable exchange rate between the US and Sweden caused Volvo to cancel that project and confine sales to Europe. Production stopped in 1995 and it wasn’t replaced until the C30 came along at the 2006 Paris Motor Show.

1993: Citroën Xantia.

The Citroën Xantia replaced the BX, whose angular design inside and out already looked a little dated by the early 1990s. It was sketched by Bertone and used a variety of PSA gas and diesel engines, including the 1.9 carried over from the BX. Following the tradition started by the GS, a station wagon version complemented the Xantia lineup in 1995. A relatively unknown turbo 4x4 Xantia won five French rally championships in the 1990s but couldn’t shake the Xantia’s image of a grandpa’s car, an image that Citroën’s entire lineup suffered from in the 1990s.

What really set the Xantia aside from the competition was its hydraulic suspension, giving it a best-in-class ride and handling. More expensive models like those equipped with the 3.0 V6 benefitted from the XM’s more advanced hydractive suspension. The hydractive eliminated some of the body roll typically associated with hydraulic Citroëns and eliminated their tendency to drop when parked, all this at the cost of an extremely complex electronic system that was not always reliable.

It was given a slight redesign in 1998 (pictured above) and carried on until 2002.

2001: Lancia Thesis.

You wouldn’t think so by looking at their current and recent lineup but Lancia used to be an independent company that made excellent luxury cars. If you’re skeptical, a ride in a 1960s Flaminia will easily convince you of it. Since the Flaminia Lancia had struggled in the luxury sedan department and hoped the Thesis would help them restore that image.

The Thesis’ style was prefigured by the Dialogos concept shown at the 1998 Turin Motor Show. The production version looked similar but had lost the concept’s rear suicide doors. It was powered by a series of Fiat engines, including the straight-5 2.0 turbo and the straight-5 2.4 JTD.

Controversial styling and Lancia’s declining brand image were two illnesses that the Thesis suffered from. Poor advertising took a stab at the car, too. Few people knew the Thesis existed and the first thing that was really said about it in the press was that it was selling poorly. These factors contributed to the Thesis’ failure but the end could be seen a mile away.

In the late 1990s Lancia’s flagship was the Thema, based on the tipo quattro platform shared with the Saab 9000, the Alfa 164, and the Fiat Croma. In ten years they sold 358,000 Themas. Its replacement, dubbed simply the K (prounounced Kappa, from the Greek alphabet) came in 1994 and 117,000 of them found a home until 2001, a huge step backwards compared to the Thema. When Lancia axed the Thesis from its lineup in 2009, they had sold only 16,000 of them. A vast majority of them stayed inside Italy (the only country that’s still vaguely aware of Lancia’s existence) where the government still maintains a fleet of them.

2002: Volkswagen Phaeton.

Much like the Lancia above, Volkswagen’s Phaeton is a brilliant luxury car that has been unjustly ignored. It made its debut in showrooms in 2002 and competed directly against class heavyweights like the Mercedes S-Class, the BMW 7-Series and its cousin the Audi A8. It had all the luxury bells and whistles that these cars had like a four-zone climate control system and available air suspension. On the menu was a wide array of engine options including a VR6, a V8, a W12 and two TDIs.

In short, the Phaeton had everything a luxury car should have and should have been a serious contender in the segment but unfortunately, few found the idea of an expensive Volkswagen riding on a Bentley platform convincing. Sales were unspeakably low, leading Volkswagen to remove the Phaeton from the U.S. market, though the internet rumor mill says that it might be back soon. It still enjoys steady sales in Germany and in China; in fact, the facelifted 2011 Phaeton was shown at the Beijing Motor Show, not at a European show.

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Which of these cars would you most like to have in your garage? Which would you like to read a full article on? Give us your feedback by going to our Facebook page.

Ran When Parked's used car lot.

Welcome to Ran When Parked’s used car lot. Please, have a Seat:

We have some great deals on the finest selection of certified pre-owned vehicles anywhere. Take this w202 C180 station wagon, the perfect blend of luxury and cargo space. It comes with complete service records like any used Benz should. This car has been pampered all its life!

So you’re thinking, “Ran When Parked, I like the C180, I like it a lot, but I want something more luxurious”? Well, step up to a BMW X6. A car that stands out from the crowd and has an interior upholstered with the skin from an entire herd of cattle. Still under factory warranty but it has been slightly (and tastefully) modified by its last owner, including a custom paint job and a slightly lowered suspension:

The Peugeot 104 is perfect for crowded cities. It gets phenomenal gas mileage and can easily park anywhere. But it has two vocations: it can easily be transformed into a small rocket that’s perfect for auto crossing and hill climbs. That’s what we’re offering you today, a ZS 2 replica with period-correct accessories such as bucket seats and specific 13” rims. This car is ready to bring home the trophy.

If you follow the collector car market, you’ve noticed a growing segment called “youngtimers” or “young classic cars”. One of the cars leading this movement is the Volkswagen Golf I GTI and we have a stellar example for sale today. This car is 100% original, it’s never been restored and is a real eye catcher in red.

What’s there not to like about a 2001 Renault Twingo? Your heart will tell you to buy it for its huggable yet frog-like looks. Your brain will tell you to buy it because it’s the most stolen car in France so you benefit from great rebates on used parts. It’s a win-win situation!

This Simca 1100 VF2 is a new arrival on our lot. It’s the automotive equivalent of the mullet: business in the front, party in the back. Allow us elaborate. This car is powered by an austere 1118 cc four-cylinder borrowed from the Simca 1100. But, the back is cavernous and can carry just about anything you can throw at it; whether you’re going surfing or helping your brother in law renovate his house, this VF2 will take you there and back with all of your stuff. As a bonus, this car’s last owner used it to deliver bread in a village so it has very low miles, it’s absolutely like-new.

Finally, for those with a small budget we have two cars at very special prices, prices so low we can’t even print them. Choose a Citroen GS with its hydropneumatique suspension for its comfort or a Renault 12 station wagon for its practicality:

Come in today, we finance anyone! No credit, bad credit, credit card not in your name, these are all problems we can work around.

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Please note these cars are not ours or actually for sale.

Ran When Parked's used car lot.

At Ran When Parked's used car lot we're liquidating our stock of certified pre-owned vehicles!

Our first offering is a 1994 Renault Safrane. This is your chance to own the car that hauled around members of the French government when it was new. Loaded with power everything, alloy wheels and a 2.2 gas engine, it's ready to take you anywhere you want to go in style. Runs like a champ, extremely well-maintained!

If you want a smaller car, a 2002 Renault Megane would be perfect for you. 2002 was the last year of the mk1 Meganes so you can buy knowing you are getting the most refined mk1 Renault has ever built.* Clean Carfax, certified one-owned car. Big enough to fit a family but small enough to fit in even the tightest parking spots, this Megane is the best of both worlds:

The Renault Clio has been one of the best-selling cars on the French market since it was introduced. Own one today and find out for yourself how enjoyable to drive a Clio can be. This 2003 model has lots of new parts** and is powered by a 1.2 gas engine:

If you like discrete cars, we have just the car for you. It's hard to get more discrete than a 1995 Citroen ZX. It has a 1.9 diesel engine that if you're a Citroen enthusiast you know is bulletproof. If you're not a Citroen enthusiast get ready to become one after a short, engaging drive in a ZX. Low miles and still covered by the factory warranty:

This 1987 Renault 19 was designed almost exclusively with computers, and it shows. Where else can you find such an eye pleasing, ergonomical design at an affordable price? And because Renault seemingly used up all of the project's money on the computers to design it, they opted to power it with the 1.2 Cléon Fonte four-cylinder that was already a proven part of their lineup² :

Wild in its austerity and big in its smallness, this 1989 Volkswagen Polo is the perfect commuter car thanks to its low weight and 1.0 four-cylinder carbureted engine. This is a car you can be proud to call your own. Low miles, comes with our unbeatable one year/15 mile warranty:

2000 Fiat Palio Weekend. Based on the Fiat Uno, the Palio Weekend is the perfect family car down to its name - its station wagon body allows you to fit all of your stuff, all of your kids' stuff and all of the necessary tools to repair your water pump on the side of the road when it seizes 170 miles away from home. Speaking of, spare parts are readily available³ :

A 2001 Seat Arosa, based on the Volkswagen Lupo and drawn by the same man who designed the Bugatti Veyron. Need we say more? I think not, but we will add that this hot little hatch has 49 screaming horses under the hood:

For over a hundred years Mercedes-Benz has been the standard for quality motor cars. We are proud to offer you one of their finest designs, a 1970 w113 250SL. Imagine how advanced this car was in its day: it already had fuel injection, four disc brakes, and a removable hard top for rainy days. *² Professionally restored by the Mercedes-Benz Classic Center in Stuttgart, this car is ready for the next Monterey Concours:

Imagine the look on your wife's face when you surprise her for Christmas with a certified used car from Ran When Parked's used car lot! There's never been a better time to buy!

* The mk1 Megane was also horribly obsolete by 2002.
** Recently removed.
² Since it was introduced on the Renault 8 in 1962.
³ In most third world countries.
*² Needs to be.

Note: none of the cars above are ours or actually for sale.