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Bricklin Vehicle Corporation and its sole model, the SV-1, are studies in contradiction. Founder Malcolm Bricklin made his fortune in plumbing supplies early in his life, but his real ambition was to make his mark in the auto industry. He realized his dream first as an importer, establishing Subaru of America in order to bring the tiny Subaru 360 to the US market. But Bricklin had bigger—and more ambitious—ideas. He felt the designs that inundated the automotive market in the late 1960s were too derivative. Constrained by decades old industry conventions, most vehicles of the era featured little in the way of innovation or progressive technology. Bricklin felt a clean-sheet design, unfettered by tradition and that embraced new technologies could bring about the revolution he envisioned.

Malcolm Bricklin established the Bricklin Vehicle Corporation in 1971. From the outset the goal was a fully developed production vehicle, not merely series of customs or kit-cars. It was decided that the inaugural model would be a sports car in order to maximize exposure and marketing appeal, both to attract funding for the venture as well as consumer attention for the production models. But rather than focus on the traditional sports car priorities of performance and styling, Bricklin ambitiously chose to emphasize safety and affordability as well. Promoting safety even above performance gave the Bricklin SV-1—for Safety Vehicle One—a market niche virtually all unto itself.

SAFETY FIRST

Though safety was Bricklin’s first priority, he knew the success of any sport scar depended greatly on its looks. How well the safety features could be integrated into attractive styling might well determine the success or failure of the entire company. With that much on the line, Bricklin hired noted designer Herb Grasse to handle the pen for the SV-1. Grasse worked in the design studios of Dodge and Ford design departments. Bricklin wanted something dramatic that represented the progressive character of the vehicle and company. The design also needed to incorporate some of the car’s unconventional safety features, which began with the basic structure. The backbone of the SV-1 was a boxed steel perimeter frame with a built-in roll cage, providing a crash structure that approached that of a race car, but with the practicality of a street car.

The SV-1 eschewed a traditional sheet steel body for high-tech composite panels crafted from fiberglass-reinforced acrylic, which were hung on that robust frame. The material offered several advantages. To begin with, it was more cost-effective than steel and its lighter weight helped performance. Because it was molded in color, it required no paint, and surface scratches could be buffed out by owners rather than necessitating a visit to the body shop. Interestingly, even the color choices were touted as safety features. Five different high-impact “Safety” hues were offered: Safety Green, Safety Orange, Safety Red, Safety Suntan, and Safety White. Unfortunately, quality-control problems plagued body-panel production throughout the SV-1’s run, and what could have been one of the car’s most progressive features ended up being one of its most problematic.

Another mixed-bag styling feature was the SV-1’s power-actuated gull-wing doors, reminiscent of the iconic 1950’s Mercedes 300SL or the spiritual successor DeLorean of the early 1980’s. These weren’t merely an exotic styling cue; they were also envisioned as a safety feature. Narrower than a traditional swing-out door, they did not protrude into traffic when the car was parallel parked, and their high sills permitted sturdy side-impact beams. Unfortunately, the electrically-controlled hydraulic door lifts were extremely unreliable. Many owners eventually converted their door actuators to a pneumatic system to improve durability. Those that didn’t often employed makeshift solutions—many a broomstick was co-opted for auxiliary door-support.

Other interesting safety features included prominent shock-absorbing front bumpers that receded back into the body in the event of an impact, and a peculiar omission in the passenger compartment. Malcolm Bricklin felt that smoking while driving presented an unacceptable safety risk, so by his insistence ashtrays and cigarette lighters were not included in any SV-1—a stance that would become mainstream decades later.

BUT WHAT ABOUT THE SPORT?

All the talk about safety was intriguing, and certainly the styling provided sufficient swagger for the fledgling sports car when the first production models debuted in mid-1974, but ultimately the SV-1 would have to deliver on the road. Bricklin, like virtually every independent start-up manufacturer, would have to purchase engines and powertrains from an established manufacturer. For the initial model year of 1974, an American Motors 360ci V-8 was selected as the power plant for the SV-1. The 360, when equipped with a four-barrel carb and dual exhausts like it was in AMC’s Javelin AMX made a solid 220hp and could be ordered with either a 4-speed manual or a 3-speed automatic transmission. But AMC was a perennial fourth trailing Detroit’s big three, and its own financial woes created supply problems which necessitated a change for 1975.

All SV-1’s produced from 1975 on made do with Ford’s 175hp 351 Windsor two-barrel V-8 backed by a Ford FMX 3-speed auto—no manual transmission was offered after 1974. With all of its advanced safety structures, the SV-1 weighed about 3500lbs, roughly the same as a Corvette, which was the SV-1’s most logical comparison. The 351’s output was also comparable with the Corvette’s standard-equipment engine, putting Bricklin performance on par with a base Corvette—0-60mph in 8.3 seconds, and a ¼-mile in 16.6 at about 84mph. Cornering and braking lagged somewhat behind the Corvette, but some of the deficit could be attributed to narrower, less grippy rubber and the lack of disc brakes on the rear wheels.

A CANADIAN CORVETTE?

Bricklin, though inexperienced in automotive manufacture, was a shrewd businessman. The lackluster financial climate in the early 1970’s presented some serious challenges, but it also presented opportunity. He knew that in order to get his company off the ground, he’d need to keep costs as low as possible and collect investors wherever he could find them. The Canadian Province of New Brunswick was looking jumpstart its local economy and provide a source of jobs. In exchange for financial backing from the province, Bricklin signed a deal to establish his assembly plant in the community of St John, New Brunswick. Nearby Minto, New Brunswick was chosen as the site for the body panel manufacturing facility. But despite its north-of-the-border manufacturing facilities, Bricklin was still an American car company, and Malcolm Bricklin established his corporate headquarters in Scottsdale, Arizona.

PRODUCTION, POLITICS AND PARALYSIS

The first production Bricklins rolled off the St John assembly line in mid-1974. By the end of that first year 780 models had been produced, all with AMC 360 engines. Of those, about 140 had 4-speeds. 1975’s simplified powertrain options yielded the bulk of SV-1 production, with some 2100 cars produced. A final 12 cars designated 1976 models were built before
Bricklin closed its doors.

The demise of the Bricklin can be blamed on a number of factors.

• An unreasonably ambitious design philosophy.
• Production cost overruns that necessitated cost increases from an initial $6500 base price to nearly $10,000 for the final models.
• Inopportune timing for the launch of a new sports car venture.
• Slower than expected production at the St John assembly plant.
• Chronic quality control problems.
• Inconsistent political support from the New Brunswick government and resultant funding snafus.

Ultimately it was this last that closed down Bricklin production. The New Brunswick government deemed the Bricklin unviable and cut the funding in September of 1975. The company went into receivership, and the remaining cars and parts were sold to Consolidated International of Columbus, Ohio, which assembled an estimated 36 cars out of remaining parts and partially completed chassis.

LEGACY

Though Bricklin ultimately failed as a business, the same cannot be said for the car itself. It was not without flaws, and probably no car could hope to live up to the wildly ambitious goals that were set for the SV-1. But it was unique, innovative, and has cultivated a dedicated following in the more than quarter-century since the last car was produced. It inspired more than its share of imitators as well, including the DeLorean just a few years later. Most of the reliability issues were not critical to the SV-1’s operation or performance. In fact, many have been solved or compensated for by individual owners and mechanics. One wonders what sort of refinements could have been accomplished by the factory if it had been able to stay operational for a few years longer. As it stands, the Bricklin SV-1 is a distinctive tribute to automotive entrepreneurship and a fascinating study in the seemingly contradictory virtues of safety and performance. That over half of the 2900 or so SV-1s built are still running today is perhaps the best testament to the car’s enduring appeal.

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