Connections: solutions

Thank you for your patience. Here now is the set of links connecting the 1964 Morris Monaco to the 1960 Aston Martin DB4GT Zagato.

1964 Morris Monaco: source

BMC sold the Morris Six in Denmark as the Morris Monaco sometime between 1964 and 1976. You might be intrigued to know that a rear centre arm-rest only became available a month after sales began. More interesting than that is that Pininfarina were involved in mitigating Alex Issigonis’ design intentions. I suppose they tidied things here and there though there is still a very great deal wrong with the shape. For the next connection we must

1983 Peugeot 604. Image: http://www.lrm-collection.fr

turn to Sochaux, France. Pininfarina contributed to the styling of the eternally delightful Peugeot 604. I never, never tire of looking at this car. As you will know, the 604 had a very sweet PRV V6 engine. The Renault 25 also made use of this much-admired mill.

1990 Renault 25 2.9 V6 TX auto: bilbasen.dk

A version of this engine was fitted to the Dodge Monaco, on sale from 1989 to 1992. That unhappy car came of a ludicrous combination of the Renault 25 body and Renault 21 suspension. It was in essence a rebadged Eagle Premier. The styling was in part done by ItalDesign (the exterior) and I don’t believe Richard Teague lived long enough to have any influence on the interior but Wikipedia still claims this.

1991 Dodge Monaco: source

Though unsuccessful in their own time, the Eagle Premier/Dodge Monaco chassis elements went on to become the basis for the lauded LH saloons such as the Dodge Intrepid of 1993.

1995 Dodge Intrepid: source

The Intrepid took ideas such as cab-forwardiness from the 1987 Chrysler Portofino which was a one-off show car.

1987 Chrysler Portofino Concept. Image: promotor.ro

The Portofino was based on a Lamborghini Jalpa chassis and built by Coggiola. In 1971 Coggiola built the Lancia Dunja, based on the Lancia Fulvia. Here is an image (below) not from carstyling dot ru. I got this from allcarindex but most of the images of the Dunja are tied to the other site. Odd that.

1971 Lancia Dunja: source

“The Lancia Fulvia (Tipo 818) was an automobile produced by Lancia between 1963 and 1976”, says the source of all truth.  Zagato produced one of the variants of the Fulvia, the 1965 Sport Zagato. And who pressed the pen to the paper but none other than Ercole Spada. This is the very same Spada who designed the 1960 Aston Martin DB4 Zagato.

1960 Aston Martin DB4GT Zagato: road&track.com

We can bring the connections back to the Morris Monaco because Aston Martin is connected to Pininfarina by the 1996 Aston Martin Vantage Special AM3, of which three were made. Pininfarina built the bodies.

1993 Aston Martin Vantage Speciale AM3: source

So, there we are. Everything is connected to everything else.

Author: richard herriott

I like anchovies. I dislike post-war town planning.

12 thoughts on “Connections: solutions”

    1. I apologise for revealing the punchline too soon. I had about fifteen panes open at one point when researching it. I’d like there to be chronological order in the connections. Jumping back and forth is cheating.

  1. May I offer a shortcut not involving the much admired (by whom?) PRV V6? Instead of connecting to the Peugeot 604, let’s try another Pininfarina design, the Lancia Flavia (Tipo 815) coupe. There was of course a Zagarto derivative, the Ercole Spada designed Tipo 815 Sport.

  2. By the way, does anyone know why the PRV v6 was always a little bit down on power compared to other contemporary engines? The 3 litre Bmw m30 (530i), the Mercedes m103 (300E) and the Busso v6 (164) have a good 8% more power than the PRV in the contemporary 605/XM

    1. Yes – a couple of reasons; it was a compromised design, with the engineers having had to focus on emissions at the last minute. Gas flow management in the engine wasn’t ideal and, as a separate issue, neither was its balance (it used a 90 degree V-format, as it was originally envisaged as a V8, rather than the 60 degrees which is more common for V6 engines). In short, it started out as one thing and ended up as another, as the project brief changed, which always causes problems. To be fair, various engineers did a good job fixing / masking its faults over its long life.

    2. A 60 degree V6 is an intrinsically more balanced design and a smoother running engine. To balance a 90 degree V6 you need larger counterweights on the crankshaft, the weight being turned around on the crank functions as a balance shaft equalling out the start/stop motion imbalance of the piston. But, there’s a trade off with a slight power loss from the larger reciprocating mass of the crankshaft. I would say the power loss is about 10/15% or about as much the PRV is “down on power” compared to other engines. Engine design is Always about conpromise and it’s obvious they traded that power loss for other benefits like prduction commonality with other engines, even though they never materialized.

  3. Well, you got me there. I’ve read your explanation twice and do not feel any wiser!

    Considering that train of what, logic?, I am considering begging your assistance in my devilish plan to take over the world. No security apparatus would be able to follow the devious plan even if discovered!

    However, I did spend considerable time reading about Ercole Spada and his career while attempting to find any possible connection between Pininfarina and him other than nationality. However, I had not considered the Dodge Intrepid connection. And that, of course, was my failure.

    Well done!

  4. Ingvar – yes – they eventually fiddled around with the crankshaft’s big ends which helped to get rid of much of the roughness. The first attempt to improve smoothness was to adopt an odd firing sequence, but that meant that timing / fuelling was complex, especially when using distrubutors and carburettors in the early days. On the other hand, it was quite a compact unit; it just took a while to get it right.

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