Would You ADAM and Eve It?

The testament of ADAM.

(c) Motor Trend

Choice, the holy grail of sales. Only sometimes too much is just that and those sales either fail to materialise or the product simply confuses potential purchasers. The story of the Vauxhall/ Opel ADAM bears witness to this.

In the early part of the twenty first century, the small urbane hatchback had quite the following, dominated by the Anglo-German MINI and Italy’s Fiat 500. Opel believed an opening in this hegemony could be prized, not only to take sales but also to revolutionise modes of customisation – targeting an increasingly younger (or maybe younger at heart) audience, employing capital letters to draw even more attention.

Michigan born designer Darren Luke, who had only just left college to join GM, was flown to Rüsselsheim to create a three door city car dubbed ADAM. The car would garner a Red Dot award for design in 2013. Revealed to the world at the 2012 Paris motor show, plans were to sell between forty and fifty thousand per annum in Europe. Dimensionally smaller than the Corsa it was based upon, it was described by its maker as a “stylish with urban chic, funky city runabout”.

ADAM’s shape was attractive; compact, cheeky, fun, vibrant. Four humans could sit comfortably within the Eisenach made 3.7 metre long, 1.72 wide body. Built on the SCCS platform, ADAM weighed just over the tonne, and when those all important flourishes were added, was priced into a higher category, competing with more premium brands.

And so, the options list. Calculators (both numeric and taste-related) at the ready. UK prices began at £11,255 for the JAM, which represented the colourful and fashionable side. Those searching for a more sporting bent could snap up a SLAM, whereas sophisticates would of course sashay over to the GLAM.

Image: Green Car Reports

Vauxhall Marketing Director, Peter Hope told journalists, “These customers have attitude and want their cars to reflect their personality. They are fashion conscious and place great value on individuality; they don’t just follow trends, they create them.” All very well but Peter appears to have forgotten that buyers and especially younger ones view cars as a fashion accessory – but fashions change and quickly.

ADAM came with standard fit Intellilink, a device that “seamlessly integrates the owners smartphone with the facia mounted touchscreen.” How modern, app-hip and so very 2013. Technology was moving at a pace that vehicles could simply not keep up with. To assist with urban living, ADAM also could be had with self-park, side blind spot assist and a lighter feel to the power steering once the CITY switch was operated. NCAP awarded ADAM four stars.

Outside, ADAM had a possible 61,000 combinations; twelve body colours and twenty variations of alloy wheel. Inside, the cornucopia extended to over 80,000 different headliners, fifteen seats and eighteen interior panels. Don’t forget the option packs too. A veritable nightmare for those writing production-line software, salespeople not up to muster with the GLAM’s nuances or the over eager twenty one year old buyer. Keen to impress, they could easily end up with an ADAM as colourful as the garden of Eden – and just as poisonous.(1)

2015 Opel Adam Rocks: the Truth About Cars

ADAM’s engines were all initially in-line four cylinders, petrol powered. From launch, 1.2 litres got you 70 bhp and 85 foot pounds. The 1.4 had two trims; 86 and 99 bhp, both with 96 torques. All three had relatively high CO2 outputs, an increasingly tricky issue. From 2014, the ADAM received probably its most astute option – the three cylinder 998cc turbo. Again, two trims could be had, 89 or 113 bhp with both developments making impressive figures of 125 foot pound, 120mph capability and the all important 99 grams of monoxide. Road tests considered this rev-happy mill as peppy, offering enough zest to punch through the urban sprawl.

Style however appeared to be very much over substance. ADAM was marked down for its lack of driving feel, sluggish four pot engines and even with Vauxhall’s own steering and suspension design tweaks for Blighty’s troubled tarmac, testers were less than impressed. Punters were though; those targets being achieved with 100,000 shifted in ADAM’s first two years on sale. 2015 saw sales peak at 55,278 followed by gentle declines into the mid forties. Just over 31,000 were made in the final year of production, 2019. The end total was just shy of 330,000.

Realising that over 80% of sales would to be private individuals(2), hopes were that those businesses with an eclectic, youthful approach might choose to advertise their products by use of ADAM. However, the (one example) estate agents of this sceptred isle had already chosen their mainly German rivals over the Griffin; Audi A1s, MINIs, BMW Einers and Mercedes A-Classes were in the ascendancy.

Image: Boxautos

The author’s singular view of a letting agents ADAM in red plastered with more information than a sign writer’s van is hardly representative but just part of the eventual unravelling of not only ADAM but the small, city car as a whole.

Buyers became tempted by the loftier view. Twinned with manufacturers making ever-smaller profits from their smallest wares, ADAM faced a closing market. You could spec an ADAM making it not only jolly but tasteful. Something that few (if any) of the aggressive hoodlums of the SUV gangs offer. ADAM became forbidden fruit in early 2019. Used versions can still be had of course but it is doubtful we’ll witness anything quite so pleasingly small wearing a Vauxhall or Blitz (or even a Bitter) badge anytime soon.

(1)Also available from 2014 was the ADAM Rocks, Rocks Air and S. These versions sported suspension raised some 15mm above a standard ADAM, with the Air version having a foldable fabric roof.

(2) A former work colleague had a GLAM; black body, white roof, she named it Guinness. Cream leather inside, it was a delight to behold.

This link to a typical ADAM owner and enthusiast.

Author: Andrew Miles

Beyond hope there lie dreams; after those, custard creams?

66 thoughts on “Would You ADAM and Eve It?”

  1. Thanks for that re-appraisal. When you enter the world of Opel, anything less than the raising of the dead, cured of all their ills is viewed as abject and inevitable failure. However, Opel used pretty much the front half of the low-price Corsa and some nice paint and fabrics to get customers something much more pricey. Everyone went home happy: Opel sold some cars and customers got a cheerful and charming vehicle.
    My initial view of the car was negative; I drove one and got over it. Inside you get what amounts to the features of the Insignia in a sub-Corsa package. It is very surprise and delight. The car left me with a good impression and I take a peculiar delight in the fun colour combinations people go for over the common aubergine metallic/white roof. Another thing about the Adam is the really high quality paint they used. These cars look very opulent indeed – Opel spent money on their paint shops and it shows in the Adam in particular.
    I am not sure the engines´ fuel consumption was such a problem, more that the motoring press kept hammering home the idea the car was overpriced and pointed to the smaller and (in my view) rather different Polish-made Fiat 500 as proof. The Fiat was H&M while the Adam was more department store. I´d file it with a crew of mini-luxury cars like the Renault 5 Baccara, Peugeot 205 Roland Garos and Lancia Y/Ypsilon.

    1. I was just typing ‘queue Richard’ when I saw your comment arrive.

    2. I remember when checking out the Insignia website a couple of years ago (ended up with a Skoda Superb estate as the Insignia Sport Tourer was suddenly discontinued) I was amazed to see that you could spec (though I don’t know at what cost) an Insignia in any colour you liked, which was quite fun to do on screen. Can’t say that I ever noticed anyone having taken advantage of this however, from what I’ve seen on the road. A good looking car, much improved on the blobby previous generation.
      The ADAM however, with the swooping chrome on the rear pillar, like the Crossland, leaves me cold I’m afraid Richard.

  2. The Adam would always fight an uphill battle, in terms of sales, against the Mini and Fiat 500, their long permanence in peoples’s minds being a strong factor.
    On top of that, in my view the Adam was the more obvious fashion statement of all three, possibly trying too hard.
    Notice the floating roof design and the several creases in the side view. Being so much in fashion, it was bound to fall out of it.
    The Fiat 500 and 1st gen Mini (curiously both from the same designer) were more coherent, simple designs, thus more easily withstanding the test of time.
    However, I think all the succeeding generations of the Mini didn’t do it any favours, becoming progressively bloated and loaded with unnecessary flourishes.

  3. Rather cute. I always saw it as akin to Ford’s Ka; clever adaptation of an existing supermini platform. Just by coincidence I caught the two together last February:

    1. You could almost thing the Adam was a later iteration of the Ka. It looks even better with a two tone roof – I bet UK customers didn´t much go for that one.

    2. The shape of the rear side windows, the rear window and the way the rear lights cut into the hatch are very similar indeed. It’s just that the ADAM doesn’t have the deliberate toilet seat design for the rear hatch for ease of production.

    3. I can see where you’re coming from, but I much prefer the Ka. Its design has an integrity I feel the ADAM’s lacks. As others have said, the ADAM is trying too hard. Sorry Richard!

    4. The Ka connection aside (which I now cannot unsee!), I’ve never seen a single-tone Adam until now, with the roof and body the same colour. It must be extremely rare. I think it looks much smarter and less daft this way.

  4. Yes, the ADAM was quite nicely made. But three things bothered me from the start:
    – the rear lower lights are a bit too big, have a silly plastic filling towards the wing and while being red and white they are not symmetrical. This makes the rear end look a bit cheap overall.
    – the nose!, the dent between grill and bonnet ruins the front end
    – the crease around the door handle and towards the rear is too much. The design of the C-pillar and the crease behind the wheel arch and underneath the door, which was used by Opel for a while as a distinctive mark, would have been enough and would have made the car look a bit more serious without losing its “youthfulness”.

    1. Fred: On one level I agree with that. On another, I have decided not to judge the Adam in the same way I view a Mercedes from the Sacco era. I realised if I only accepted bone-dry rigour then I´d starve. Also, the Adam is simply nice pop and not a symphony. These things also fade when one considers the other lovely aspects of the car such as the interior. I have ceased to notice the blips now.

  5. Millennials cleverly avoided the tyranny of choice offered by the Adam. They simply avoided buying them at all.

    What must it be like to work for Vauxhall’s ad or PR agency? The temptation to tell senior staff to ‘please God, just stop talking’ must be overwhelming.

    Their biggest problem with the Adam was that appeared to be trying too hard. And everyone knows that this is deeply uncool. Branding is a sophisticated endeavour, sadly well beyond Vauxhall’s competencies.

  6. An excellent retrospective, thank you Andrew. I think pj and Fred nailed it: the Adam was just trying a bit too hard to be truly appealing. Having no suitable heritage to plunder, unlike the Mini or 500, GME had to invent a faux retro style for it.

    I don’t dislike the Adam, however. A neighbour has a metallic wine coloured one with a cream roof, which is rather nice. The Adam would have made a good EV.

    1. I feel like the only person in Texas arguing for gun control when I make an argument for the Adam. I suppose if you have to argue you´ve lost in advance, by definition. The underlying problem and this is especially true for the UK was the unrelenting antipathy towards Vauxhall. I shared it for years and then drove some Opels and read some historical material and emerged with a different understanding.
      The Adam´s a cute, small car and the USP was personalisation. It wasn´t about being “cool”. Cool people don´t personalise their cars. There are two types of cool. Knowingly cool and unreflectively cool. The first type apes James Deans and the second is James Dean. I don´t care for knowing cool as I find it uncool to care about being cool.
      I´ve added the Adam to my top ten list of cars I don´t get tired looking at. I´d rather have one than a Bentley S2 or Ferrari 456 GT.

    2. Only here, on DTW, would one ever read the words, ‘I’d rather have one [an Adam] than a … Ferrari 456GT’. Brilliant!

  7. They’ve kept what I call the the ‘pram-roof motif’, which was introduced on the ADAM, going in the current range. I personally think it looks fussy. Also, I wonder how many buyers actually specified their cars themselves, as opposed to just going down to the dealer to see what they had in stock.

    Is the ADAM smaller than others in its class? I always think it looks like it.

    Thanks for the link to Opel Post, by the way. I think I’ve come across it before, but had forgotten about it.

  8. You can add me to the cynical ‘trying too hard’ camp. If , God forbid, I’d had any interest in a pseudo-premium small poor-quality car in the MINI/500/Adam class I’d have plumped for the Citroen DS3, probably because Sebastian Loeb drove one.
    And of course, the ‘Adam’ name made sense in Germany but not in Vauxhall country.

    1. Perhaps a hotter version than the forgettable SLAM, like a Cooper or Abarth would have expanded ADAM’s horizons. I thought about the Lotus Carlton/Omega, and then realized that at the time GM owned a controlling share in Lotus, otherwise it probably would never have happened.

  9. I really could make a case for the Fiat 500 as the most satisfactory of this segment (small / “premium), but I’m biased as there’s one in the house…
    However, the fact that it lasted so long with only very minor upgrades (in the same period, the Mini had 2-3 generations) and still selling reasonably, probably makes the point… And it’s Italian with all the negative connotations associated.

    PS – I would also add the instrument panels from the Mini (even 1st gen) in the “try too hard” category.

    1. The Fiat 500 is an interesting example of a product that just keeps selling and selling, a bit like the Ford Crown Vic, the Defender, original Mini and the Jimny. As I like to say, the 500 sells on its paint coatings and simplicity. You could compare it to the first Panda which also kept on going. Isn´t it interesting there´s no C-class coelecanth car, an old-stager people keep on buying in steady numbers. If you tried to stand still in the Focus sector you´d be crushed but in the city car sector the rate of change can be near to nil.
      Taking the criticisms of the Adam into account, a Mk2 should be simpler on the outside, as good on the inside and the engines should be always up to date. Then the shell can remain unchanged for at least a decade.

  10. I’ve never driven one, but I always thought these were uncool. There’s no picture of the front in the article, but that’s the bit I dislike most. I don’t like the creases on the side either, especially the top one. Because of that the door handle looks like an after-thought. The chrome on the C-pillar reminds me of a hearse.

    Opel was top selling brand in the Netherlands for a period of 35 years, but have lost the number one spot ages ago. Their cars were always seen as something you needed rather than wanted. With an image like that it’s hard to get a piece of the ‘premium’ cake. So maybe it’s only natural they did try a bit too hard. Besides there was the slightly bigger, cheaper and more practical Corsa. As a consequence I hardly ever see one around here.

    1. The Corsa is bigger but not remotely as luxurious inside. They aren´t really comparable. Do you see Vignales in Holland? The Adam sold well enough in Denmark, by the way.

    2. A brand like Opel doesn’t sell on luxury, but on practicality and price. That’s why for every Adam sold, they sold probably at least 20 Corsas. If you want luxury you went to Mini or Audi.

      As for the Vignale: I just checked and there’s an entire line-up of the things. I was only aware of the Mondeo and had kind of assumed it disappeared altogether. The Mondeo Vignale was marketed over here as a brand almost separate from Ford, with an exclusive waiting room when your car is in for service with Nespresso coffee and other stuff regular Ford owners wouldn’t get to experience. In the end you may get the VIP treatment, but you still drive what is pretty much the same car as the regular model, so no, I think this cynical marketing attempt at being premium failed entirely over here.

  11. For much of the past decade, the Adam was the only car I liked in the Opel/Vauxhall lineup, then I started a late appreciation of the first-gen Insignia Country Tourer.

    I’d like to see a mk2 Adam with Richard’s plot (simpler on the outside, as good on the inside and the engines should be always up to date) and a proper automatic gearbox. Double points if it sports a Lancia badge, now that the brands are stablemates.

    1. Eduardo: I didn´t want to say the L-word. The Adam tickles the same fancy as I have for the Ypsilon and, back in time, the Renault 5 Monaco and Renault Clio Baccara. I don´t think that PSA can support two small cars in this class. How would Opel be distinguished from the Lancia? At is stands, the Opel was more believable than the corresponding Ypsilion, nice as it is. The 2003-2011 version is the pick of that bunch.
      I realise the White Hen is now in its second decade. It appeared in 2011 which, by my reckoning, is a decade ago. And it still sells!

  12. Here’s a question for our Irish readers and contributors of, ahem, more mature years. Am I misremembering things, or was Opel regarded as a cut above Ford and Vauxhall in Ireland back in the 1970’s? That’s how I recall things, but perhaps it was only me.

    1. You´d have to look at some contemporary reviews to ascertain that. People´s impressions now would colour their recollection. When I was traipsing around early 80s Dublin, Opels caught my eye for the rusty sadness of the Ascona and perhaps the rusty sadness of Kadetts. Which brand did they sell in Ireland – was it not that Vauxhall was replaced by Opel? Or did they sell them concurrently as they did in the UK (quite baffling, that). I think Ford and Opel/Vauxhall were classed with Renault and Peugeot in the market pecking order. Most people went for the mass market cars (by definition) but the dominance of a few brands was clearer: Ford, Fiat, Vauxhall, Citroen and Peugeot, Renault. Only the select few drove BMWs or Mercedes. They really were prestige cars and also simply not as affordable as they are today. Even people who could buy a 520 or 220E would be somewhat put off by the spartan fittings; a more generously specced Ford or Opel would have seemed more appealing, especially if the car was a company car so the shorter life-span was less of an issue than it would be for the private buyer.

    2. You remember correctly Daniel, in the 1970s Opel ruled the roost – in spite of the inroads made by Toyota. Obviously by the end of the 90s, when you had cracking body shells and quickly detachable cambelts the shine had worn off the badge.

    3. Both Vauxhall and Opel were sold through different dealerships in Ireland when their model ranges were distinct. When the ranges converged, Ireland opted for Opel at roughly the same time the UK opted for Vauxhall, if I recall correctly.

    4. Slightly late to the party and playing catch-up. Daniel, in the’50s Opels were rarely seen in the UK; having sold a few here in the ’30s (including commercials), they were blighted in the minds of buyers by WW2 – few of whom would have made any mental association with Vauxhalls. As for the products of Luton, the early Wyvern, Velox & Cresta rotted far faster than their contemporaries (quite an achievement), gaining them a reputation lasting until the Cavalier years – by which time the Opel-Vauxhall connection was generally understood, to the point where the Manta was first choice for those who wanted a Capri but hated Fords.
      Antipathy towards the Vauxhall brand elsewhere in the world is understandable of course, but unlikely as it might seem now, until very recently it still clung on in popular memory to the magic of its pre-GM years. And notwithstanding all that has been written here, the C-pillar treatment of the ADAM, for me, harks back to a typical styling feature of most saloon cars of the 1930s….

    5. Hi JTC. I imagine that having a logo known as ‘Blitz’ probably didn’t do Opel any favours in 1950’s Britain!

  13. Didn’t they do a fabric-roofed version called ‘Rocks Air’?

    “How do you do, fellow kids”.

  14. I’d be curious to know how effective and flexible the specification options were. Too often when I spec a car online I find the combination of body colour, engine, wheels and interior I would prefer (if I was really looking to buy) is simply not possible to achieve, and the personalisation claims of the manufacturers aren’t supported by real-world experience.

    1. Does that mean that in practice they still offer what amounts to trim packs with some options but pretend to offer 23,300 variations? When you pick something that is not on the list of permitted trim combos it says “we can´t make that combination”. It´s a bit like a restaurant offering any combination of egg, chips, bacon, toast and sausage but really only sells egg and chips or bacon and toast.

    2. I would agree, albeit without much evidence other than whenever I have used the online tools myself. Do car dealers have a nicer tool when specifying customer vehicles, or do they have to use a variant of the customer website, I wonder? I have sympathy if so; they are rarely very pleasant to operate.

      Interesting that Richard mentions the Fiat 500’s colour range – Fiat UK is offering what seems to be a much-reduced and less interesting range for the New 500, going more for what they think reflects ‘premium’ rather than the brighter, jollier ones. I would guess that the ICE500 range will be limited now that it is the older model, too.

      Also glad to see that Fred G Eger shares my view of asymmetric rear lights – it always made cars like the B6 (2005) Passat look a bit cheap to me.

    3. Peak personalisation has already been and gone. WLTP (where every variant has to be certified), ‘buying’ cars on personal finance, and perhaps manufacturers being distracted by electrification has seen to that.

      I wistfully remember when Mercedes did not even offer a radio as standard equipment, because they ‘wanted to offer the customer choice’. Your local dealer could indeed offer a choice of perhaps five or six different radio / music devices, plus hundreds of other options.

      Nowadays, your E class is available in any shade so long as it’s on the monochrome spectrum, and you are lucky if you have five option bundles in total to choose from.

  15. I just saw, there was also a version of ADAM by BITTER. A little cosmetic on the outside and a rather shrilly interior. Now he got me. But none for sale of course. But we don´t need another daily driver anyway…

    1. Richard, I’m surprised you haven’t fallen for the Bitter’s interior appointments. Not sure they are tasteful, as such, but certainly extraordinary.

    2. Just like your granny’s sitting room:

      They should have lace antimacassars over the headrests to finish it off properly.

    1. richard herriott

      Is it known what the dimensions are for the 1999 Opel G90 since it looks more Corsa sized to be considered an A segment car?

  16. There’s a house around the corner from me where there are 3 (THREE) Adams parked on the drive or on the road outside. They all have different colour combos – plum with white roof, dark blue with white roof, and, black with … you guessed it! For that household, an Adam is clearly all the car they need or want; either that or they all work for Vauxhall (given I live 5 miles from Luton). The paint jobs are, as Richard says, nicely done and they look cute and well built – more solid than our 500, for example.

    At launch, I just thought the looks too derivative (Corsa panel features and headlamps – meets FIAT 500 profile – meets Ka Mk1 rear end) with that odd chrome pram hinge feature, and, a cack-handed, small, triangular panel at the base of the windscreen pillar – I recall pulling Richard’s leg mercilessly about that at the time. For me, it’s another of those cars featured here recently (C5, 508) to which time has been a healer; I see that people like it and think, ‘why not?’

    I also agree with Richard about the snob-factor regarding Vauxhalls. There’s a refreshed Insignia hatch out (no estate any more, which is strange as it was rather nice) and it looks really solid. The pricing on the top-end version is OTT at nearly £40k, even if it is AWD and has c.230BHP – you can get a very nice, newly refreshed XF for that money, BUT, it’s a nice looking car that, I would have thought, would serve an owner very well – I bet nearly-new they are a steal!

    1. It´s that old problem again: “the x is a super car, comfortable, elegant, fast, safe and well-built: It drives rings around all the other cars like it but …. it has the wrong badge. Don´t buy one new… buy one used”. That´s how we get to the point where the market is defined by crushing conformity.

      I know S.V. isn´t pushing this line, merely reporting how the market is when the received wisdom says “don´t buy X new”.

      In next week´s Top Driver we ask why do people not buy other, better, nicer cars than the top 10?
      Also in next week issue, Bob Ballock asks why manufacturers sell cars in colours he doesn´t like.

    2. The Insignia estate disappeared because PSA didn’t want to pay GM the license for the old platform wherever they could help it, and I assume that as they have a shiny new 508 SW to sell that’s what they would prefer to promote.

    3. Is the Insignia doing any worse than others in its segment, such as the Mondeo, or the Hyundai i40 or Mazda 6? I would have thought it was competitive in a shrinking sector.

      On the other hand, the Corsa (and other models) are selling very well, so the badge must have some merit. Isn’t Opel-Vauxhall meant to be doing much better now that it’s out of GM’s clutches?

    4. Autocropley reviewed what will be the last ICE Insignia-type car in Opel´s fleet.
      He really likes this car but can´t help condemning it to poorer-than-is-deserved sales:
      “throw in fuel-saving cylinder deactivation, LED matrix headlights, quick-acting gearshift paddles, Brembo brakes, adaptive damping tuned on the Nürburgring and four selectable driving cycles (Standard, Tour, Sport and Competition) – plus the conservative but well-made and comfortable interior – and you have an extremely complete saloon package, especially for a car on the right side of £40k that needs no significant extras to be habitable. In three years’ time, this is going to be one helluva used car bargain…”
      Thank you, Mr Cropley for telling readers not to buy this car new.

    5. Well, yes, but I’d read it as a compliment more than anything.

      This sort of car will always depreciate quite a lot – they are used as workhorses and are thus leased, rather than bought, new – mostly by business users.

      I don’t think it’s the end of the world to say that it’s a well-specified, comfortable, good value package, new, that will still be desirable and thus a bargain on the second hand market.

      I’m pleased to say that I think that Opel-Vauxhall has a bright future ahead of it, especially since it appears to have got it design mojo back.

  17. Crikey, the EVE concepts have no tyres!

    I was curious whether the IE website still offers non-Union Flag rear lamps as an option – it would appear not. This text from a Belfast dealer’s website, which I would imagine came straight from PR dept: “Like the MINI, the Union Jack transcends time and signifies a long and rich history.” Err…

    Brochure for new Mini (from a dealer website, I couldn’t find it on Mini’s own site) https://www.bavarianmini.co.uk/media/9684/f55_f56-lci-flyer.pdf?BrochurePartNumber=DLR_F56

  18. Although Irish, I am an unashamed Anglophile and proud of my adopted home, but I would still draw the line at those tail lights. They are just a bit tacky. Happily, our Mini predates them.

    Regarding the facelift, instead of making the grille smaller, they’ve made it, in outline at least, even larger. Is Van Hooydonk’s influence now reaching as far as Oxford? Here’s the current and facelift car side by side:

  19. As a previous employee I can tell you we pushed for Opel branding in UK for Adam. Opel used to be sold alongside Vauxhall years ago and we thought it would help establish a sub-brand of sorts. Opel Germany probably said no. Nobody listened. Adam pricing was too high and dealer network was unhappy. Chrome side window detailing was likened to a pram by many or worse compared to a hearse. Still it’s a cute design that as a ‘New Edge’ mk1 Ka rip off got away unscathed albeit not unnoticed by my friends at Ford.

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