The UK press launch for the new Escort in January 1968 took place in the exotic location of Morocco, a world away from the dreary British midwinter. Ford chartered a BAC One-Eleven jet to fly a coterie of journalists from the UK press and specialist automotive publications, putting them up in the newly completed Hilton hotel just outside Rabat. A fleet of more than thirty cars had been shipped over for the event.
Despite Ford’s largesse and the congenial surroundings, the assembled hacks were not wholly impressed by the new car, many examples of which displayed a number of faults such as excessive wind noise and driveline vibration. In one case, a gear lever spontaneously detached itself from the gearbox, while another car lost half its exhaust system on a test drive.
Editor’s note: To complement our current series on the Ford Escort, we are rerunning this article which first published on DTW in October 2020.
The 105E Anglia was not by any standards a bad car. In fact, it was rather a good one, especially by the reckoning of the time. It did however arrive at a somewhat inconvenient time. By this I mean a point when the tailfin was beginning its inexorable retreat into the history books, albeit one which would happen at considerably slower speed on this side of the Atlantic. Because not only did Europe arrive comparatively late to the tailfin party, it imbibed more lightly and made its effects last longer — in same cases, well into the 1970s.
The winter of 1967 saw the unveiling of two new European saloon cars that simply could not have been more different in conception, design and execution. The first of these was the NSU RO80. Not since the launch of the Citroën DS in 1955 had anything so audaciously forward-looking and revolutionary caused such a wave of excitement and anticipation amongst those interested in matters automotive. Here was a car that looked shockingly modern and made everything else on the road, apart, perhaps, from a few exotic supercars, look like relics from the past.
There was substance behind the avant-garde styling, attributed to Claus Luthe(1): the car boasted an impressively low drag coefficient of just 0.355. The RO80 was no less revolutionary beneath its slippery skin: it was powered by a twin-rotor Wankel engine(2) with a capacity of just 995cc that produced maximum power of 107bhp (80kW) and torque of 101 lb ft (137Nm). That the RO80 could have been produced by an automaker such as NSU, better known for its small and outdated rear-engined economy cars, simply added to the sense of amazement. Continue reading “Making a Virtue of Adequacy (Part One)”
Editor’s note: To coincide with this week’s Cortina article, we are re-running the following piece, first published on DTW in October 2016.
The BMC Mini and the Ford Cortina represented two contradictory strands of the British character. Soon after its release, Ford, notoriously, took apart a Mini and realised what BMC hadn’t worked out, that each car sold would lose the company money. The blue oval wasn’t going to make the same mistake. Ford of Germany inherited the abandoned front-drive ‘Cardinal’ project from the USA to become the Taunus 12M, but Ford of Britain were having none of this fancy stuff and its ‘Archbishop’ (ho, ho) project was very, very conventional.
But what the first (Consul) Cortina did offer was a lot of up-to-date looking car for the money. Less well recorded is that BMC, returning the favour, bought a new Cortina, took it apart and were appalled at the bodyshell’s lack of torsional stiffness. But even had this fact been publicised, it’s unlikely that it would Continue reading “The Ford Cortina Mark IV at Forty.”
I wanna be your vacuum cleaner
Breathing in your dust
I wanna be your Ford Cortina
I will never rust
If you like your coffee hot
Let me be your coffee pot
You call the shots
I wanna be yours
This is the opening to the poem, ‘I wanna be yours’ by John Cooper Clarke, legendary post-punk poet and recording artist, first released on 1982’s ‘Zip Style Method’ LP. So influential has the Salford-based bard’s verses become over the intervening decades that I wanna Continue reading “National Treasure”
Continuing our exploration of Ford’s many and varied Maverick badged models.
After a compact saloon for the Americas and a rebadged Nissan Patrol for Australia, to what would Ford next apply the versatile Maverick badge?
Ford Maverick, 1993 to 1999:
Ford’s third model to carry the Maverick name was, like the second, a rebadged Nissan, albeit from Spain rather than Japan this time. The Nissan Terrano II was a compact SUV for the European market(1) manufactured by Nissan Motor Ibérica S.A. It was also supplied in very lightly modified form to Ford of Europe, who sold it as the Maverick.
Ford’s Euro-pendulum swings, but is there time to Explore?
A number of years ago, Ford’s European marketing department initiated an advertising execution they called ‘Unlearn’, an attempt to nudge customer perception of the blue oval; essentially a variation of the somewhat clichéd ‘Think you understand brand X? Think again’ marketing trope. With Unlearn, Ford wanted us to Continue reading “Tick Tock”
When Ford began work on what would become the Bobcat programme in 1969, the small car market had not wholly coalesced around a single format. Even amid the developed nations of Europe, there was no real clarity, although there were vehicles in development, not least in France and Italy which would before long help change that.
The previous year, Ford of Europe had introduced the conventional rear-wheel-drive Escort as its entry level offering, a car which built upon the success of the UK-developed Anglia, offering similar virtues in a more updated, slightly larger, more refined package. However, apart from one or two high-tax markets, the Escort had moved above the Anglia’s one-litre entry point.
Escort’s (slight) shift upmarket was a wholly logical strategic decision at the time, one entirely in keeping with the blue oval’s growth plans. Customers were more affluent and had become more discerning and anyway, Ford did not Continue reading “The Circus is Leaving Town”
Blowing the dust off another set of rediscovered envelopes and their contents, rekindling some memories.
Project 2758, as the Mercedes-Benz 500E was known internally at Porsche AG, who partly built the car, was a ‘Q-car’ in the vein of the BMW M5 but, this being Stuttgart, the 500E presented itself in an even more discreet way than Munich’s autobahnstormer.
The 5-litre, 32-valve M119 V8 propelled the 500E to an electronically limited maximum speed of 250km/h (155mph) although, without the limiter, its terminal velocity was known to have been quite a bit higher. The 500E was strictly a four-seater, which was not entirely by choice: the differential needed was so large that there was no room left for any suspension or even padding in the middle of the rear seat area. Continue reading “Show and Tell (Part Six)”
The Sierra came about on account of two intersecting imperatives. Head of Ford’s European operations, Bob Lutz had brought from BMW a sophisticated understanding of the semiotics of automotive desire; his avowed intention being to completely transform Ford’s image, especially in the West German market. This would dovetail with the determination of FoE’s Design VP, Uwe Bahnsen, to Continue reading “I Don’t Think You’re Ready for This Jelly”
Despite what Uwe Bahnsen later stated publicly, both he and his design team were placed squarely in the firing line as Sierra’s disappointing early sales figures were thrown in their faces, as Patrick le Quément recalls: “Design was the centre of acrimony, we had designed a car that started slowly in the UK, the cash-cow land of Ford in Europe. We entered very difficult times”.
Having taken something of a leap of faith with Sierra rather than their usual practice of exhaustive market research, Dearborn’s executives wanted someone’s head. Bahnsen would be a convenient choice and at a Star Chamber interrogation at Merkenich, chaired by Detroit Ford executive, Harold A. (Red) Poling, and witnessed by a horrified le Quément, they got their man. “The end of Uwe Bahnsen’s career was a tragedy and they almost managed to break him, but he left, dignified and became head of Art Center Europe in Switzerland”. Continue reading “Into the Vortex – Part Three”
For the Sierra, the path to stylistic approval was lengthy and difficult. Given the Ford Motor Company’s scale and multi-national status, it was normal procedure to involve its myriad international styling studios to submit proposals for commercially significant models. We therefore know that innumerable rival proposals for the Toni programme were evaluated before the Merkenich scheme was green-lighted in 1979, but less known are what they were like.
For decades, Ford of Britain designed and engineered its UK model offerings. However, by the latter part of the 1960s, Dearborn management elected to bring these two entities together, eyeing reduced development costs and a more unified offering to the public. In 1967, an engineering and style centre was opened at Dunton Wayletts, near Basildon in Essex. Here, engineers and stylists would Continue reading “Second Division”
Early 1979, and as Patrick le Quément wraps up his assignment at Ford UK’s Dunton research centre for the Ford Cargo truck programme, he receives a summons back to Merkenich from Chief Designer, Ray Everts. [With] “6 months before the Go With Two decision, I was asked to dedicate all my energy to the Toni project, for the battle was far from being won, there was much to do, to convince, to improve!”
Part of what Bob Lutz would later characterise as le Quément’s “decisive role” in the Toni design programme was to help build up a detailed analysis of Ford’s design strategy with a view to providing Uwe Bahnsen with the precise data he required to convince the Detroit board of the necessity for radical change. Using analysis and experience from both Erika and Cargo programmes (the latter a revolutionary design in itself), Everts, le Quément and the team concluded that promoting aerodynamic efficiency was the route to take. “We felt we were ready to appeal to our Lords and Masters for, after all, aerodynamics was to be had for free (or so we thought at the time), but it also gave us the opportunity to invent a brand new formal language and take a divergent route from the Me Too approach”.
In a three part series, Patrick le Quément speaks exclusively to DTW about the Ford Sierra’s troubled genesis.
All car designers set out to create beautiful objects, not simply for artistic reasons, but for commercial ones too. After all, a beautiful car is more than usually a successful one. But like success, beauty has many parents and midwives, whereas failure (and ugliness for that matter) is almost always an orphan.
Automotive design is a collaborative process, requiring no small measures of vision, craft, intelligence and determination, but in the final analysis, it requires a consensus; after all, no modern car design can be decided upon by a single individual. But with the cost of failure so high, the process can often appear as something more akin to an act of faith. Continue reading “Into the Vortex – Part One”
The Sierra’s troubles mount, forcing a radical rethink.
In the run up to the Sierra’s launch in September 1982, the external design had been previewed with the Probe concept, aimed at lessening the shock of the new. However, few observers believed Ford would put anything so radical into series production, a perception the automotive and general press did little to discourage. When Sierra arrived in the showrooms however, the stunned disbelief was palpable.
Additionally, there remained large stockpiles of unsold Cortinas, which required significant discounting to clear. This gave wavering customers an opt-out, which many gratefully accepted, delighted by the opportunity to Continue reading “Sierra Shock (Part Three)”
First impressions are very positive, but trouble lies ahead.
The UK automotive press were inordinately impressed by the apparent sophistication of the new Sierra. Car Magazine featured it on the cover of its October 1982 issue with the headline, “Sierra Shock! It really is a good car.” The magazine devoted a six-page feature to the Sierra including an analysis of the design by Steve Cropley, driving impressions from Mel Nichols and an interview with Bob Lutz, Ford Europe’s (former) chairman, who had recently been promoted and returned to Dearborn.
Cropley’s opening remarks set the tone for his piece: “If ever a car… deserved a complete break from the cloying, boring image of the ubiquitous Ford ‘nail’, this Sierra does. It is wholly different; wholly better.” He continued thus: “It is good enough to be compared with the new Audi 100, and to be mentioned in the same conversation as a Mercedes-Benz W123.(1)“ The eulogy continued: “Never again will a car maker be able to Continue reading “Sierra Shock (Part Two)”
What we are looking at today are images from a period sales brochure for the second-generation Ford Granada. A brochure whose well-thumbed pages serve as mute testimony to your editor’s youthful aspiration; notions, as we’d describe them round these parts. When a Ford Escort would Continue reading “Taking a Stance”
Ford of Europe bets its future on a car that appears truly radical.
Exactly forty years ago, the European automotive landscape was upended by a new car that looked like nothing we had seen before. Even more surprising was that it came from Ford, that most conservative of automakers, which had made its fortune from producing cars that were… just as expected. Ford was emphatically not in the business of challenging its customers’ expectations, but meeting them head-on.
The company’s ultra-cautious approach to product development had created generations of cars that were only modestly and iteratively updated from their predecessors. This suited both conservative private buyers and cost-conscious fleet operators, for whom reliability and low running costs were by far and away the most important factors for them to Continue reading “Sierra Shock (Part One)”
The fifth generation Fiesta of 2002 was model of restraint.
Editor’s note: First published on 13th December 2016, this piece is being re-run today to commemorate the 20th anniversary of the 5th generation Fiesta’s introduction.
“It was designed to please the public, men and women alike, with those big headlamp eyes, and that smiling radiator mouth.” Those were the words of designer, Chris Bird. The project started in 1998 and is one of the unalloyed Bird Fords. The project bore the code B256 and featured a new floor pan for three variants: the five-door, the three door and the Fusion. At this point Chris Bird had replaced Claude Lobo as design director and wanted to put his mark on Ford.
Remembering Ford’s blue-collar big saloons of the early 1960s.
If such a thing is possible, then its fair to say that America had a good Second World War. Provoked into action by the surprise Japanese bombing of Pearl Harbour on 7th December 1941 which caused the death of over 2,400 service personnel and civilians, America mobilised its vast industrial resources to produce military vehicles, ships, aircraft and armaments. Unemployment was virtually eliminated and the economy boomed during the war years.
When the war ended, Europe was bankrupt and its infrastructure shattered. Both winners and losers suffered equally from the privations of the years that followed. For many, life was little better than it had been during the war as the long struggle to Continue reading “Ordinary Joe in a Sharp Suit”
An act of defiance against Dearborn created an exceptionally pretty Ford.
Established during the Great War by the head of Ford of Britain, Percival Perry, Société Française des Automobiles Ford was Dearborn’s Gallic outpost, producing Ford models T, A, Y and B as the twentieth century progressed. It would, however, prove to be a rather wilful and independently-minded offspring, resistant to the dictates of its parent company. In 1934, Maurice Dollfus, who had been appointed head of the company four years earlier, sought a means to expand its operations. An introduction to an Alsatian chap by the name of Emile Mathis led to the creation of Matford SA, based in Strasbourg, a joint-venture company in which ownership was split 60:40 in Dearborn’s favour.
Even I have come to accept that sports car marques can barely survive, and certainly not thrive, without having an SUV or crossover in their portfolio. Indeed, it seems that even developing a saloon car is not worth the R&D these days, given the news that Mazda will not be replacing the Mazda6, although its new FR platform, RWD, straight-sixes and all, looks tailor made for that job.
The mildly derogatory term ‘Repmobile’ conjures up images of a medium-sized, medium-specification saloon or hatchback hammering along some endless motorway on a dreary weekday under leaden skies. The driver is a man sporting a shirt and tie, his suit jacket limply hanging from the coat hook behind his ear. Whether they be Vectras, Cortinas, Mondeos, Carinas or Sierras, for the motoring enthusiast, such cars represent a mostly barren field of interest. But far away and many years ago, Ford South Africa turned at least some of them into decidedly more stimulating steeds.
In Britain, Ireland and Continental Europe, the 2.3 litre V6 was as far as it went for the Cortina Mk5 and its Germanic twin, the Taunus TC3. Most sales reps would remain confined to the 1.6-litre four, although, if they exceeded their targets consistently and by a sufficient margin, a 2-litre version fitted with some extra trinkets might be their reward.
Having enjoyed researching and writing about our three eighties eco-concept marvels, what thoughts now come to mind about the current state of the small car market? After all, the future as predicted by the ECO 2000, for example, has long since passed.
The car as we know it is, without doubt, experiencing something of a fin de siècle. Personally, I have felt a growing sense that car design and development has plateaued, become complacent and intellectually flabby, with form increasingly disconnected from function. I have also realised that this is reflected in my writings for DTW, which recently has been focused very much on the past rather than today or the future.
Introducing the first of a four-day meditation from the DTW editorial team: reconsidering the E65 Siebener on its 2oth anniversary.
Why are we still discussing the E65? It’s because twenty years ago it mattered when BMW produced a new model. As a clear leader in automotive engineering, people interested in the intellectual challenges of designing better cars looked to BMW’s products for clues about the rate and direction of progress. Retrospectively, we still wonder about whether BMW’s thinking was wrong, ahead of its time or instructive. Or a combination of all three.
The E65 attempted to answer some pressing questions, offering solutions to the problem of a changing market, solutions that many did not understand at the time or could accept. The first change in the market related to Europe’s ageing population and a greater awareness of the urgent need to Continue reading “Raking the Embers  : Chi Non Fa, Non Falla”
The 1990 Ford Escort Mk5 was a terrible car. It was designed to be manufactured as cheaply as possible and was woefully under-engineered, nasty to drive and uninspiring to behold. It was rightly lambasted by the motoring press, to the extent that some of the criticism even spilled over into the mainstream media, damaging Ford’s reputation for competency.
A facelift in 1992 attempted to deal with the most egregious faults but achieved little substantive progress, while making the car ugly rather than merely bland. Such was the strength of Ford’s marketing machinery and wealth of its advertising budget, however, that the Escort and its Orion(1) saloon equivalent remained strong sellers, despite the cars’ blatant inadequacy. Continue reading “Striving for Adequacy”
In July 1987, Volkswagen and Ford’s Brazilian and Argentinian divisions created a joint-venture company, AutoLatina. The ownership was split 51% to 49% in Volkswagen’s favour. Volkswagen would manage AutoLatina’s passenger car operation while Ford looked after the commercial vehicles business. Autolatina was established in an attempt to defend both companies’ market share in what was a distressed and shrinking market.
A seminal car, but not for the reasons anyone might have expected.
The 1990 Ford Escort Mk5 was a car keenly anticipated by the market, as it would be the first all-new model for a decade. Ford’s rather casual attitude to mark numbers meant that the 1986 Mk4 was little more than a competent facelift of the 1980 Mk3. When the latter was launched, its sharp, contemporary styling and switch to front-wheel drive was fêted as a bold move forward for the model. In reality, it flattered somewhat to deceive, as beneath its apparent sophistication was a car that was distinctly ordinary in dynamic terms, with rough engines and a brittle ride. Continue reading “Missing the Marque: Ford Escort Mk5”
The arrival of the Cortina in September 1962 was a seminal event for Ford of Britain. Here was a light and efficient family car that was designed to be simple and inexpensive, both to build and to run. It offered everything the average motorist and their family needed, and nothing they didn’t. The Cortina exemplified the value engineering approach to design and manufacture that would come to define Ford for the next thirty years.
The Cortina also made the rest of Ford’s UK range suddenly look outdated. This was a particular problem for the Consul Classic and Capri models, which had been launched just a year earlier. Their introduction had been delayed by a couple of years because the Anglia small car was such a runaway success that Ford’s Dagenham plant lacked the capacity to Continue reading “Diminishing Returns”
A chance encounter afforded an opportunity to assess Ford’s first bespoke mainstream EV.
Taking the air on a lovely crisp late autumn morning, my eyes were drawn to the vehicle you see pictured here today, the Ford Mustang Mach-E. To the uninitiated, however, its manufacturer would remain a mystery, as there’s no sign of the blue oval badge anywhere on the exterior. Neither, for that matter, does the word Mustang appear. The only verbal clue to its provenance is the legend Mach-E positioned low down on the front doors. We will return to this curiosity later.
Once ubiquitous on the streets of the British Isles, the Mk3 Cortina is now vanishingly rare, and worthy of reappraisal.
Walking through the lanes of the Suffolk market town I call home recently, I happened upon a car that I haven’t seen in the metal for many years. It was an arresting sight.
The car in question was a 1971 Ford Cortina, an early example of the Mk3 generation of Ford’s family stalwart. It was a four-door saloon, resplendent in dark metallic green. The lack of any additional badging on the boot lid and an absence of brightwork indicated that it was an entry-level base model. The cod-heraldic shields on the lower front wings behind the wheel arches proudly proclaimed it was a 1300, the smallest engine option available. Continue reading “A Car for Sunday: 1971 Ford Cortina Mk3”
A product designed for developing markets with mere adequacy as its guiding principle, the EcoSport was foisted upon Ford of Europe with wholly predictable results.
In a former era, when cars were regarded by the vast majority as primarily a means of transport rather than a status symbol, Ford was highly successful in mobilising the masses reliably and (relatively) cheaply. That earned the company a reputation as something of a working-class hero.
In 1974, Ford at last gave serious consideration to a Transit replacement, instigating “Project Triton” by employing a French consultancy to produce studies for a new van to go on sale towards the end of the decade. The timing was inauspicious, in the midst of a global oil crisis and industrial and political turmoil in the UK.
Within the narrower confines of Ford of Britain, development of the strategically important Cargo medium sized truck range was running behind programme and over budget. Integration of the German and British operations was proceeding rapidly with priority for all resources going to the Fiesta supermini, the most expensive project in the history of the Ford Motor Company.
Let us move on to 1972, a momentous year for the Transit in the UK and Europe. Despite a house move, British production reached a new high at just over 55,000 units. Genk managed 37,000. Rival manufacturers had yet to follow Bedford’s example with a serious Transit challenger, although British Leyland were, shall we say, working on it. The Toyota Hi-Ace had recently arrived in the UK, finding favour with small businesses and motor-caravanners, but was not selling in the sort of numbers which would concern Ford.
By the beginning of 1968, one in three medium sized vans sold in the UK was a Transit, and Ford could easily have increased this number had there been more production capacity at Langley. In just over two years their share of the market sector had increased by 64% compared with that of the preceding Thames 400E. Ford’s description of their vehicle as a phenomenon was hard to dispute, also claiming that it had become “the most wanted vehicle in Europe”.
In the second part of our Transit story, we look at its unusual power units and the impact the van made on the British market following its October 1965 launch.
Ruggedness and simplicity were at the heart of the Project Redcap’s engineering, but the engines used to power the Transit were strangely at odds with these design principles. The choice of power was a foregone conclusion – Ford’s European operations had been guided to meet their over-1600cc needs with a range of 60 degree V4 and V6 engines for use in passenger cars and light commercial vehicles.
The decision is possibly understandable given the popularity of V8 engines in the USA, but the V-configuration made a far weaker case with half the number of cylinders. Despite this, Ford’s European satellites were producing two different V4s by the end of 1965, with German production exclusively using the V-configuration, while the largest capacity(1) British in-line four was the 1500cc version of the versatile, stretchable and tuneable ohv engine first seen in the 1959 Anglia 105E, with V4s covering the 1.7 to 2.0 litre range. Continue reading “Fanfare for the Common Van (Part 2) – Power and Glory”
We look at Ford’s most enduring European product, the clever and versatile van which not only became an instant best-seller, but shaped the future of Ford’s operations across the entire continent.
Henry Ford II’s whole life had been turbulent, and he never shied from aggressive intervention. Hank the Deuce had been President and CEO of the Ford Motor Company from 1945, and by the late 1950s was becoming increasingly troubled by the fragmented nature of the firm’s European operations. Viewed from Dearborn, the absurdity and inefficiency of two factories less than 500 kilometres apart designing and producing separate, unrelated ranges of vehicles with few, if any parts in common could no longer be sustained.
Largely unnecessary, possibly retrograde; the Focus got the Kinetic treatment in 2007.
Claude Lobo returned full-time to Köln-Merkenich in 1997 to head Ford’s European design team, following a three-year stint as head of Ford’s advanced studio in Dearborn. By then, the blue oval’s European satellite seemed at something of a creative crossroads. Throughout the decade, Merkenich’s design quality had become decidedly uneven and in terms of direction, its previous stylistic assurance seemed lost.
Under Lobo’s direction, two highly significant Ford designs were enacted, the original 1996 Ka and the 1998 Ford Focus, both spearheading a newfound confidence in form, graphics and style. Two years later, the Parisian retired, his replacement hailing from Ingolstadt. Chris Bird was part of the design team at Audi since 1985, contributing to the original A8 model, becoming Ingolstadt’s studio head under Peter Schreyer in 1995. Continue reading “Under the Knife – Swings and Roundabouts”
Concluding the story of the original Ford Mondeo and how it confounded the expectations of those who drove it.
The launch of a new Ford was always big news in the UK, so it fell to BBC Top Gear motoring journalist Jeremy Clarkson to pronounce upon the Mondeo. Clarkson tested the car in 1.8 litre manual four-door saloon form shortly after its launch in March 1993. He was underwhelmed by the car’s appearance but impressed by both the interior design and quality of finish.
The Ford Mondeo will soon be consigned to automotive history. Today we recall the 1993 original and how it confounded the expectations of those who drove it.
Ford recently surprised nobody(1) by announcing that the Mondeo will be discontinued without a direct replacement in March 2022. The D-segment saloon, hatchback and estate has fallen victim to a fatal cocktail of countervailing forces that reduced European sales to just 21,222(2) in 2020. This is a far cry from the model’s heyday in the 1990’s when annual sales exceeded 300,000 units. Its North American equivalent, the Fusion, was discontinued in July 2020.
The Mondeo was initially hit by the encroachment of smaller premium models, which could be had for similar monthly leasing payments to the mainstream Ford, thanks to their stronger residuals. Company car drivers and personal contract purchasers, who comprised the vast majority of Mondeo customers, were happy to Continue reading “Ford Rediscovers its Mojo (Part One)”
A smart re-skin and an even smarter nip-and-tuck kept the 1972 Ford Granada at the top of its game for thirteen years.
In the 1960’s and 70’s Ford of Europe was the master of value engineering, designing cars that were highly attractive to potential buyers, but engineered to be little if at all better than they strictly needed to be. The 1962 Ford Cortina Mk1 was just such a car. It was a simple, light and efficient design and it effectively killed off the cumbersome, complex and heavy 1961 Consul Classic after just two years on the market(1).
The Cortina’s winning formula was reprised in 1968 with the Escort, another light and efficient design that was simple to build and was tailored to appeal to a wide range of customers via an extensive range hierarchy comprising basic, luxury and sporting variants. Likewise, the 1969 Capri, which easily shrugged off the Cortina in a party frock jibes because it looked great and gave customers exactly what they wanted.
There were missteps too, notably the 1966 Mk4 Zephyr / Zodiac. The lower-line versions were fitted with a new V4 engine, but the designers wanted a long bonnet as they believed that this was a signifier of power and prestige. Harley F. Copp, an American Ford design engineer on secondment to Brentwood to Continue reading “Under the Knife – Taking Care of the Pennies”
The 1961 Consul Classic and Capri were a rare market failure for Ford in Europe. We remember them on the 60th Anniversary of their launch.
Ever since the days of the Model T, Ford had developed an enviable reputation for delivering cars that were finely attuned to the perceived wants and needs of the automotive market. Moreover, the company was a master of what one might call value engineering, the art of designing cars wholly to satisfy the market whilst rarely challenging those expectations through new or radical innovations in format, engineering, equipment or styling.
Today DTW features a car that was given a new lease of life with an extensive and highly effective makeover.
Ford regularly plays fast and loose with its mark numbers, often applying them to even quite modest facelifts of the outgoing model. However, in the case of the Sierra, the Mk2 designation was well deserved.
Ford launched the original Sierra in 1982 as a replacement for the conventional and conservative Cortina Mk5. The new model was a rear-wheel-drive car like its predecessor, but the aero body was dramatically different, with a hatchback instead of a conventional boot.
The 1981 Escort saw Ford resume its leadership – this time from the front.
Throughout the 1970s, the Ford Motor Company’s European satellite produced cars that were precisely what large swathes of the market not only wanted, but actively aspired to. This lucrative recipe was a combination of tried and trusted conventional engineering, slick marketing, a gimlet-eyed focus on product strategy and well judged, contemporary style.
First introduced in 1968, the big-selling Escort model was successfully rebodied in 1975. However, by the latter part of the decade, it had fallen behind stylistically, but in particular on the technical side. With most of Ford’s European rivals moving inexorably towards the front-wheel drive, hatchback layout, the blue oval needed to Continue reading “A Song For Erika”
Today DTW recalls the 1994 Ford Scorpio Mk2, a car that defies any attempt at rational analysis or explanation.
When Ford launched the Scorpio* Mk1 in 1985, it did so in five-door hatchback form only. This surprised some observers, knowing the resistance that Ford had faced to the hatchback Sierra three years earlier from conservative buyers who preferred the saloon format. Even more surprising was the absence of an estate version, given the popularity of the Granada estate in both Mk1 and Mk2 forms.
Just as with the Sierra, a three-volume booted version was added to the range in December 1989. Estate buyers had to wait until January 1992 for the launch of that version, which coincided with a facelift of the whole range. The facelift was a competent if relatively minor overhaul, comprising a smoother front end with larger light units and smoked tail lights with a matching filler panel at the rear. The saloon forwent the hatchback’s concealed C and D-pillars for a more conventional six-light DLO and was a handsome and imposing design. It was also well equipped and remarkably comfortable over long distances, making it an excellent executive (hire) car.
It’s now only a matter of time before Ford’s largest European car offering loses its uneven struggle against customer apathy.
It’s all change at the blue oval, as our dear, departed Archie Vicar might have put it. The Ford Motor Company, it seems, has been rather busy of late, not simply rearranging the deckchairs by putting an end to car production in the United States, or announcing the breathlessly anticipated body-on-frame Bronco offroader, but shuffling the deck on the bridge to boot. Iceberg? What iceberg?
The dance of the two Jim’s has kept blue-oval watchers amused for months now; the word at ground level being that (former CEO) Jim (Hackett) hasn’t really lived up to expectations, but that (new CEO) Jim (Farley) is either (a) absolutely and without doubt the chap to steady the ship, or (b) the diametric opposite of the above. It really depends on who you Continue reading “Death to the Mondeo”
“Ford builds a Passat!” was a typical reaction when the Mondeo Mk3 was unveiled in October 2000. Beneath its conservative Germanic skin was a well-engineered, competent and capable car.
The 1993 Ford Mondeo Mk1 was a transformational car for its maker. Its predecessor, the Sierra, for all its futuristic aero looks, was resolutely conventional and exemplified Ford’s tradition of producing (no more than) adequately engineered and carefully costed cars that sold on showroom appeal, value for money and low running costs. If one wanted to Continue reading “Ford Builds A Passat”
Concluding our retrospective on a car that went from cynical marketing exercise to icon for a generation of drivers.
The Mk2 Capri was launched in February 1974. In the immediate aftermath of the Oil Crisis and quadrupling of OPEC oil prices, Ford seemed to have suffered some loss of nerve and decided to make the new model rather more practical and less overtly sporting than the Mk1. The bonnet was shorter, the interior enlarged, with a hatchback and folding rear seats instead of a separate boot. The emphasis seemed to have changed to Continue reading “A Promise Fulfilled (Part Two)”
A retrospective on a car that went from cynical marketing exercise to icon for a generation of drivers.
That Ford chose to produce the Capri was as logical as night following day. The US Ford Mustang, launched five years earlier and, like the Capri, based largely on a humble sedan (the Falcon), had been a huge sales success. Ford had expected to shift around 100,000 Mustangs annually, but 400,000 were sold in its first year and a further 600,000 in its second year of production. Little wonder that, on seeing these numbers, Ford Europe decided to Continue reading “A Promise Fulfilled (Part One)”