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 (believed to have originally been the work of Gert Hohenester working under the supervision of Design Director, Uwe Bahnsen at Merkenich) was dramatically different, with a hatchback instead of a conventional boot.
Hard to believe now, but the 1968 Escort required an explanation.
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 an 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 sparingly and made its effects last longer; in same cases, well into the 1970s.
‘Simple is efficient’ the adline stated. But Ford’s 1980 Escort really was all about design.
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 highly 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 particularly on the technical side. With most of Ford’s 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)”
Nobody quite realised at the time, but 1959 would mark peak-tailfin – this styling device falling out of fashion almost as abruptly as it emerged. But while the tailfin’s retreat would be particularly rapid in its country of origin, the European industry, having been slower to adapt in the first instance, was equally tardy in abandoning it.
Of course, it’s worth reminding ourselves of motor industry lead-times – the period between styling sign-off and job-one. Certainly, when Ford’s UK arm conceived the 105E-series Anglia, nobody could possibly Continue reading “Fin de Siècle”
A welcome return to DTW from Chris Ward, with a final update on his Festie.
So, the Fiesta has gone. Long gone, in fact: over half a year has passed since the scarlet terror was taken away by a man bearing a clipboard and a polyester coat. Yet despite the intervening months (for which I can only apologise), my thoughts remain much the same as when the car was in my possession.
Robertas Parazitas’ 2017 Fiesta opus joins the ‘Longer read’ fold.
As anyone who has tried to manoeuvre a supertanker can probably attest, when a leviathan changes direction, the process is both slow and not without considerable disruption. During the early 1970s, the ultra-conservative Ford Motor Corporation, having toyed with front-wheel drive during the previous decade, made the decision to Continue reading “Weekend Reissue – El Camino a la Fiesta”
Northern Europe’s largest classic race takes place over this weekend, from 17th to the 19th. I sneaked into the race paddock to look around. For once, DTW has something like news, in the form of this sketch of my snooping around the race paddock yesterday evening.
The event is called Classic Race and attracts an impressive number of classics sports cars. I noticed Ford, Alfa Romeo, Triumph and BMW vehicles made up a disproportionate number of the participants. Of those, Escorts, 2002s and Giulias and GTVs dominated. As well gazing at some expensively prepared cars I also had a chance to Continue reading “Was That Leslie Crowther Over By The Bar?”
As reports emerge that Ford is preparing to study KA no more, we try to sound upset.
As your correspondent is perhaps over-fond of observing, the Henry Ford Motor Company does quite a line in unlearning nowadays. So much so in fact that it’s been getting rather difficult to keep up. Unlearn : Saloons. Unlearn : Minivans. Unlearn : Up to 5000 jobs in Europe this year.
A sure sign that a Transit is hauling people and not boxes must be the non-white exterior coating. I saw an orange metallic one yesterday.
Sure enough, Ford in Denmark even uses this colour in its on-line publicity material. When I saw this one parked up somewhere in Jutland I had to take a closer look. You have to admit, it’s a satisfyingly spacey-looking machine. The bright orange paint brings out the graphic quality of the other elements. Essentially this is a commercial vehicle that has no trouble looking as good as a passenger car. Continue reading “With All Your Vain Fears And Groundless Hopes”
Good fortune placed a three-door 1998 Ford Focus (Series 1) on my street so we could conclude our Blue Oval-themed week on a high note.
Before I started the analysis I knew the Focus to be a really strong design. After all, it still looks thrilling 21 years later. Visual richness, hello. I didn’t know the underlying structures were so complex. Almost nothing quite lines up: the scaffolding off of which the graphics hang is itself seemingly in motion or is composed of shifting progressions. I have not even considered the front and rear views. Did Ford’s designers do this intuitively? Or was it considered? Continue reading “A Photo Study For Sunday: 1998 Ford Focus 3-door”
As Ford shuffles its CUV deck on both sides of the Atlantic, do we detect a certain softening in the Blue Oval’s visual palette?
It has been, as DTW’s curiously silent Ford-obsessive, Myles Gorfe might have said, a very busy week in Ford circles, with not one, but three new CUV model lines being revealed. Although, in the interests of accurate reporting that statement might want to be revised downwards, given that the new-generation K U G A and E S C A P E models are broadly one and the same.
But to be even more factually rigorous, one really ought to refine this statement further, given that Ford did not at the time of writing get around to fully revealing the forthcoming Puma – (or should that read P U M A?) badged model, electing instead to Continue reading “This Aggression Will Not Stand”
But it’s not. The next car to bear the name won’t be a Puma, but a vehicle called Puma. Supposedly, the reason for re-using the name, in part, rests on the fact the new car is based on the Fiesta just like the old, and frankly much-missed little pocket rocket (1997-2002). And every one liked the Puma so it’s a name with some emotional weight.
Often described in ‘social death’ terms by the more hyperbolic members of the media, the MPV itself is now fading out before our eyes.
An oft-spoken cry from the more dogmatic end of the automotive spectrum came closer to coming true yesterday, following Ford’s announcement that production of B-Max, C-Max and Grand C-Max MPVs will cease at its Saarlouis plant in Germany at the end of June.
Of course, nobody is likely to (a) be poleaxed to the spot in shock, or (b) possessed by a frenzy of bathetic fervour at the news, given that sales of what are termed Minivans by our US friends have been in freefall for some time now, as carbuyers increasingly Continue reading “Death to the Minivan”
Ford has announced another turnaround plan. Five thousand jobs to go in Germany, others in the United Kingdom.
The news is reported here and here and, of course, here. “Some of the losses in Germany come from ending production of the C-Max minivan, one of the products Ford will stop making as it reduces its portfolio to more profitable models,” said the FT**.
Why are Ford hacking at the payrolls? Ford’s market share has declined roughly two percentage points of the EU market, from a little over 8% to just under six. That’s actually quite bad because it represents a 25 % drop in absolute terms. Only the fact the market grew a bit overall mitigates that decline.
Geologists, and specifically palaeontologists, have concerns about the degree to which the fossil record represents the variety of life that has existed. Something similar applies to those interested in older cars.
This Ford Escort might be compared to the fossil of a plant-eating dinosaur, a representative of a class that was quite numerous, but which has left a unrepresentatively small trace in the fossil record. For your information, the meat-eating dinosaurs were known for their preference to Continue reading “A Photo For Sunday: 1974-1980 Ford Escort”
This may very well be a transcript of an article from 1977 concerning the motoring week of renowned motoring journalist, Archie Vicar.
(The original text is from the Oldham Evening Chronicle, Nov. 30, 1977. The original photos were by Douglas Land-Windermere. Due to a copyright dispute, stock images have been used)
Just back from Frankfurt where the annual car show takes place. Was delayed en route midway down la Belle France (around Burgundy, of course) so I missed the show by some margin. But – I did speak to some of the exhibitors afterwards, allowing me to take an interesting jaunt around Germany and France in Ford’s excellent new 2.3 litre Cortina V6 Ghia which, to quote the advertisement, offers “smooth performance and refinement in a car that’s built to last“.
Rust is often a problem for cars but Ford’s 17 stage body protection means Cortina owners have one less thing to worry about! The gearbox was a delight, one which “so often sets the standards others are judged by“. After several days at the wheel in all kinds of foul weather, the Cortina looked as rust free as when I collected it at Ford’s HQ in Cologne (fine beers!). So, on Monday it was Stuttgart to Continue reading “Vintage Motoring: Archie Vicar’s Motoring Week”
Earlier today I presented a little challenge. Here are the answers.
There were quotes under various categories such as roadholding, engineering and ashtray capacity and I asked whether the quotes related to the Ford Capri 3000 Ghia, the Alfa Romeo Alfetta or the Audi 100 S (all 1975 cars). If you want to Continue reading “Today’s Challenge: The Answers”
Spending the Christmas season with the Ford Fiesta Vignale.
At the risk of repeating myself, I feel compelled to explain the set of circumstances that resulted in myself and my partner crossing Germany (twice) in the finest of small Fords towards the end of the year 2018.
Having sold my better half’s car early in the autumn (and with my own steed in storage), we found ourselves at the mercy of our friendly neighbourhood’s rent-a-car station on more than one occasion. For the holiday season – which entailed a 900-kilometre-trip from Hamburg to the Swiss border and back – we were destined to Continue reading “Fiesta de Navidad”
Driven to Write’s chevron-shaped codex gains a new entry.
It’s possible to argue that by 1976 the world of car design had attained peak-wedge, exemplified by William Towns’ startling Aston Martin Lagonda. The projectile-shaped luxury saloon so defined the dart theme, there was really nowhere else it could be taken, not that this prevented the likes of Marcello Gandini and others within the design community from trying. However, as evidenced by subsequent efforts, the returns were rapidly diminishing.
While something of a singularity, the advent of a defining car can only truly be acknowledged once a decent period of time has elapsed. The Ford Motor Company has created a number of cars which have in their way, helped define their respective eras, largely due to ubiquity and popular appeal. Nevertheless, the number of truly outstanding European Ford car designs are fewer in number.
Driventowrite is the name and to some extent the “driven” part corresponds to a form of sub-clinical obsessive-compulsive disorder related to arm-rests in mid-size passenger cars. But there’s a bit more to it than that.
That’s why today’s car is here**. I would absolutely love to know what decision-making process led Opel to drop the rear-centre arm-rest in their “J” series Astra (2009-2015) while Ford decided that the rear-centre arm-rest would grace the saloon version of today´s Focus (but not the estate or hatchback). Actually I think I know… we’ll Continue reading “A Photo For Sunday: 2011-2017 Ford Focus Saloon”
Driven to Write’s pound shop Max Warburton considers Ford’s ongoing European woes and wonders if lightning does indeed strike twice?
There has been, one can be assured, better times to be a motor industry executive. But as chilly as it might currently be at the top table of most European automakers, Ford’s Group Vice President, EMEA, Steven Armstrong is in perhaps a more invidious position than most. Because while nearly every rival player is facing similar difficulties, Armstrong’s position is compounded by last month’s announcement of a second half pretax loss of $73 million, a likely prelude to an even heftier one being posted for the year as a whole.
As Chris puts more miles on the Festie, both life and frost damage intervene.
The wheel dropped into the pothole and my stomach followed. CLONNNNNNG, the Fiesta’s front driver’s side alloy rang out in the cold winter air like a dropped bell. The low profile tyre was no protection against Nottinghamshire’s homage to the Rift Valley, a hole both deep and wide running transversely across a join in the tarmac.
We carry on our saunter down memory avenue with this look back to the champions of the summer of 1998. Where were you then?
I don’t want to talk about it. It was the second worst time of my life. Times weren’t good at Mercedes either. The A-Class had been moosed and that took some of the attention from its revolutionary cheapening of the Mercedes name and its quite hideous styling.
The summer is here and DTW’s offices become ferociously stuffy, a maelstrom of dandruff, cigar ash and wine-label dust dancing in the shafts of half-light.
Simon Kearne, the editor, moves his collection of sherry and cooking marsala to his summer residence (location: secret) and Myles Gorfe’s padded rally jacket disappears off his swivel chair. We never see him, or him taking it. He has gone, like a swallow in September.
So, this writer is also fleeing DTW’s dusty, cramped, byzantine, magazine-clogged rooms on the ninth floor for a summer pause. However, I am not going to display complete dereliction of duty and so have left a trove of articles on automotive life in 1998. which I have tagged Re-1998. They will appear over the coming weeks.
2019 might seem so very far away now. Who knows what the world will be like then. One thing we do know now is that Ford won’t be present at the 2019 Geneva motor show.
“Ford said the decision was made because the show’s timing didn’t fit its launch schedule and therefore wouldn’t represent good value,” wrote Automotive News Europe. Not launching enough cars, then Ford, eh? Furthermore, we need double quote marks for this next bit: “‘It costs a sizeable amount of money,’ a Ford of Europe spokesman said. ‘If you’re not going make a return on the investment in terms of media attention or people on the stand, why do it?’”.
Sizeable is relative. It costs lots of money in relation to my annual salary, yes, but a few million euros for some wooden stands and pretty ladies in Lycra is a rounding error in Ford’s turn-over, no?
Sometimes you have to go in search of news. It won’t come looking for you. Read on to learn which of their cars Ford UK considers “large”.
Let’s get going! Honda UK announced that the four-door Civic is going to be sold in the UK and that it is made in Turkey. Eager customers must wait until August to get their hands on their own example. A single petrol version with 1.0 litre i-VTEC will vie with the 1.6 litre diesel for sales. The gear ratio race is now up to nine cogs at Honda and you can have such a set-up in either manual or CVT automatic form.
Because the saloon is wider, longer and lower it can take up the demand unsatisfied by the gaping Accord-shaped hole in Honda’s line-up. The payoff is a lot of room inside: “class leading,” claim Honda modestly.
It ought to have been a PfS (as it is now referred to by fans, cognoscenti and insiders) but something happened while I was taking photographs of the cars. That means we will be instead applying aesthetic theory to a car to see what happens.
If you had asked me my opinion of this car, a white Fiesta, in 2003, I would not have been able to say much other than to suggest it was nothing special or wasn’t bad.
Fifteen years later I seem to be in a better position to discuss its merits. Merit number one relates to the fact the car is demanding my attention in ways other cars don’t. When I look at it in a variety of ways (in detail and overall gaze) I am noticing that I am registering a lot of impressions (thoughts) and eye-feelings.
Ford officially unveiled the next iteration of the Focus. So, what have we here?
We see change. I’ve been waiting for a better Focus since the last one appeared in 2011. That car never met my expectations even if it proved pleasant. How have Ford changed the Focus for 2018? Have they made all change change for the best?
To answer that it’s very much a case of needing a side-by-side comparison since the Mk3 lacks the kind of character that’d make it memorable. Let’s start at the front and walk around. The new version shown above is the ST Line, meaning the front clip is probably not going to Continue reading “By the Sahel’s Croceate Sands”
Launched fifty years ago, we examine the fifth best selling car of all time.
It’s a curious choice when you think about it, connotating little by way of glamour or allure, unlike for instance its Cortina sibling. The car as companion perhaps? A no-nonsense non-specific name for what began life as a practical, no-nonsense car. The Escort name in fact predated this model, first turning up on a variant of the early 1950s British Ford 100E range, but more salaciously, it was also the title of a popular 1970s UK top-shelf publication, beloved of both (secondary) school playground and travel motel dweller alike.
After a bit of a hiatus, DTW’s non-executive classics sub-editor at-large, Myles Gorfe, reports on a busy month for his 1975 Ford Granada 2.0L. Costs: £310.00 for towing. £190.34 for sundries. Miles travelled: 0
Myles Gorfe writes: It’s been a busy month for the Grannie. After a bit of a hiatus, work on getting the car back on the road began to continue, albeit in a stop-go kind of way. To recap, the engine stalled during the last test. This has to be handled by my new mechanic, Ken Cutler of Ken Cutler & Co. Carriages.
We have a bit of crystal ball gazing from the chief designer of Toyota, reported in Automotive News. The mainstream car will go extinct. Not that surprising, really. But why do we have a Ford Taunus as the main image?
Starting with the idea that a large proportion of the cars made in the future will be externally controlled (“self-driving”), people’s relationship to cars will change. Simon Humphries’ vision is that most cars will be anonymous containers on wheels and a small remainder will be highly specialised luxury or performance items. He imagines “pure race cars” can be created.
Continuing this month’s Ka-fest at DTW, we turn our thoughts to a South American curiosity. While Ford of Europe outsourced the difficult second Ka iteration to Fiat Automobiles S.p.A, Ford do Brasil did things rather differently.
The Brazilian Novo Ka went on sale in January 2008, nine months before the European replacement for the 12 year old original. The European car is not really a Ford at all, while the Brazilian car placed an ingeniously re-worked superstructure on its predecessor’s B platform, which originated with the 1989 Fiesta.
The current KA+ is a dispiriting sight for those who appreciated the original’s daring style. Today, we consider lost causes in the form of the 2010 Start concept.
Presenting a plausible and attractive evolution of the Ur-KA silhouette, Start came out of Ford’s Californian design centre, allegedly as a conceptual piece of blue sky thinking. Designed by Jeff Nield under the supervision of Freeman Thomas, Start debuted at the 2010 Beijing motor show, touted as a technology trailblazer for the blue oval.
A delightfully organic, podlike shape, the stylistic homages to the original 1996 KA are abundant, especially in the shaping and treatment of the Continue reading “Start at the End”
Not even two years since its European launch, Ford have got the magic markers out on the KA+. What can it all mean?
“The KA+ was introduced for customers in Europe as a spacious, well-equipped and value-for-money small car that offers excellent fuel-efficiency and fun-to-drive dynamics at an affordable price”. You have been reading the words of Ford’s press department before you write in to complain. A ‘Fiesta Minus’ with ‘milquetoast styling’ is what Driven to Write had to say on the matter in 2016.
As Ford readies its 2018 Euro-offerings, Driven to Write asks whether Henry’s Focus remains slightly askew?
In a Automotive News report this week, it was revealed that Ford will not unveil the new-generation Focus model at the Geneva show in March, electing to do so at a bespoke event the following month. The Ford spokesperson did not explain why this decision was taken (nor, it seems was the question asked) but it does suggest that Ford’s marketers believe they will Continue reading “Ford ReFocuses its Offer”
Have you noticed the overuse of the word “professional”?
It’s applied to high-spec products where there is little obvious reason why a “professional” might want or need anything different than everyone else. Apple sell a tablet labelled “Pro”. We have one at home. It works like my ‘phone except it can’t make calls. Chevrolet or GMC trucks may presently Continue reading “A Detail For Sunday: 2017 Ford Ranger”
An encounter with the Ka’s more glamourous cousin has prompted Driven to Write to seek the word on the Street.
The 2002 Ford StreetKa was first shown at the 2000 Turin motor show as a concept, but its roots go back to 1996, when Ghia presented the Saetta, a teaser for that year’s Ka hatchback, but also the StreetKa’s direct forebear.
No sticklers for current affairs are we, (spin cycles etc…) but given that it’s my first dedicated 2018 post, I thought I’d confound expectations. Mine, as much as yours.
Earlier this week, Autocar’s reverse-cassandra, [this analogy doesn’t entirely hold water, but bear with me] spoke to Ford Motor Company CEO, Jim Hackett, obtaining assurances that the American car giant has no intention of following General Motors out of the European car market. “I have in my hand a piece of paper…”, Steve Cropley didn’t quite say.
Once upon a time UK Fords and German Fords differed. And once upon a time UK Vauxhalls and German Opels differed. Then Ford and GM unified their European operations. How long did that take?
The process began for Ford in 1967 with the creation of Ford of Europe. For GM it is a bit hazier because their UK and Continental brands kept their names. Ford’s UK and German design centres co-operated on the 1972 Ford Granada. For the 1976 version, Merkenich handled the design. After 1976 there were no more UK-only models (Cortina), as one after another the range became uniform on both sides of the channel: Fiesta, Escort, Sierra, Capri and Granada.