At a crucial moment, and to the detriment of their mainstream business, MG Rover’s management squandered time and money on frivolous distractions.
It had all started so well, or so it appeared. It was May 2000 and, after months of uncertainty and worry, Rover Group, the UK’s last remaining indigenous volume car manufacturer, was independent again and back under British ownership. Phoenix Venture Holdings, a consortium of businessmen led by John Towers, had secured ownership of the bulk of Rover for a nominal fee of £10 and negotiated a generous ‘dowry’ of £500 million from BMW AG. The German automotive giant was just relieved to Continue reading “Phoenix Follies (Part One)”
DTW continues the story of MG Motor and asks if things are finally coming good in Europe for the reborn marque.
The summer of 2016 must have been a worrying time for MG Motor and its UK dealers. The MG6 GT and Magnette had failed in the market and were discontinued, so the company was reduced to a single model, the MG3 hatchback. European sales of the MG3 were trickling along at around 250 a month, a level at which final assembly at Longbridge was not viable, so the model would in future Continue reading “Making Good? (Part Two)”
Following its return in 2007, MG Motor was for years a marginal and faltering presence in the European auto market. DTW asks if the Chinese owned company is finally beginning to make a meaningful impact.
The final collapse of MG Rover in 2005 was an ugly, rancorous affair. It was also a long time coming. Since BMW disposed of its troublesome English Patient in 2000, selling it for a nominal £10(1) to the Phoenix Consortium, the company limped along with increasingly desperate attempts to reheat and repackage its ageing product line-up.
The most egregious of these was not the Rover Streetwise which, it could be argued, was simply ahead of its time, but the MG Express(2). Yes, MG Rover really did think (or was desperate to Continue reading “Making Good? (Part One)”
We mark the passing of a much respected British engineer.
Don Hayter, was born in Oxfordshire on 24th January 1926. His father, a retired policeman, took up a job delivering MG TF Midgets from Abingdon to the docks for export. Meanwhile his son had shown not only aptitude but a flair for technical drawing. Upon leaving Abingdon school, he took an apprenticeship with the Pressed Steel Company at Cowley working on aircraft such as the AVRO Lancaster during the war, progressing to bodywork panels for Jaguar’s XK120 and the ZA Magnette.
Don had taken up an offer from then Feltham-based Aston Martin Lagonda as a draftsman in the early fifties with a return to Oxfordshire when AML upped sticks to Continue reading “Old Red Wine”
It’s the weekend, and you’re tired. Why not skip the cooking tonight and order in something decadent and a little, oily?
There is something terribly poignant about the end of days at Longbridge. Having put its troubled past behind, under new ownership and seemingly looking to the future, it all came crashing down, thanks (in part at least) to the hubris and cynicism of its domestic overlords.
Following the firesale of MG Rover’s assets and intellectual property, the first fruit would be Nanjing Automotive’s Roewe 750, a hastily restyled version of the existing Rover 75 saloon. Also planned was a smaller car based upon the RDX60 programme, which had been in development prior to MG Rover’s demise. Another beneficiary of Longbridge’s assets was fellow-Chinese carmaker, SAIC Motor, who subsequently absorbed Nanjing Auto and quickly brought the Roewe 550 to market, engaging specialists in the UK to speed up the process.
A little while back I had a trawl through the press releases from a variety of manufacturers. I mentioned MG in passing and now I return to look at what they are selling right at this moment.
Having come back from the dead, MG has been transformed into a maker of inexpensive hatchbacks with no identifiable MGness about them at all.
Older readers will probably have an image of MG as a maker of inexpensive sporty cars (the MG roadster is the archetype). Less old readers may recall the dark days of MGified vehicles which amounted to trim variants of existing Rover cars (e.g. the MG ZS).
Now owned by SAIC, MG is situated in a high-cost country which is cutting itself off from Europe ** and it (the car company) has a rather low-rent image. This little presentation reveals the key facts that a) the MG3 costs about 8K, b) the MG ZS starts at twelve and a half, c) the MG GS costs fifteen thousand and d) the range is mixed up visually and pricewise.
Idly I wanted to know what John Simister is up to…
He wrote for the Independent and is a freelancer now. I remember him from his days writing for Car magazine (1995-1998). This review turned up, of the MG3. Since I don’t live in the UK, I never see these cars and had forgotten about them. This part of the review is a surprise: “Despite this, there is a precision, a deftness, a transparency to the MG3’s responses that are rare in a new, mass-market model. It steers beautifully, it rides smoothly over bumps, it flows in a way which just makes you feel good. You do have to work the engine hard, but it’s not too noisy and a tidy gear-change action helps get the best from it.” Simister is known for his fondness for French cars so I read this as meaning the car drives like a Peugeot 205.
Two recent arrivals to the capital have helped underline the yawning chasm that exists between London’s Green Park and Piccadilly Circus. We take a sniff at both.
Everywhere you go, the centre ground is crumbling, most notably on our high streets. As the mid-market vanishes, our thoroughfares are being transformed. Recently, I took a stroll down London’s Piccadilly; historically host to a number of car showrooms. Today it’s home to two, illustrating in its own way just how stratified the auto market has become. Continue reading “Poles Apart on Piccadilly”
Regular readers of this site know that there are only three natural positions for a product in the car market: luxury, sporting and economy. And?
And don’t get pushed too far from them. That’s the no-man’s land of not very sporty, not very cheap and not very luxurious. The unmarked graves of Lincoln (unfilled at the moment), Saab, Oldsmobile and Lancia are all in that bourne from which no car maker returns. Apart from Saab and Borgward.