Urban-planned existences lived out under high-voltage power lines, the yellowed lighting of bleak subterranean underpasses. Dehydrated food – just add water, George and Mildred on the Radio Rentals telly. Modest hopes, unfulfilled ambitions and quiet despair, punctuated by mass unemployment, the three-day week and grinding industrial disputes – not to mention the spectre of the IRA’s terrestrial bombing campaign and the rise of the National Front. Beneath the Spacehoppers and dayglo fabrics, Seventies Britain appeared to be unravelling. The Sixties ‘white heat of industry’ had sputtered amid a sense of nihilism and hopelessness.
A short history of BMC and its successor companies’ trouble with doors.
Car doors: we take them for granted. They are there simply to provide a means of entry to and egress from a cabin sealed off from the elements, to ensure the comfort and security of the vehicle’s occupants. In engineering terms, they are mainly pretty simple: two hinges at the front, a locating pin and lock at the rear, and a mechanism to move the glass up and down either manually or electrically(1). So far, so straightforward.
However, doors are of far greater importance than might be implied by their mere functionality. They define the side profile of the car and are integral to its overall design. While cars are routinely given facelifts to freshen up their appearance after a few years on the market, such facelifts are typically confined to the front (and, occasionally, rear) end. The centre section of the bodyshell usually(2) remains untouched. Hence, it is very important to Continue reading “An Open and Shut Case”
The story continues: BMC struggles with the failure of the 1800 and Maxi, but Issigonis has moved on.
The Austin Maxi was reluctantly launched by BLMC* in 1969 and was greeted with a similarly lukewarm reception to that given to the 1800. With its five-door layout, it was an eminently practical car, but it lacked any element of desirability and, as launched, was plagued with technical issues. Increasingly desperate, BLMC hurriedly cobbled together a conventional RWD saloon and launched it in 1971 as the Morris Marina. It sold well enough, on the back of conventionally attractive looks and simple, proven (if antiquated) mechanicals, but it was still very much in the shadow of the all-conquering Cortina from arch-rivals, Ford.
Conceptually, there was much to like about the Maxi, but Donald Stokes, now chairman of BLMC, would not sanction any serious remedial work, a disastrous decision for a car that had much potential. For his part, Issigonis appeared indifferent and simply abandoned the Maxi to Continue reading “The Man Who Broke BMC? (Part Three)”
To many observers, the Morris Ital marks the absolute nadir of the BL era. Today we celebrate the Ital’s fortieth birthday and reappraise this much maligned car.
The story behind the Morris Ital is one of pure desperation on the part of its makers. Throughout the 1970’s BL wrestled with an outdated, incoherent, poorly built and often unreliable range of cars, terrible labour relations and an owner, the British Government, that was fast running out of patience with having to Continue reading “Definitely Not The Italian Job”