Following coolly on the heels of the first article in this occasional-to-the-point-of-random series, we look back at another rare but strangely appealing car which was imported in relatively low volumes into the UK, thanks to the quaint-sounding ‘gentlemen’s agreement’ with Japan.
It interests me, how certain things or events prove to be memorable, and not others. When these things or events were in the present, did I realise then that they would still figure strongly in my memory now? What is it that buries some things forever in the abyss of the mind, and yet somehow others, possibly more trivial stay for longer? Answer: Continue reading “So Glad They Bothered: 1984 Mitsubishi Galant”
Concluding the story of Rover Group’s US Sterling misadventure. Why did it go so badly wrong?
A total of 14,171 cars found US buyers before the end of 1987, Sterling’s first year on sale in the US. This was a respectable number, if shy of the 20,000 to 23,000 sales that had been forecast by ARCONA. Even before the end of the year, however, reports were emerging about inconsistent build quality and poor reliability. There were many instances of faulty paintwork, poorly assembled interior trim and various electrical problems(1). Moreover, the quality of the dealerships was highly variable, many lacking the expertise(2) to deal effectively with issues that arose on the car.
We recall Rover’s US misadventure with Sterling and ask why it all went so badly wrong for the second time in a decade.
The 1981 Project XX joint venture agreement between Honda and Austin Rover to develop a large luxury saloon appeared to open the way for the British company to return to the United States. It was no secret that Honda was designing its version of the car, the Legend, with the US market firmly in mind. The Japanese company wanted to move upmarket, to raise US transaction prices and profitability in case volume import quotas might be imposed by the US government to protect domestic automakers. If the Legend was explicitly designed to appeal to US customers, then why shouldn’t the British version, the Rover 800, do likewise?
Honda recently announced that its flagship saloon will not be replaced when the current model is discontinued in March 2022. We remember the Legend.
The Honda Motor Company as we know it today was incorporated in 1948 and built its first complete motorcycle in the following year. Its rise thereafter was meteoric: just fifteen years later, Honda had become the largest manufacturer of motorcycles in the World. The company’s ambitious founder, Soichiro Honda, then turned his attention to automobiles and launched the T360 pick-up truck and S500 convertible sports car in 1963.
Although the diminutive S500 and 1970 Z360 / Z600 microcar achieved some export sales, it was the 1972 Civic that marked Honda’s arrival in the mainstream global passenger car market. This was a neatly styled front-wheel-drive B-segment model produced in three and five-door hatchback, saloon and estate versions(1). Its arrival coincided with the 1973 Middle-East Oil Crisis, which caused a huge increase in demand for small and economical cars, especially in the US. The Civic quickly acquired a reputation for excellent engineering, build quality and reliability(2). Continue reading “Lost Legend (Part One)”
Honda’s Legend was brought to market late in 1985, stealing some of ARG’s thunder. Mark Snowdon, Managing Director of Product Development countered this move with an acceptance that Honda were a little faster to button everything up; “late stage modifications, we have a wider model range and we have different ways of launching cars to our Japanese colleagues.” A foil which did little to mask his chagrin. One of those late stage modifications being the M16 engines, which were not fully ready. 800s at launch instead making do with the Honda 2.5 litre engine. The M16 became available later in the year.
Neither car had been a secret. No camouflage wraps or exclusive spy shots in the mid-80’s. Five (or so) long years had passed from Sked’s reconnoitre in Frankfurt to British launch date (10th July 1986), two days after the company rebranded to Rover Group PLC. Whatever their name, the current financial and political situation was far from rosy. Sales were up but losses remained huge, in the tens of millions.
One contributory factor must be the 800’s launch package; Rover paid return airfare where Swiss roads were subjected to a 3,500 complement of journalists, Chief Constables and fleet managers (and wives supposedly) for a weekend jolly. Northumberland was similarly invaded by British MPs and hundreds more foreign journalists, all eager to Continue reading “Collaborative Applause Part Two”
Pity the poor car designer forty years hence. A CAD drove a Jaguar. Engines powered cars, not searches, whilst rivals were (almost) willing to explain their plans. Such was the case when BL chief designer, Gordon Sked moseyed through the 1981 Frankfurt motor show – to gain an understanding of what the opposition were up to.
The 1987 ECOTY winner was something of a DTW stalwart. Even more so however was the fifth placed entrant, one championed by longtime panellist and judge, L.J.K. Setright.
Since its inception in 1964, the European Car of the Year has been an annual award, adjudicated by a panel of leading European motoring journalists. Its stated aim has been to acclaim the most outstanding new car to go on sale within the 12 months preceding the adjudication.
The ECOTY jury currently consists of 60 members, representing 23 European countries. National representation is based on the size and significance of the country’s car market. France, Germany, Great Britain, Italy and Spain each Continue reading “Jury-Rigged?”
From 1972 to 1984 the VW sold the Passat with the option of a 5-door as well as 2-door and five doors. Today it’s only sold as a saloon and estate. The Citroen XM came as a five-door hatchback and as a fabulously useful estate. Its predecessors and successors could only be had as saloons or estates.
All generations of the Seat Toledo, barring one have been hatchbacks. For 1999, the second generation Toledo astounded the world with its saloon format (except in Britain where it was a hatchback**). By 2004 the status quo ante resumed and remains so.
Intended to signpost the crucial 800 saloon, Rover’s CCV concept could be said to have eclipsed it entirely.
Why Austin Rover chose to display CCV at the Turin motor show a matter of weeks before the launch of their highly anticipated Rover 800 saloon seems a curious one in retrospect. For although it gained them a good deal of column inches and the approbation of the design community, it also ramped up anticipation for the new saloon model – which was dashed slightly when the 800 was revealed later that year. Continue reading “Stolen Thunder – 1986 Rover CCV Concept”