Ah, the Allegro: Worst car ever. All Aggro. These and other less flattering terms have been routinely flung like wet rags at BLMC’s 1973 compact saloon offering in the intervening decades since the car ceased production in 1984. But while ADO67 itself would over time become notorious, its more dignified Kingsbury derivation was the object of ridicule pretty much from the outset.
Introduced in September 1974, the Vanden Plas 1500’s debut was greeted not only with a gilded tureen of derision but a sizeable component of incredulity; not so much for what it was, but largely for the manner in which it had been executed. So, what in the name of all that was sacred and holy possessed Vanden Plas to Continue reading “God Save the Queen”
The Triumph TR7 Convertible embodied the BL charter in microcosm.
“If only this could have been the TR7 that was launched five years ago instead of the poorly-assembled and inadequately developed Speke-built versions that so quickly acquired a tarnished reputation.” [Howard Walker, Motor – August 30 1980.]
If only. Those two simple words perhaps most poignantly encapsulate the British Leyland charter. Because amid the egos, the politics, the industrial strife and lost hopes chiselled onto BL’s cenotaph, there were also well-conceived, rational motor cars which deserved a better fate. Continue reading “Two Word Epitaph”
Manufacturing was Jaguar’s fatal weakness. It would become XJ6’s undoing.
Through a combination of genius, skill, misfortune and at times, sheer good luck, the Jaguar XJ6 proved to be precisely what the market realised it wanted. Offering all the glamour and visual allure of the E-Type in a four-door package, customers quickly discovered it fitted their needs very nicely indeed. The trouble was obtaining one.
When Lyons sanctioned the model, he set production targets of a thousand cars a week. This would have amounted to slightly over 50,000 cars per annum, a figure Jaguar wouldn’t meet until the 1990s, and certainly one the XJ-series never came close to meeting – for a whole host of reasons.
The first of these manifested itself as Jaguar struggled to ramp up XJ6 production in the advent of the car’s launch. The XJ bodyshell was built at PSF in Castle Bromwich. Made up of hundreds of small pressings, the XJ shells were designed this way, firstly to Continue reading “The Quintessence : (Part Five)”
Today we posit something of a counterfactual. What if Maestro had preceded Metro?
Picking over the bones of long dead car companies is one of the more futile pastimes one can engage in, but in the case of British Leyland, it’s irresistible. So many factors contributed to the British car giant’s demise however, that to single out one area is to grossly over-simplify the larger, more nuanced, and far more depressing picture.
A former Jaguar engineering director once told me that BL’s senior management were in his words, ‘not of the first order’ and given their respective track records, both during the latter stages of the BMH period, in the years leading up to BLMC’s collapse in 1974, and during the post-Ryder era, it’s difficult to Continue reading “Waiting For the Miracle”
If one car can embody the legacy of its creator, the 1967 Austin 3-Litre will forever be linked with the fall of BMC boss, George Harriman. Hubris or simply bad timing?
An unwitting metaphor for a car company which had fundamentally lost its way, the 1967 Austin 3-Litre was an unmitigated failure both in creative and commercial terms. Received at launch with an embarrassed silence from the UK press corps, shunned by the buying public and withdrawn from sale in 1971 with a mere 9,992 examples built, the 3-Litre, along with the Maxi would prove to be the final nails in BMC’s coffinlid and all the evidence Donald Stokes and his Leyland cohorts needed to Continue reading “Harriman’s Folly”
Spot a Triumph TR7 in a car park and you may well experience something rather strange.
Unenlightened passers-by won’t give it a second look, whereas examples of most of its boxy contemporaries would attract their immediate attention. The last of the TRs shares with its Rover SD1 stablemate an ability to blend into the 21st century carscape, despite originating over forty years ago. Continue reading “Opening Up the TR7 Envelope”