We compare a couture twinset from the tail-end of the GT era.
It’s an incontrovertible fact that the end of the 1960’s marked the apogee of the Gran Tourismo concept, both in design terms and in appeal to the broader swathe of the car market. Certainly by then, the choices available to the upwardly mobile individual who wanted to express their more indulgent side were of the more fecund variety. However, those who couldn’t Continue reading “Il Sarto Piemontese”
Carmaking is a brutal business, as Renzo Rivolta discovered to his cost. But was Iso’s ultimate failure the consequence of prejudice or simply outrageous fortune?
A humble background, while rarely a barrier to financial success, can often prove an impediment to the doors behind which respectable society resides. In the high-end car business, such things as provenance and exclusivity matter, but the right name and a racebred track record is better still. By consequence, Iso Autoveicoli S.p.A, during their short heyday as purveyors of exclusive, swift and sultry Italian gran turismos, found themselves fighting their Modenese rivals with one hand tied behind their backs.
You probably won’t see it commemorated anywhere else.
Of all the cars which mark their 50th anniversary this year, this is perhaps the most (to non-Italians) obscure and certainly least recalled. Partially a consequence of the marque’s subsequent demise – another piece of bungled stewardship by Fiat Auto – and the fact that the car is not only fairly unremarkable in itself, but lasted a mere three years on the market before being withdrawn in 1972. Continue reading “Weekend Re-issue : A Fiat By Any Other Name?”
The Bristol Motor car, from its 1948 inception has always proven to be a rarefied and somewhat piquant recipe. Because for every individual who admires and covets the earthbound products of Filton, there are those who find them ungainly, crude and overpriced. But even amongst the former group, there are Bristols and there are Bristols.
We continue our look at the spring 1969 debutants, contemplating heady matters of gestalt.
The rather Lancia Beta-like profile rendering from the early stages of BMC’s ADO14 project shows considerable promise. Too short in the nose, probably at Issigonis’ prompting, but otherwise elegant in spite of the ‘carry-over’ 1800 doors. So what went wrong along the road to BLMC’s five-door fiasco? Continue reading “128 vs Maxi Part 2 : Function over Form”
A little over 50 years ago, two of Europe’s leading automotive businesses introduced a pair of rather utilitarian cars to the world. One was hugely successful and influential, the other turned out to be a prophet with little honour in its own time.
In bombastic terms, there’s a ‘clash of giants’ story to be told. Issigonis v. Giacosa. BLMC v. Fiat SpA. Maxi v. 128. It’s not quite ‘rumble in the jungle’, but a comparison tells a lot about the way things were done at Lingotto and Longbridge.
In a curious coincidence, the Austin Maxi and Fiat 128 were the last cars developed by their lead designers which reached production, although Issigonis’ input to the Maxi project was sporadic and remote.
Austin’s ill-starred 1969 confection still casts a max-sized shadow.
History judges Austin’s ill-drawn hatchback pioneer harshly. Its orthodoxies tell us ADO14 was a terrible motor car; ungainly, ill-conceived, introduced with a litany of serious flaws, thereby failing to even approach its commercial aspirations. Its introduction was repeatedly delayed, with serious concern being expressed over its styling, driveability, power output, commercial viability and basic fitness for purpose.