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.
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.