Editor’s note: A version of this piece was originally published on DTW in September 2016.
Marking its debut the year Concorde entered commercial service, the 1976 Aston Martin Lagonda, like the Aerospatiale/BAC supersonic airliner it vaguely resembled, would ultimately embody a future which failed to take flight.
There was no means of placing any form of veneer upon the situation facing Aston Martin in 1975, the Newport Pagnell-based specialist carmaker was facing ruin; falling prey, like so many of their UK and European equivalents to a perfect storm comprised of the spiralling costs of adhering to ever-tightening American safety and emissions regulations, and the stark market contraction stemming from the 1973 oil crisis. Rescued from bankruptcy by an Anglo-American consortium, the Lagonda programme was aimed, not only at providing embattled Aston Martin dealers with something new to offer, but also to help Continue reading “Tomorrow’s World”
The Renault 14 had the potential to be a great success, but it did not turn out that way. DTW investigates.
The 1976 Renault 14 was the end-product of an unusual and protracted development process. It began with a memorandum of understanding signed in April 1966 between Renault and Peugeot for the joint purchase of materials and co-development of mechanical parts that would be shared between the two manufacturers, to reduce costs for each.
Another more controversial aspect of the agreement was, allegedly, an understanding that each manufacturer would design models that did not directly compete with the other. The agreement was driven by the ambition of Pierre Dreyfus, CEO of Renault since 1955, to Continue reading “Going Pear-Shaped”
So you thought there was only one Fiesta Mk.1? In fact there nearly were two, and the one we never saw almost tore Ford apart.
From its inception in 1969, Ford’s small car project had always had inter-continental ambitions. An early project structure saw engines manufactured in Brazil being used in cars made first in Europe, with a production base in Brazil following on, which would not only serve the home market, but would also export to the USA. US and Asia-Pacific production sites would follow. Other visions included a simplified low-powered variant adapted for production in developing countries, a third world car maximum speed of 55-60mph, a 0-50 time of 25-30 seconds, capable of being sold at 50-60% of the price of the cheapest Ford Escort. Continue reading “Theme: Compromise – The Fiesta Mk.1 – Blood on the Boardroom Floor”
Let us consider the conventional wisdom about the first generation Fiesta.
It arrived some time after the revolutions in small car design which raged through Europe in the fifties and sixties, and continued to bear fruit into the early seventies. It was thus a rationalised ‘best practice’ car, standing on the narrow but solid shoulders of at least four influential and successful rivals which arrived early enough in the 1970s to influence and inform Ford’s designers. Continue reading “Theme: Compromise – The Fiesta Mk.1 – Almost Revolutionary”
Driven to Write looks in depth at the Fiesta’s development.
Lest it should pass un-noticed, January 2017 is the fortieth anniversary of the Ford Fiesta’s launch in the UK. Production at Ford Germany’s Saarlouis factory began in July 1976, with the core Almusafes plant coming on stream in October 1976, so the lucky continentals were introduced to the car a few months earlier. Continue reading “Compromise: On the road to Fiesta – Part 1”
Like most of what we do here at Driven to Write, our commemoration of significant automotive anniversaries throughout the past year came about largely by accident and was therefore never intended to be exhaustive or definitive. But with 2016 consigned to a blessedly welcome end, we now find ourselves like overindulged children with an embarrassment of riches for which we have little real use. So in the spirit of post celebratory ennui, we propose to take a brushstroke to the cars we never quite got around to last year. Continue reading “Anniversary Waltz 2016”
Late is better than never, and having sat on its corporate hands for years, Ford finally launched their supermini contender in 1976. So what took them so long? The answer lies both in Uncle Henry’s corporate culture and deep-rooted fear of failure. But having toyed both with front wheel drive and subcompacts at various times, the beancounters were having none of it. Continue reading “Party Animal – 1976 Ford Fiesta”
We attempt to remain aloof to the Rover SD1’s visual appeal, but like the car itself, we fall at the final hurdle.
When it comes to legacies and reputations, has sufficient time elapsed to talk about the Rover SD1 without falling into the usual narrative tramlines? It’s a tricky one isn’t it? After all, the big Rover remains a deeply likeable car with much to commend it. Yet at the same time, although it never quite attained Lancia Gamma levels of toxicity, it became the living embodiment of British Leyland’s genius for snatching defeat from the cusp of victory.
The same year Concorde entered commercial service, Aston Martin introduced what could be considered its roadgoing equivalent. But like the emblematic and embattled supersonic jetliner, the Lagonda embodied a future which ultimately failed to take flight.
In 1975, the Newport Pagnell-based luxury carmaker was facing ruin; falling prey to a perfect storm comprised of the spiralling costs of adhering to ever-tightening safety and emissions regulations, and the stark market contraction which stemmed directly from the 1973 oil crisis. Rescued from bankruptcy by an Anglo-American consortium, the Lagonda programme was aimed, not only at providing struggling Aston Martin dealers with something new to sell, but also to help Continue reading “Tomorrow’s World”
Considering the fact that Bristol Cars employed a variation of the same chassis for half a century, it might seem a little futile discussing the 603 as a stand-alone model. Especially so when one considers how much the end-of-days Blenheim 4S owed to its 1976 forebear. However, the 603 did mark one of those rare evolutionary shifts in Bristol style, one which saw them through the next thirty-or-so years, although in retrospect this may have been unwise.
A replacement for the well-regarded and latterly much appreciated 411 series, the 603 was designed under the supervision of Bristol’s chief stylist, Dudley Hobbs, his final piece of work for the marque. One of the primary aims for the 603 model was ease of build, utilising flatter body panels, making it more straightforward for Bristol’s technicians to Continue reading “The Gentleman’s GT”