Today’s subjects have more in common than just gullwing doors. Both were American brands produced outside of the USA, both attempted to tackle the same market segment, both ended up with a purchase price much higher than initially promised, suffered manifold quality problems and delivered only lukewarm performance; both lasted only three years on the market and were created under a business financing model with at least a whiff of sharppractice, leaving foreign governments eventually holding the bag.
They even almost ended up with similar names: Bricklin named its sportscar “SV-1” (for Safety Vehicle), and the original prototype of the DeLorean was known internally as the “DSV-1” (for DeLorean Safety Vehicle).
Malcolm Bricklin became wealthy by operating a nationwide franchise operation of do-it-yourself stores named Handyman. After this he ventured into the automotive field by becoming the American importer of Subaru in 1968; the Japanese company had only the tiny 360 to offer at the time but Bricklin became interested because it delivered excellent gas mileage and did not require federalizing in the USA because of its sub-1000 pound weight.
Fifty years ago, Ford and General Motors introduced their first subcompact models to challenge the rising tide of Japanese and European imports. One was underdeveloped and riddled with faults. The other would become an infamous cause célèbre for US safety campaigners.
In the late 1960’s US auto makers were becoming concerned about the growing popularity of small Japanese and European imports. These tended to be basic and unsophisticated, but were also cheap, economical and reliable, particularly when compared to the alternative of a second-hand domestic model. Ford and GM needed to fight back, so set to work developing what would become known as subcompacts.
The Ford Pinto and Chevrolet Vega were launched within a day of each other in September 1970. Conceptually, they were identical: conventionally engineered front-engined RWD cars that would be available in saloon, hatchback and estate versions. The Vega was slightly larger, with a 3” (75mm) longer wheelbase, although rear seat space in both was occasional at best for adult passengers.
The development of the Vega was highly unusual in that it was controlled, not by Chevrolet, but by an independent team of fifty engineers led by Lloyd Reuss, who reported directly to GM President, Ed Cole. Reuss would himself go on to Continue reading “Subcompact and Substandard (Part One)”
The other day we were talking about the Renault 16 which led us to the Renault 21 which…
…led me to look for one for sale. Finding one I noticed the unhappy design of the nose cone, the plastic mask around the headlamp and containing the upper grille aperture. Here (below) are some other cars which demonstrate an attempt at rethinking the way the front fascia was handled.
One of them really works – the Ford Sierra is utterly industrial design. And have you noticed the Dacia Duster uses the same concept but eschews the body-colour for the lamp panel? In fact the elegance of the concept is hidden by the Duster’s other fussy details.