Sir Michael Edwardes has left us at the age of 88. It should be less of a shock given his advanced years, but the bold colonial boy called to rescue British Leyland at the age of 46 somehow seemed ever-youthful. We reflect on his five years in the hardest job in the motor industry, and his influence on the years which followed.
When Michael Edwardes was appointed Chief Executive of British Leyland in October 1977, on a three year secondment from his post at the head of Chloride Group, the company was an industrial disaster zone. Eight years from its formation, it was state-controlled, chronically loss-making and blighted by turbulent industrial relations and product quality failings which were the talk of the nation.
Edwardes was either an enlightened or desperation-led choice. From Southern African business aristocracy, and far from the core of the motor industry, he was an outsider taking on a task which had been beyond those born to the industry. Continue reading “Sir Michael Edwardes. 1930 – 2019”
In an anti-climax to the series on the Triumph Acclaim, we summarise the legendary LJKS’s first review of the car for Car Magazine.
“It is a delightful car to drive, but it is so ugly that too few people will ever discover that. Or so I thought when I was fresh from trying the Acclaim, lamenting the need to fetch customers into the showroom and put them into the car and onto the road before they closed their minds to the purchase. If only they could Continue reading “Selling England by the Pound”
The bland Triumph which owed everything to a low-key Honda led to the next collaborative effort which Car Magazine headlined as a ‘Bland Rover’. From such inauspicious beginnings came something of a revolution.
“England Expects – but Austin Rover Struggles to Deliver”. Cover of Car Magazine in the issue which covered the launch and first drive of the Rover 800.
Looking back, the 800 could probably be acclaimed as a commercial success, in the UK at least, but its launch and early years were dogged by poor quality, bad reliability and uneven capabilities. It represented a faltering of the emerging track-record of BL-Honda cars in terms of reliability.
S.V. Robinson discusses the political and industrial shenanigans that presaged the Triumph Acclaim, sired by Project Bounty.
“Would the Government be prepared to throw away this pioneering agreement between a British and a Japanese motor company, which might encourage wider moves to transplant the benefit of Japanese technology and efficiency to Britain?” Sir Michael Edwardes, ‘Back from the Brink’.
As a car, the Triumph Acclaim can claim little of note that is ground breaking. It is a car that, infamously, was not conceived as a Triumph. More subtly, by the time Acclaim came to be, Triumph itself was a brand without a range of cars, just a single model, built in Morris’s Cowley factory to design, engineering and production specifications developed in Tokyo.
In a post-script to today’s reprint of Archie Vicar’s review of the 1981 Triumph Acclaim, I present a few notes on Car magazine’s impressions of the 1980 Honda Ballade.
“Were it not for the Honda-BL deal, the introduction of the Honda Ballade would have passed almost unnoticed in Japan,” wrote Hattori Yoshi. “The Ballade is an unexceptional car: it offers nothing new to jaded Japanese motornoters who are used to new models being introduced just about as often as someone, somewhere is complaining about unfair Japanese imports”.
Hattori explained that the Ballade differed from previous Hondas in that it was a product they felt customers wanted rather than needed; it also joined the lone vehicle in their then-new Verno dealer network – set up to sell the Prelude. Apparently cars in the Verno network were supposed to be a bit more upmarket than those in the Honda chain. Continue reading “Put Forth The Fifth”