In May 1974, the little sports car we all still called the Spridget reached its sixteenth birthday. Its presents were belated by a few months, not arriving until October, and were of the sort that a polite mid-teenager might outwardly welcome with smiling gratitude, while being internally aghast.
Its in-house rival – perhaps, in teenage-speak, its frenemy – gifted a new engine. Newness was a relative term in this case. The Triumph SC engine originated with the 1953 Standard 8, Standard-Triumph’s deservedly successful response to the Austin A30 and Morris Minor. Like the completely unrelated Austin A series, it had started out with a mere 803cc, but had the space to Continue reading “Elemental Spirit Part 7: Molestam Senectutem”
Fifty years from the day it opened, we look back at the 1970 Salone dell’Automobile di Torino.
In late 1970 much of Europe was in the grip of a pandemic, but not one which hindered the annual motor show round which had started in neutral Amsterdam and closed in Turin with a high-art extravaganza where function took a distant third place after form and fashion.
Around about now-ish (it was actually in September), forty years ago, an important chunk of the British motor industry was rationalised away: in 1980 Triumph’s Canley plant ceased making cars.
Motor magazine, which itself eventually disappeared into Autocropley’s shadow reported (Sept. 6th, 1980) on how “Triumph production ends at Canley”. On the opposite page there stood an article entitled “Honda launches its Bounty”.
So, the factory closure article begins as follows: “Production of Triumph cars at BL-s ill-fated Canley factory on the outskirts of Coventry has ended. With it go the Triumph Spitfire and Dolomite which will be gradually phased out of the BL model range”. Meanwhile, on page 3, we read: “Announced in Japan last week was Honda’s new medium-sized four-door saloon, a version which will be built in Britain to Continue reading “Still Stands Stanley’s Hat Stand In The Spruce Stand?”