9 posts tagged “1977”

I was out at Nicole and Paul McKinnon’s today with my friend Cas, and I can now, with their permission, mention that the 1977 Ford Granada (left-hand drive) that was featured on this blog a few weeks ago is for sale, so that they can get a car for the family. Please contact me if you are in New Zealand (or even if you are nearby and you want a Granada) and I will hook you up with Paul. The car is in quite good condition and the interior is original. It has a 302 in³ V8.

Show us the very last picture you took. No cheating!

This was last Saturday, at the home of Lucire beauty columnist Nicole McKinnon and her husband Paul. Paul likes his American cars and in his garage is a 1977 Ford Granada with a 302 Windsor V8. Neither the German nor the American Granada was ever sold in New Zealand, so this car is unusual here. He was surprised I knew what it was and that I could enter into a decent conversation about these old intermediates and the Mercury Monarch twin. He even says it is less heavy than I had believed, and that he can get reasonable mileage out of it.
   However, it might have to go so Nicole can have a more practical car for herself and their daughter, Hannah.

Here’s another car some of you may remember from Autocade—and for American readers, you may have even had one, or had a friend who owned one as a first car.
   Developed by Chrysler Europe and also adapted for the US, it was supposedly a “world car”, though it never sold in the Asia–Pacific (other than French territories) and the parts between the European and American editions weren’t even interchangeable. But it was a good entry-level model for Chrysler US for many years, even if it was based on an ancient (albeit lengthened and widened) Simca 1100 floorpan from the 1960s. European buyers loved it initially, especially after a Car of the Year win for 1978–9, then realized there were more modern and less rust-prone small cars around.

Chrysler–Simca Horizon/Chrysler Horizon (C2/L-body). 1977–9 (prod. 430,225 incl. all of 1979, incl. Talbot). 5-door saloon. F/F, 1118, 1294, 1442 cm³ petrol (4 cyl. OHV). In many ways a rebodied Simca 1100, but despite dated origins on widened and lengthened floorpan, still voted European Car of the Year 1978–9. Fairly good handling and ride, but less than competent steering and on the heavy side. Certainly not an all-rounder as award might have suggested. Attractive styling from Chrysler’s Whitley centre under Roy Axe, similar to Dodge Omni and Plymouth Horizon. Simca name used only on Continent: car was always Chrysler Horizon in UK from its 1978 launch. Early appearance of a trip computer on this model. Rebadged Talbot–Simca in July 1979 on the Continent; simply Talbot in UK.

Dodge Omni (L-body). 1978–90 (prod. unknown). 5-door sedan. F/F, 1594, 1716, 2212 cm³ (4 cyl. OHC). North American version of Chrysler–Simca Horizon, developed in UK and France initially. US version ultimately had little in common with European models aside from overall styling due to adaptation to local tastes. Considered fashionable at the beginning and acknowledged as the first response to Volkswagen Golf by a US Big Four automaker. Softer riding than most competitors in the 1970s, with inferior handling. Spun off a coupé model called the 024 in 1979 (covered separately), which in turn spun off a pick-up truck. Turbo GLH and GLH-S models offered 1984–6. Sold on entry-level price, low equipment level and America model tag (Expo in Canada) from 1987 to 1989. Airbag added in final year. Twinned with Plymouth Horizon of these years.
 

Plymouth Horizon. 1978–90 (prod. unknown). 5-door sedan. F/F, 1594, 1716, 2212 cm³ (4 cyl. OHC). Virtual clone of Dodge Omni, save for trim and badging, and most comments for that model apply here. Similar to Chrysler–Simca Horizon in looks. Coupé model called TC3 (covered separately) rather than 024. Plymouths were aimed less at a sporting audience, so Horizon missed out on GLH and GLH-S variants. Otherwise, Horizon went through the same model cycles, including the 1987–9 America and gained an airbag for 1990.
 

Talbot–Simca Horizon (C2/L-body). 1979 (prod. 222,296 for all of 1979). 5-door saloon. F/F, 1118, 1294, 1442 cm³ (4 cyl. OHV). With Peugeot taking over Chrysler Europe’s operations, old Chrysler models were renamed Talbot from July 1979. Chrysler–Simca Horizon became Talbot–Simca Horizon till the end of the year on the Continent, with some models even featuring the old Chrysler pentastar badge. Comments for Chrysler model apply; for later models, see Talbot Horizon, which this car became in 1980.
 

Talbot Horizon (C2/L-body). 1979–87 (prod. 842,078 all types, including Chrysler; 418,634 in UK and France only, 1980–5; 150,000 approx. UK only, 1980–5). 5-door saloon. F/F, 1118, 1294, 1442, 1592 cm³ petrol, 1905 cm³ diesel (4 cyl. OHV). Renamed version of Chrysler–Simca Horizon, known briefly as the Talbot–Simca Horizon from July 1979 to the end of that year on the Continent, and similar in style to Dodge Omni and Plymouth Horizon though sharing few parts. Talbot Horizon in UK from July 1979 changeover, as Simca brand not used there for this model. Fairly good handling and ride for the era, though criticized for steering and weight, and body corrosion common on earlier models. Equipment and quality improved through 1980s. Despite a good run from its European Car of the Year win in 1978, the rot was setting in for the 1980s as better competition emerged. Series II models from 1981. Diesel from 1982. UK and French production ceased 1985, but Finnish production continued to 1987.   

What fictional character do you relate to most and why?

Let’s see: what Chinese fictional character had to operate in the west, deal to the establishment, drive a rare two-door car, impersonate others, and have his adventures chronicled?
   Simon Templar.
   Pity he was always played by Caucasians on the screen, but I always thought he was Chinese, since his creator was. A new pilot is being made now, which, inter alia, Sir Roger Moore and his son Geoffrey are producing.

   TV trivia buffs might notice John Steed’s Rover SD1 from The New Avengers in the last car chase, reused here. It was also George Cowley’s Rover SD1 in the first season of The Professionals. Stingey British Leyland!

One more for today—we might as well cover all the Mustang IIs in a single article. The II was never going to be as loved as the originals, was it? I still think of Charlie’s Angels when I see these models, and having a Fawcettmobile was not very manly.

Ford Mustang II

Ford Mustang II. 1974–8 (prod. 1,116,199). 2-door coupé, 3-door liftback. F/R, 2302 cm³ (4 cyl. SOHC), 2792 cm³ (V6 OHV), 4949 cm³ (V8 OHV). An attempt to get back to basics. Bulk of 1973 Mustang discarded; all-new model returned to sensible size. Styling inspired by model from Ghia of Italy. Lee Iacocca, now Ford president, targeted the segment heading to smaller cars such as its own Capri and the Toyota Celica; the fact the Mustang II came out in the wake of the first fuel crisis was fortuitous. Four-cylinder engine considered weak; no V8s till 1975 (the classic 302 in³ unit); car needed structural changes to accommodate the V8. Heavy, cramped (shorter wheelbase than Celica, but longer overall), not that great a handler, and ignored by many collectors, though it has its own 1970s’ style and was incredibly successful for Ford in its early years. Emphasis on luxury in Ghia models, as Iacocca saw the II as a ‘little jewel’, built to high standards. Some Mustang features found their way into the Pinto. Cobra II trim in 1976, T-top in 1977, King Cobra in 1978, though more style over substance in all these cases.

A big entry for a big car went on Autocade last night, which American readers might be interested in. The URL is http://www.autocade.net/index.php/Chevrolet_Caprice_%281977%E2%80%9390%29.
   For each model, I’ve tried to get production estimates and manufacturing location(s). I am thinking, however, this article should be divided into 1977–9, 1980–5, then 1986–90, to mark the significant facelifts for the car, but it is hard to know where to draw the line due to annual model changes. Till I decide, it’s probably best as a single article.
   Additions and corrections are welcome!

Chevrolet Caprice. 1977–90 (prod. 2,900,000 approx.). 2- and 4-door sedan, 5-door wagon. F/R, 229, 231, 262 in³ (V6), 250 in³ (6 cyl.), 267, 305, 307, 350 in³ petrol (V8), 350 in³ diesel (V8). Full-size Chevrolets downsized for 1977, carrying on in much the same form till 1990. Motor Trend Car of the Year for ’77. New grille and taillights for Caprice Classic in 1978; another new grille for 1979. Engine choices for these early models began with 250 in³ inline six, and 305 and 350 in³ V8s. Turn of the decade saw a more formal style for Caprice, with more upright C-pillar, especially noticeable on two-door; 229 in³ V6 replaces inline six except in California, where Buick 231 in³ unit offered. Of the V8s, 267 in³ offered (also base engine for wagons in 1980). Oldsmobile diesel added for 1980 model year, initially for station wagons only, expanded to sedans in 1981. Largest gasoline engine (350 in³) no longer offered. The 1981 model year saw greater changes, with a new gearbox and an emission control system, which helped the 305 in³ V8 achieve 26 mpg highway (EPA). Most two-doors apart from regular Sport Coupé deleted for 1982 model year. The 267 in³ V8 option also disappeared for 1983, a year that saw no two-doors. Two-door reinstated with slightly different styling in 1984, a year which reversed the decline in sales for the full-size Caprice line. New 4312 cm³ V6 for 1985, replacing 229 and 231 in³ units. Refresh for 1986 with new grille and tail lights, and Caprice Classic Brougham trim added to top of range to cater for buyers who might not like the downsized Oldsmobile Delta 88 and Buick Electra; diesel deleted along with Impala nameplate (for the time being). LS option and Landau vinyl roof available for Brougham from 1987; wagons had a 5030 cm³ V8 option. Two-door finally deleted for 1988. Fuel injection for sedans in 1989, while V6 deleted. Production dwindled for 1990, the final year for this shape.

Manufacturing locations: Arlington, Texas, USA

Marque: Chevrolet | Model: Chevrolet Caprice | Predecessor: Chevrolet Caprice (1971–6) | Successor: Chevrolet Caprice (1991–6)

During a visit by then-PM Robert Muldoon at New Zealand House, the following were present, as noted in one of his memoirs:

British prime ministers Callaghan, Wilson, Heath and MacMillan
Governors-General Porritt, Ballantrae, Cobham
The son of former Governor-General Freyberg
Gordon Jackson

   Spot the odd one out. Gordon Jackson, the actor.
   Perhaps he was doing research for his role as the head of CI5 in The Professionals? He always did seem rather chummy with the Home Secretary in the series, and it was mentioned that the PM thought highly of him.

‘[S]urely it is a political philosophy to like what one sees of life in this country and to devote oneself to preserving and enhancing all that is good in our multi-cultural heritage, and to combating those influences which would seek to alter or destroy it. It is not necessary to be an obtrusive conservationalist or an obtrusive egalitarian or an obtrusive devotee of a simple lifestyle. It is enough to be a typical New Zealander, because by and large he is all of these, though unobtrustively.’—Rt Hon Robert Muldoon, Prime Minister of New Zealand, 1977*

* R. D. Muldoon: Muldoon. Wellington: A. H. & A. W. Reed 1977, p. 97.

From Muldoon by Muldoon, the political memoir written by the then-in-office Prime Minister of New Zealand:

The National Party has always been a mass membership Party, and although when we are in Government many of our good people become disgruntled and leave us, either in terms of Party membership or of voting at election time, when we are in Opposition they come back very quickly because they believe that even with all our faults we best epitomise what is most desirable in the New Zealand way of life.

   While the book is still current on many issues, this quote surely is one to which we can say, ‘How times have changed.’
   Squeaky and Head Prefect, I mean, the Leader of the Opposition, John Key and his deputy, Bill English, would kill to have that perception in 2008.
   Right now, it looks very élitist and male.