13 posts tagged “autocade”

I reached the 500th model milestone today on Autocade. The 500th entry was a very unlikely one, but it goes to show how varied the models are, and how they are not necessarily cars I even like!

Ford Fairlane (NL). 1996–9 (prod. unknown). 4-door sedan. F/R, 3984 cm³ (6 cyl. OHC), 4942 cm³ (V8 OHV). Final Fairlane on this platform, and last one to have a code unique to itself and LTD—its EA169 successor would be grouped under the AU colloquialism. Ghia trim reintroduced for 1998. Usual luxuries on a fairly rugged platform, beloved of hire car companies Down Under. Roomy and comfortable, though detail finish behind that of European and Japanese luxury cars.

I had wondered which marque would get to have its entire range from one period all represented on Autocade. It dawned on me that it is Jaguar, today.

Jaguar X-type. 2001 to date (prod. under 300,000 approx.). 4-door saloon, 5-door estate. F/F, F/A, 2099, 2495, 2967 cm³ (V6 DOHC), 1998, 2198 cm³ diesel (4 cyl. DOHC). Ford Mondeo (CD132)-based small Jaguar, developed by Ford in Dearborn and presented to Jaguar management as a fait accompli. Failed to fit in with Jaguar design direction and wound up cannibalizing XJ sales. Seen as backward in a segment that wanted modernity; dynamically, actually poorer than the much-cheaper Ford. Most cars had too much standard equipment and too high a price, and the Mondeo-in-drag rumour spread very far; yet Jaguar management had to defend it. Not really a descendant of the Jaguar 2·4, no matter what Ford management wished. Never made much of a dent in BMW, Audi and Mercedes-Benz sales. Estate added 2004. UK deleted most petrol engines from line-up in 2007 except 3·0-litre for Estate. Range deleted from US market for 2008, despite arrival of facelifted model that year.

Jaguar XF. 2007 to date (prod. unknown). 4-door saloon. F/R, 2720 cm³ diesel, 2967 cm³ petrol (V6 DOHC), 4196 cm³ (V8 DOHC). Jaguar finally got a contemporary close-coupled sporting saloon rather than the retro-styled barges of decades past. First Jaguar saloon under head of design Ian Callum. Successfully evoked image of Mk II. Not the most modern under the skin compared with German rivals but a strong performer thanks to shared suspension design with XK. Initial tests indicate car is thirsty. Supercharger on SV8 model. 
 

Jaguar XJ6/Jaguar XJ8/Jaguar XJR (X350). 2002 to date (prod. unknown). 4-door saloon. F/R, 2720 cm³ diesel, 2967 cm³ petrol (V6 DOHC), 3555, 4196 cm³ (V8 DOHC). All-new XJ series with aluminium panels, hampered by looking too much like its predecessor—which in turn looked too much like the 1968 XJ6. Last of the late Geoff Lawson’s designs to be released. Much bigger, with proper rear space, but alongside Mercedes Benz S-Klasse and BMW 7er-Reihe, perceived as old hat despite being technologically advanced in many respects. Facelift with addition of side vents in front wings in 2007.

Jaguar XK/Jaguar XKR. 2006 to date (prod. unknown). 3-door coupé, 2-door convertible. F/R, 3498, 4196 cm³ (V8 DOHC). Attractive, all-new XK has aluminium monocoque chassis. While engines (regular, supercharged) are less advanced than German competition’s, light weight helps overall performance. Bonnet is “deployed” to protect pedestrians if struck, raising above a certain level. Modern styling by Ian Callum, shaking off retro style, closely related to Aluminium Lightweight Coupé concept. Entry-level 3·5-litre introduced 2007.

A few new entries on Autocade reminded me of just how fashionable this Paolo Martin–Pininfarina style was 30-plus years ago.

Fiat 130. 1969–77 (prod. 15,093 saloon, 4,294 coupé). 2-door coupé, 4-door saloon. F/R, 2866, 3235 cm³ (V6 OHV). Biggest modern Fiat, in a market sector the marque has not contested since. Saloon launched 1969 with four-wheel independent suspension and all-round disc brakes, modern for its time. V6 designed by ex-Ferrari Aurelio Lampredi. Engine enlarged 1971, the same year Pininfarina-designed and built Coupé announced. Rust problems, thanks to Russian steel used on doors. Three Maremma estate prototypes built, one used by Fiat boss Gianni Agnelli; one Opera saloon and one Familiare estate also built. Never directly replaced: the smaller 132 became Fiat’s flagship after demise of the 130 berline; Coupé built till 1977. Effectively replaced by Lancia Gamma in Fiat’s premium-brand range.
   Manufacturing locations: Grugliasco, Italy; Rivalta, Italy.

Rolls-Royce Camargue. 1975–86 (prod. 534). 2-door coupé. F/R, 6750 cm³ (V8 OHV). Called Project Delta internally. Top-of-the-line Rolls-Royce, with Pininfarina styling by Paolo Martin and Silver Shadow platform. Launch delayed due to financial difficulties at Rolls-Royce, sharing a look with Fiat 130 Coupé from the same styling house that had launched some years before. Ostentatious and most expensive production car at the time, considered stylish during its run. First post-war Rolls-Royce to be designed out-of-house. Designed to metric dimensions with a slight seven-degree slant to the grille. First car to offer split-level climate control.
   Manufacturing location: Crewe, Cheshire, England.

Peugeot 604. 1975–85 (prod. 153,252 sold). 4-door saloon. F/R, 2304, 2498 cm³ diesel (4 cyl. OHV), 2664, 2849 cm³ petrol (V6 OHC). Squared-off flagship for Peugeot, with 1970s Pininfarina styling similar to that of Fiat 130 Coupé and Rolls-Royce Camargue (the 604 is usually credited to Paolo Martin, but is more likely the work of Aldo Brovarone). Launched in the wake of 1973 fuel crisis, so not very successful. Favoured for official usage in France, but not popular in export markets with quality concerns. First mass-produced turbodiesel car with 2304 cm³ engine. Forgettable Talbot Tagora spun off from 604 parts in 1980. Stretched landaulet model by Henri Chapron among the carrossier’s last cars.

A selection from older entries in Autocade, for British readers. Even as a child I didn’t like these cars. Looking back I don’t even have rose-coloured fond memories of them.

Austin Allegro (Mk I). 1973–5 (prod. 642,350 incl. Allegro 2 and 3). 2- and 4-door saloon. F/F, 1098, 1275 cm³ (4 cyl. OHV), 1485, 1748 cm³ (4 cyl. SOHC). Podgy, undesirable replacement for successful 1100 and 1300 (ADO16), but often mocked as worst car made by BL. Compromises in design process led to bloated appearance. Dynamically, no improvement on its predecessor. Quartic steering wheel meant to be high-tech, came to represent the car’s ills—the item was criticized and BL reneged on its promise to remove it for launch. Still sold well in some countries at first due to value. No hatchback, despite appearance.

Austin Allegro 2. 1975–9 (prod. 642,350 incl. Allegro Mk I and 3). 2- and 4-door saloon, 3-door estate. F/F, 1098, 1275 cm³ (4 cyl. OHV), 1485, 1748 cm³ (4 cyl. SOHC). Improved version of Allegro (benefiting suspension, driveshaft, engine mounts, rear legroom), but not improved enough, with similar dumpy looks. Only model of note to some collectors may be the 1979 Equipe, with garish stripes that were always compared with those on the Ford Gran Torino of Starsky & Hutch. Four round headlights on some export models. New estate had some similarity in appearance to contemporary Alfasud Giardinetta, but little more.

Austin Allegro 3. 1979–3 (prod. 642,350 incl. Allegro Mk I and 2). 2- and 4-door saloon, 3-door estate. F/F, 998, 1098, 1275 cm³ (4 cyl. OHV), 1485, 1748 cm³ (4 cyl. SOHC). Facelift with plastic bumpers and air dam (and four-headlamp treatment on high-line models) helped improve Allegro looks, but it was far too dated to deal with newer competition from Ford, Vauxhall and the Japanese. Introduction of base one-litre model with A-Plus engine. Sold without Allegro name in some Continental markets.

Morris Marina (ADO28). 1971–9 (prod. 950,000 approx.). 2-door coupé, 4-door saloon, 5-door estate, 2-door pick-up, 2-door van. F/R, 1275, 1798 cm³ petrol, 1489 cm³ diesel (4 cyl. OHV), 1695 cm³ (4 cyl. OHC). Developed as British Leyland’s answer to Ford Cortina, Marina was cheap and conventional, but suffered from quality bugs as with most BL products of the era. Unrefined, poor handling, terrible understeer. Increasingly dated as 1970s wore on, considering it was intended as a stopgap only. Two-door coupé strangely shared doors with saloon. Estate launched 1973. Marina Mk II launched in 1975 but changes mostly cosmetic; diesel from 1977; greater changes for 1978 as O-series 1·7-litre installed and some trim upgrades. Sold as Austin Marina in North America, Morris 1300 and Morris 1700 in New Zealand from 1979 to 1981, though some left NZMC with Marina badges. Australian model built as Leyland Marina, with six-cylinder at top of range.

Leyland Marina. 1972–5 (prod. unknown). 2-door coupé, 4-door sedan, 2-door panel van. F/R, 1485, 1748 cm³ (4 cyl. OHC), 2623 cm³ (6 cyl. OHV). E-series Austin Maxi engines powered Australian Marina, plus six-cylinder 2·6 used to challenge local Ford Cortina TC and Holden Torana. As a vehicle, the bid failed: take a worse car and make the front end even heavier. Marina, however, allowed Leyland Australia to field a relatively full range from Mini at bottom end to P76 at top, if only for a brief period. A replacement was planned (P82) but it never saw the light of day. Production shifted to South Africa after Leyland Australia’s collapse in 1975.

Morris Ital (ADO28). 1980–4 (prod. unknown). 4-door saloon, 5-door estate. F/R, 1275 (4 cyl. OHV), 1700, 1994 cm³ (4 cyl. OHC). A horrid car in its last appearance before meeting the Grim Reaper. The Morris Marina facelift of 1980 was not designed by ItalDesign, which only handled the productionization; this was a British effort headed by Harris Mann on a shoestring budget. However, the car was named after Ital—probably to founder Giugiaro’s horror. No new front wings—Mann found a way to give the car a sloping grille for the 1980s. Rear end more upright. Underneath, a simple car with a live rear axle. At least they were cheap, and sold on that basis. Two-litre at least one step better than Marina, but it was a rough unit; the 1·3 A-series engine, dating back to the 1950s, was underpowered.  

For some reason I enjoyed researching these US-built cars on Autocade. Some are forgotten for very good reasons, others out of unfairness. Not a complete list by any means, but hopefully I can challenge some memories out there.

Eagle Medallion. 1988–9 (prod. unknown). 4-door sedan, 5-door wagon. F/F, 2165 cm³ (4 cyl. SOHC). Renamed Renault Medallion, an Americanized Renault 21. New marque after Chrysler bought AMC in 1987, but cars quickly cancelled in favour of Mitsubishis. Actually a good car compared with its competition, but AMC’s small size and rumours of takeover damaged its chances; and the problems were not solved with the change of marque.

Cadillac Cimarron (J-car). 1982–8 (prod. 132,499). 4-door sedan, F/F, 1796, 1991 cm³ (4 cyl. OHV), 2837 cm³ (V6 OHV). A good idea: build a Cadillac that could take on the BMW 3-series, and do it cheaply, on J-car platform. Seville showed that Cadillac could go smaller and succeed, but at least that car did not look like the Chevrolet Nova. Here, Cimarron was essentially a Chevrolet Cavalier clone, yet the price was nearly double. Few were fooled into buying the smaller Cadillac—at least not at the prices the company wanted to charge. Four-cylinder engines did not help perceptions, though V6 arrived in 1985 and was standard from 1987. Final year production of 6,454; cancelled afterwards. Sector not filled till European-market BLS launched.

Ford Falcon (1970½). January–August 1970 (prod. 26,000 approx.). 2- and 4-door sedan, 5-door wagon. 250 in³ (6 cyl. OHV), 302, 351, 429 in³ (V8 OHV). For half a model year, Ford transferred its Falcon nameplate from the compact model to the intermediate Torino–Fairlane bodyshell (117 in wheelbase for sedans; curiously, the wagon was on 114 in), making the Torino’s engine options available. Still marketed as an economy car, the last American Falcon is characterized by its swooping design. After 1970, Falcons were made only in Australia and Argentina (with an assembly plant for Australian models in New Zealand).

Chrysler Imperial. 1990–3 (prod. 41,276 approx.). F/F, 3301, 3778 cm³ (V6 OHV). Last cars to wear Imperial badge. Upscale Chrysler New Yorker Fifth Avenue of these years, with 3·3- (1990) or 3·8-litre (1991–3) V6. Y-body developed as largest version of K-car platform. Different nose and tail which made it longer than New Yorker by 4 in, though wheelbase stayed the same. Not that refined, with poor performance, suspension and transmission.

Warning: this may be the most boring Autocade-related post you will ever read on Vox. Yes, ladies and gentlemen, I give you the Toyota Corolla. I am not responsible for narcolepsy.
   I wrote these ones out of interest, tracking the rise and fall of one of Japan’s greatest exports. I say ‘fall’ despite the fact Toyota has sold 30 million of this nameplate, as it does seem that in an age of market segmentation, it is branching the Corolla line into other nameplates such as the Auris, Blade and Matrix models. So Toyota will still sell huge numbers of these cars-as-domestic-appliances, and it will even instil desirability into them through marketing, and it will likely remain the world’s number-one automaker. But the age of the Corolla may be in decline, with fewer body styles and engine options, as you go down the list—following the same pattern that we can observe with any car line. We are probably 75 per cent through the lifetime of the Corolla. (Note to our US readers: the years quoted are not American model years.)

Toyota Corolla (E10). 1966–70 (prod. 1,170,000 approx.). 2- and 4-door sedan, 2-door coupé, 3-door wagon. F/R, 1077, 1166 cm³ (4 cyl. OHV). The car that kicked it off. Toyota spotted room for a small car as the Japanese middle class grew. Very conventional, drum brakes initially, front discs later. Perhaps established the idea for the Corolla line that basic motoring sells—it need not be the latest technology—but how that appealed to a global market. Aimed at export, toward a ‘general user’. Some creature comforts such as cigarette lighter, reclining seats, two-speed wipers. Four-door and wagon added May 1967. Coupé, from April 1968, sold as Sprinter in some markets—Sprinter line had not split from Corolla line at this point. Larger engine from 1970.

Toyota Corolla (E20). 1970–8 (prod. 3,210,000 approx.). 2- and 4-door sedan, 2-door coupé, 3- and 5-door van and wagon. F/R, 1166, 1407, 1588 cm³ (4 cyl. OHV), 1588 cm³ (4 cyl. DOHC). Launched May 1970, Coke-bottled shape follow-up to original Corolla, proving a bigger hit. Bigger all round, with sporty looking coupé and attractive (for the time) sedan. Conventional engineering but fairly good equipment levels. Addition of five-door station wagon for first time. Sprinter line split from Corolla with this series: cars were called Toyota Corolla for dealers bearing that name, and Toyota Sprinter for Toyota Auto dealers in Japan. Five-speed transmission for 1971. Corolla Levin (and Sprinter Trueno) from March 1972. Daihatsu Charmant spun off from Corolla E20 platform in November 1974, after this model was mostly superseded by Corolla 30. Vans and wagons continued in Japan to 1978 alongside Corolla 30 counterparts. 

Toyota Corolla/Corolla 30 (E30, E50). 1974–81 (prod. 4,420,000 approx.). 2- and 4-door sedan, 2-door hardtop coupé, 3-door liftback coupé, 3- and 5-door wagon. F/R, 1166, 1290, 1588 cm³ (4 cyl. OHV), 1588 cm³ (4 cyl. DOHC). Japanese econobox and the world’s top selling car from 1974 to 1977—the first generation of Corolla to win this acclaim. Not the most rust-proof and not particularly safe when compared with its contemporaries, but inoffensive though dull. Less roomy than Volkswagen Golf; cruder than contemporary Nissans, but proof that conventional engineering was what the customer wanted in the 1970s. Many variations on the theme: two sedans, two coupés, two wagons. Toyota Sprinter a more powerful version; related to Daihatsu Charmant. Longer life than most Corollas, probably due to 1970s’ recession. Japanese and American models had raised grille, lacking from many other markets. More formal grille for 1977. Production in Japan stopped in 1979; Australia produced the model at Port Melbourne till 1981, with later models featuring a 1290 cm³ four.
 

Toyota Corolla (E70). 1979–87 (prod. 3,500,000 approx. in Japan). 2- and 4-door sedan, 3-door van, 5-door station wagon, 2-door coupé, 3-door fastback coupé, 3-door hatchback coupé. F/R, 1290, 1495, 1770 cm³ (4 cyl. OHV), 1490, 1587 cm³ (4 cyl. SOHC), 1587 cm³ (4 cyl. DOHC). Boxy Toyota for the 1980s looks modern but hides pretty much the same as before: front-engined, rear-wheel drive. Available in a variety of models and tidily styled, but a demonstration of the car as a domestic appliance in most cases. Behind the times once archrival Nissan released its front-drive Sunny for 1981. Van and station wagon built into E80 era with slanted grille; facelifted rear-drive sedans even built in Australia into 1987.

Toyota Corolla (E80). 1983–7 (prod. 3,300,000 approx.). 4-door sedan, 5-door liftback sedan, 3- and 5-door hatchback sedan, 3- and 5-door van and station wagon, 2- and 3-door coupé. F/F, F/R, F/A, 1295, 1587 cm³ (4 cyl. SOHC), 1587 cm³ (4 cyl. DOHC), 1839 cm³ diesel (4 cyl. OHC). Toyota may have been late compared with Nissan, Ford, Mazda and Honda in joining the front-wheel-drive bandwagon, but when the E80 Corolla was launched, it blew a lot of the competition away. Highly competent range dynamically and models even had character; relative to the competition, probably the best Corolla ever. Comprehensive range but station wagon and vans carried over from E70 and Levin (AE86) coupé and liftback still on old rear-wheel-drive platform. Sixteen-valve engines for AE86s, developing 92 kW; AE86s developed a legendary status in Japan, considered a classic to this day. Pop-up headlamps for some coupés. Styling completely contemporary with exception of van and wagon, which had an E80-style nose grafted on. Handsome liftback, named Corolla Seca in Australia, where E80 production commenced 1985. Kammback three- and five-door models part of Corolla range in most countries though considered separately in Japan, US and Canada as Corolla FX, Corolla Compact in Europe. New Zealand FXes had regular Corolla nose; other markets tended to have Japanese one. First Toyota Corolla to top New Zealand sales’ charts, thanks to marketing blitz with That’s Incredible’s John Davison. 

Toyota Corolla (E90). 1987–91 (prod. 4,500,000 approx.). 4-door sedan, 5-door liftback sedan, 2- and 3-door coupé, 5-door wagon, 5-door 4WD wagon, 3- and 5-door hatchback sedan. F/F, F/A, 1295 cm³ petrol, 1839 cm³ diesel (4 cyl. SOHC), 1498, 1587 cm³ (4 cyl. DOHC). Bigger, plusher second-generation front-wheel-drive Corolla built on the last’s success, though seemingly less inspiring. Aim was to produce a classless car, and in Japan, it succeeded; in Europe, with other compacts growing, the Corolla never really transcended its position. Same wheelbase, but 2 cm wider. More sophisticated with four-wheel-drive models; Corolla Cielo (Seca in Australia) a contemporary-looking five-door liftback. Rear-wheel-drive models phased out as Toyota introduced a proper E90 station wagon, though commercial models retained leaf springs at rear. Four-wheel-drive wagon replaced Tercel Carib in most markets, different body to standard wagon. Station wagon shared with Sprinter line. Kammbacks still separate line in Japan, called Corolla FX.

Toyota Corolla (E100). 1991–9 (prod. unknown). 4-door sedan, 5-door liftback sedan, 4-door hardtop, 3- and 5-door hatchback sedan, 5-door wagon, 5-door high-roof van, 2-door coupé. F/F, F/A, 1331, 1497, 1498, 1587, 1762 cm³ (4 cyl. DOHC), 1296 cm³ petrol, 1974 cm³ diesel (4 cyl. SOHC). Dr Akihiko Saito, in charge of the Corolla programme, wanted to create the most refined Corolla possible, with Lexus-style comfort. To some degree, the team succeeded, but the car’s price went up in Japan during a recession. Roomy, but heavy, and less competitive alongside other small cars, including Koreans. Sales were initially slow. Longer wheelbase. Short-tail hatchbacks still Corolla FX in Japan. Four-door hardtop coupé from 1992 called Corolla Ceres. Last Corolla built in Australia.

Toyota Corolla (E110). 1995–2000 (prod. unknown). 3-door hatchback sedan, 4-door sedan, 5-door liftback sedan, 5-door wagon, 2-door coupé, 5-door minivan. F/F, F/A, 1331, 1498, 1587, 1794 cm³ petrol (4 cyl. DOHC), 1974, 2184 cm³ diesel (4 cyl.). Economic recession forced Toyota to use carryover platform from E100 and split Corolla into Asian–North American and Australasian–European–South American editions. More formal styling was apparent for the former; the latter had distinctive grilles. Wheelbase remained unchanged, and doors carried over as well. Kammback five-door deleted as five-door models merged into one body style. Sprinter Carib-style shell used for European station wagon (E100 carried over in Japan). Corolla more outclassed in this generation, especially with cost-cutting—though Takayasu Honda, the chief engineer on the project, tried to do so without losing quality. Mini-MPV called Corolla Spacio (Corolla Verso in Europe) introduced. European trim levels sounded more emotive, with Linea Terra and Linea Rossa introduced in this generation. Built on every continent at one point, a true world car. Japanese mid-term facelift April 1997; European facelift to four-headlamp grille 1998.

Toyota Corolla/Toyota Huaguan/Toyota Limo (E120). 2000–8 (prod. unknown). 3-, 4- and 5-door sedan, 5-door wagon, 5-door minivan. F/F, 1364 cm³ diesel (4 cyl. SOHC), 1398, 1598, 1796 cm³ (4 cyl. DOHC), 1995 cm³ diesel (4 cyl. DOHC). Corolla grows to its biggest size up to that point but limited by Japanese taxation requirements (setting the maximum width to 1,700 mm before it goes into a higher tax bracket). Shortened Toyota Vista platform, 2,600 mm wheelbase. Torsion beam axle at rear, replacing independent rear suspension. Sedans sold as Corolla Altis in some Asian markets. Wagons named Corolla Fielder, with hatchbacks taking Corolla Runx and Allex names (the latter replacing Sprinter). Corolla Spacio denoted a minivan model, sold as Corolla Spacio in Europe. Toyota Matrix, a different small van or tall hatchback, sold in US, renamed Corolla Matrix in 2005. Platform shared with Pontiac Vibe (or Toyota Voltz). Competent small car, hatchbacks in fact quite stylish, though interior design dull. Mid-life facelift 2004 in Japan. Japanese production ended 2006; some other countries 2008.

Toyota Corolla (E140). 2006 to date (prod. unknown). 4-door sedan, 5-door wagon, 5-door minivan. F/F, F/A, 1497, 1797 cm³ (4 cyl. DOHC). Corolla grew to a size where the 1,700 mm width was too narrow for export, so Toyota broke up the ranges into related cars: sub-1,700 mm for domestic, over 1,700 mm for export. E140 sedan known as Corolla Axio in Japan. Wagon (Corolla Fielder) sold Japan and New Zealand only. Wheelbase unchanged from E120. Corolla Rumion a boxy minivan related to Scion xB and Daihatsu Materia.
  

Toyota Corolla (E150). 2006 to date (prod. unknown). 4-door sedan. F/F, 1497, 1797, 2362 cm³ (4 cyl. DOHC). Continuing car-as-domestic-appliance approach with bland styling, if reasonable refinement. Hatchback for Australia and New Zealand really a rebadged Toyota Auris. Interiors better than E120. Different to 1,700 mm-wide model sold in Japan as Toyota divides Corolla into domestic and export models. Sedan badged Corolla Altis in many Asian markets. Wagon part of E140 range, rather than wider E150. Five-door for US market sold as Toyota Matrix.    

Wouldn’t it be fun to look for cars called 600? Maybe not. I know I have missed the Fiat 600 and the BMW 600 (remember when BMW made bubble cars that make the Smart ForTwo look huge?) but how about these with the same name? These are all from Autocade.

Mercedes-Benz 600

Mercedes-Benz 600. 1963–81 (prod. 2,677). 4-door saloon, 4- and 6-door stretch limousine, 4- and 6-door landaulet. F/R, 6330 cm³ (V8 SOHC). Largest Mercedes offered at the time, meant to be an example of the ultimate in German engineering. Hydraulic power for many features, including opening boot and automatic doors. Adjustable air suspension. Customers included the Pope as well as numerous dictators (Mao Tse-Tung, Idi Amin, Nicolae Ceauşescu, Kim Il-Sung). Not directly replaced, though 450 SEL 6·9 did its best; Maybach 57 and 63 probably the closest to a direct successor.

Saab 600

Saab–Lancia 600. 1981–6 (prod. unknown). 5-door hatchback. F/F, 1499 cm³ (4 cyl.). Scandinavian interpretation of Lancia Delta, the result of a distribution agreement with Fiat that also included the Autobianchi A112 (sold in Sweden, as most of Europe, as the Lancia A112). The 600 was sold in Sweden and Norway only with the 1·5-litre engine in three trims. Some trim differences to “Saabify” original car, including grille and Saab typeface on badging. 

Dodge 600

Dodge 600. 1983–8 (prod. 309,590). 4-door sedan, 2-door convertible. F/F, 2213, 2507, 2555 cm³ (4 cyl. OHC). Stretched K-car, twin of Chrysler E-class. ES model marketed as a sports sedan that could rival Mercedes W123 and BMW 5-series. Never managed to, but very good alternative to Pontiac 6000 and other GM A-cars. Considered roomy, well sized for mid-size car buyers, and helped Chrysler restore its fortunes in the early 1980s. Convertible actually a rebadged Dodge 400, i.e. K-car, sold from 1984 on shorter wheelbase. Mitsubishi 2555 cm³ engine deleted after 1985 model year; convertibles had 2507 cm³ option in final year, 1986. ES replaced in 1986; SE trim introduced.

Rover 600

Rover 618/Rover 620/Rover 623. 1993–9 (prod. 270,988). 4-door saloon. F/F, 1850, 1997 cm³ petrol, 1994 cm³ diesel (4 cyl. OHC), 1994 cm³ turbo, 2259 cm³ (4 cyl. DOHC). Rebodied Honda Accord, sharing front windscreen, doors and roof with Japanese car. Many interior elements identical. Usual Honda dynamics of sophisticated suspension in low, sporting design. Designed by Rover team at Honda; Richard Woolley styling has British overtones.  

Here’s one for the American Voxers from Autocade: a mid-1960s muscle car from the days when Mercurys were a bit more than Fords with lipstick.

Mercury S-55

Mercury S-55. 1966 (prod. 2,916 hardtop, 669 convertible). 2-door hardtop, 2-door convertible. F/R, 428 in³ (V8). Originally a part of the Monterey range, S-55 “muscle car” (428 in³ quoted at 405 hp) returned in 1966 after two-year absence as a separate line. Lincoln Continental-type styling. Very rare. Independence was short-lived: S-55, with slightly different styling, went back to Monterey range in 1967 (and proved rarer still).

Manufacturing location: St Louis, Missouri, USA

   I didn’t paste the plant information before, but it does exist for most entries.

Here was what I wrote about the ’69 and ’70 Mustang on Autocade. Corrections welcome: most of this is from memory with the odd fact (like production numbers) checked in books or specialist sites. The pic, obviously, is of a ’69, as one can tell from the grille. PS.: I have added what I wrote about the ’67s and ’68s at the bottom of this post so we can see the evolution from the original models.

Ford Mustang (1969–70)

Ford Mustang. 1969–70 (prod. 494,334). 2-door coupé, 2-door fastback, 2-door convertible. F/R, 200, 250 in³ (6 cyl. OHV), 302, 351, 390, 428, 429 in³ (V8 OHV). Enlarged Mustang as muscle-car battle heats up. Semon ‘Bunkie’ Knudsen, new Ford president, ordered that Mustang had to be the ‘killer street machine’, losing its compact origins. Wheelbase unchanged but car longer and wider. Fastback called Sportsroof. Ford attempted to lure buyers from the personal–luxury market of the Pontiac Firebird with the Grande, with Cobra Jet 428 at top of range vying for muscle-car market. Mach I and Boss models became collectible additions. Styling cleaned up for 1970, though sales fell considerably, to 191,363—performance bent, which seemed right for ’69, seemed to suit the new decade less.

Ford Mustang (1967–8)

Ford Mustang. 1967–8 (prod. 789,525). 2-door coupé, 2-door fastback, 2-door convertible. F/R, 200 in³ (6 cyl. OHV), 289, 302, 390, 427, 428 in³ (V8 OHV). Mustang’s first revamp saw improvements in most areas, slightly muscular styling, and more cubic inches as horsepower war began. Wheelbase identical but car wider by 2·7 in. Shelby GT-350 returned, but Carroll Shelby also introduced GT-500 with 428 in³ with claimed 355 hp—though it probably had more. Emissions’ regulations began to affect ’68s, even Shelbys, though cars themselves had detail improvements. Bullitt fastback among the ’68s; 428 Cobra Jet introduced for this model year. Shelby GT-500KR (King of the Road) took muscled-up Cobra Jet engine: Consumer Guide suspected close to 400 hp rather than claimed 335. Sales fell more for ’68, however, probably due to increased competition from GM and AMC.

For Timothy, Zak and the other Americans who remember these great cars … So very easy to write about—it just flows for these popular models. From Autocade at http://autocade.net/index.php/Ford_Mustang_%281964%E2%80%936%29.

Ford Mustang (1964–6)

Ford Mustang/Ford T-5. 1964–6 (prod. 1,288,527). 2-door coupé, 2-door fastback, 2-door convertible. F/R, 170, 200 in³ (6 cyl OHV), 260, 289 in³ (V8 OHV). Incredibly successful sports car from Ford, based around Falcon bits, but with its own long-hood, short-deck proportions borrowed from European sports models. Ford identified the baby boomer segment and division head Lee Iacocca pushed the concept from engineer and product planner Donald N. Frey. Created the “pony car” segment. Teaser campaign, massive marketing blitz, including three-network TV ad buy on April 16, 1964. Launched at World’s Fair on April 17, 1964 with base price of $2,368—a thousand dollars less than what original survey respondents thought. Original model retrospectively called the 1964½ model year, though should be ‘early 1965’ model. Sporting appointments, such as bucket seats; car could be extensively personalized. Brakes, steering not class-leading but performance acceptable, V8s the cars to go for. Shelby high-performance model from 1965. Sold 418,812 in first year, and a million by March 1966. Called T-5 (its development name) in Germany due to trade mark conflict. Set template for Mustangs to follow, including current model.