11 posts tagged “british leyland”

The largest car maker in the land was effectively nationalized. It then killed more brands and product lines, even ones that could have survived.
   Chrysler, hanging on to unloved mainstream sedans such as the Avenger, was in a deep crisis and needed a European manufacturer to take over its operations.
   Ford, resisting the urge to go cap in hand to the government, stayed its course and solidified its market share, despite its own union troubles. It managed to shore things up and grow from there.
   USA 2009? No, UK in the 1970s.
   This is not a political post—it’s just pointing out how history repeats itself. I also have a funny feeling the US scenario will play out the same way as the UK one did.
   British Leyland was broken up further and its “volume” operations—despite making fewer cars than London Taxis International—are owned by the Chinese state.
   Chrysler UK no longer exists. Its plants wound up making Peugeots.
   Ford UK might not be as strong today as in the 1980s, but it still has a good market share.

I don’t know why but I got interested in putting in a few English cars into Autocade. How about these for oddities that few, except for their fans, remember?

Austin 3-Litre (ADO61). 1967–71 (prod. 9,992). 4-door saloon. F/R, 2,912 cm³ (6 cyl. OHV). Ill thought-out big Austin, using centre section from smaller 1800 and out of step with new executive saloons from Rover and Triumph. Excellent ride and sumptuous interior, but thirsty and underpowered. Shown at London Motor Show 1967 and enjoyed a “soft” launch; full launch in 1968 with four round headlamps and, after the first 1,000 units or so, front quarterlights in the windows. Buyers stayed away and the model was cancelled in 1971, having sold far worse than its predecessor.

MG MGC/MG MGC GT (ADO52). 1967–9 (prod. 9,002, incl. 4,458 GT). 2-door convertible, 3-door coupé. F/R, 2912 cm³ (6 cyl. OHV). Replacement for Austin–Healey 3000 with MGB bodies and three-litre C-series engine from Austin 3-Litre. Poorly sorted, with fronts too heavy (engine 209 lb heavier than the B’s unit), spoiling the handling. Identified by the bonnet bulge; at the time, a market failure.

Jensen GT. 1975–6 (prod. 509). 3-door coupé. F/R, 1973 cm³ (4 cyl. DOHC). Fastback 2+2 version of Jensen–Healey, hurriedly put into production as Jensen sales collapsed due to the oil crisis. Jensen went into receivership in 1976, killing this model. No Healey tag, as Donald Healey had left the Jensen board and refused to grant permission to use his name. Mechanically identical to Jensen–Healey, but due to extra weight, slower.

Lotus Élite (Type 83). 1980–3 (prod. 133). 3-door coupé. F/R, 2174 cm³ (4 cyl. DOHC). Élite for the 1980s, with larger Type 912 engine. Better torque, and Getrag five-speed gearbox. Some minor changes, including new spoiler and rear lights. However, the shape was more dated than Éclat and Esprit by now, and sold relatively poorly in this decade.

I ordered a Bluetooth dongle today—I was totally surprised that my new laptop didn’t have Bluetooth built in. And the prices varied dramatically: a small 10 m one at Ascent costs $37, and JB, which is known to be cheap, charges $70 for the same thing (albeit with a different brand, but the specs were worse).
   However, I borrowed my friend Tanya’s one. I do have the pics off the cell now, but before I upload them, here are two that I took during April.

A lovely MGB GT Series III with RoStyles. The door mirror does not look stock, which is a pity. However, I am still toying with using this shot for Autocade.
   And a few days later: Far too new to be a classic, but this Porsche Cayman S has a menacing feel to it through its add-ons.
   I think the Boxster is too much of a ladies’ car, but the Cayman is a bit hairier in terms of style. Drive It on Deutsche Welle TV thinks it’s a latter-day Porsche 914, but I think it’s a step above that marketing-wise.

Show us a fictional character that you have been a fan of since your childhood.
Submitted by Jack Yan.

That’s two Vox Hunts from yours truly this week. Since I wrote it, I should answer it.

   This chap would have to qualify, being the Saint I grew up with, rather than Roger Moore. I’m pretty sure that Leslie Charteris, the Singaporean-born Leslie Bowyer-Yin, intended Simon Templar to be a Chinese bloke, but just as I didn’t blink when the cinematic Felix Leiter went from a white Texan to an African–American in the James Bond films, so what if a Caucasian is the Saint?
   Since then I have seen all the colour Roger Moore episodes and read many of Charteris’s stories. I even saw the pilot where Australian actor, Andrew Clarke, played a Templar-with-a-mo, as well as the Val Kilmer movie which tried to get back to the literary character, with Simon Templar’s numerous aliases.

The Range Rover was not meant to be a luxury car as it is today: in 1970, the idea was to combine the comfort of the Rover saloon car with the go-anywhere capability of the Land Rover. And the concept was actually spurred by  earlier American success stories such as the Ford Bronco and Jeep Wagoneer. The clientèle: rich English farmers who needed to survey the land. I realized that we had all the Range Rovers on Autocade—a nice wee series for posting here.

Range Rover/Range Rover Classic. 1970–95 (prod. 317,615). 3- and 5-door estate, 5-door LWB estate. F/A, 3528, 3947, 4273 cm³ (V8 OHV), 2393, 2495, 2499 cm³ diesel (6 cyl. OHC), 2785 cm³ diesel (5 cyl. OHC). The pioneering sports-utility vehicle, not that the term was coined on its release in 1970. Seen as an estate that could bridge the gap between city and country and not that well appointed. Began with 100 in wheelbase, ex-Buick V8. Three-door only until 1981 as coachbuilders made a good living in the 1970s converting Range Rovers. Gradually more luxurious through 1980s. Fuel injection in 1985; two-door model deleted. VM Motori turbodiesel option 1986. V8 bored out to 3947 cm³ in 1989 and diesel replaced with 2499 cm³ VM unit. Three-door bodyshell returned briefly in 1991 with CSK (named after Charles Spencer King, the car’s creator) limited edition (200 only). In 1992, electronic traction control, ABS and other luxuries added; VM unit dropped for Land Rover’s own 200 TDi (2495 cm³). Long-wheelbase models the same year, with 3947 and 4273 cm³ engines. Airbags added for driver and passenger 1994, and 300 TDi engine replaced 200 TDi just prior to model change. By end of this generation, Range Rovers were often seen as luxury cars with the added advantage of going off-road, not that many did. For a short time, sold alongside second-generation model as Range Rover Classic.

Range Rover (Pegasus). 1995–2002 (prod. unknown). 5-door SUV. F/A, 2497 cm³ diesel (6 cyl. OHC), 3947, 4553 cm³ (V8 OHV). Follow-up to original never had the elegance of the David Bache design and seems period by comparison. Released during BMW years but development at Solihull began earlier, designated by the public as the P38 or P38A series. New car adapted to take BMW engines. Far more luxurious, edging car upmarket, especially for US market. Minor facelift 2000.

Range Rover. 2002 to date (prod. unknown). 5-door SUV. F/A, 2926 cm³ diesel (6 cyl. DOHC), 3630 cm³ diesel, 4196, 4394, 4398 cm³ petrol (V8 DOHC). BMW-developed Range Rover, originally using BMW engines, before new owner Ford adapted it to Jaguar units. Launched under Ford ownership in 2002. Considered the most upmarket SUV, especially to distance itself from BMW X5. Very capable off-road with cosseting on-road ride and luxury appointments for the rich.

Range Rover Sport. 2006 to date (prod. unknown). 5-door SUV. F/A, 2720, 3630 cm³ diesel (V6 DOHC), 4197, 4394 cm³ (V8 DOHC). Not as striking as Range Stormer concept on which Sport is supposedly based. Usual Range Rover looks but slightly sleeker and, as name suggests, actually more sporting. Based on Discovery platform, so less obscenely big compared with regular Range Rover, but still heavy. More conventional tailgate, tighter suspension, but still workable off-road.

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!

What was your first car?

That was a 1977 Triumph Toledo 1500 (a 1500 was indeed offered in New Zealand). Meaty car: it had a lot of pulling power. But it was laboured with an unfortunate colour which British Leyland called Bitter Apricot. It was a shame to see it go because I worked on that car like crazy. It’s probably worth zero now if I had held on to it, but I loved that wooden dashboard and it wasn’t even that bad to drive.
   Incidentally, this QotD seems awfully familiar. Have we had it before?

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.  

George W. Bush’s first car was a Triumph. So was mine. Come to think of it, my mother’s first car was a Triumph, too—I sort of wound up with hers when I started driving and she bought another car. Dad bought a Triumph as his first car in New Zealand, but it wasn’t his first in his lifetime.
   Unless you count toy cars, in which case my first was a Chevy, my second was … you guessed it, a Triumph.
   Rob Muldoon used to drive his Triumph 2500S to work when he was Prime Minister (who needs chauffeurs? Get your lazy butts out of the LTDs!).
   A great brand, now owned by BMW, and unlikely to see the light of day again. Shame, really. I still would be happy to get a nice Dolomite Sprint.

I saw this on Keith Adams’s AROnline, formerly the Unofficial Austin–Rover Resource.

http://www.austin-rover.co.uk/images/xj4dev_17.jpg

It’s a development photo of the Jaguar XJ Series II from the 1970s. Is it just me, or does it look like the Jaguar prototype has swallowed a Mini Clubman?
   (If you cannot see the photo, surf to http://www.austin-rover.co.uk/xj4dev2f.htm, then scroll down to the first car with the registration UVC 517H.)