Posts tagged ‘Chrysler’


How will things play out at Fiat?

02.04.2016


Above: The current Fiat 500. A year shy of its 10th anniversary, is it still cool in 2016?

The Detroit News reports that Fiat has been having trouble Stateside, with dealers now permitted to sell the cars alongside Chrysler, Jeep, Dodge and Ram instead of at stand-alone showrooms.
   It’s been worrying seeing Fiat’s plans unfold since it decided to take control of Chrysler, a firm that was once the darling of the US car industry, with its industry-leading R&D times, to one that was starved of investment in the 2000s.
   Those initial plans, sold as a long-term strategy, turned out to be a short-term Band-Aid. With hindsight, maybe it wasn’t too much of a surprise, since Fiat was still grappling with understanding just what it was taking on.
   Fiat needed to do something given that things at home weren’t looking too good, with a model range that wasn’t very cohesive, and with its entries into the Chinese market having faltered a few times. To the casual observer, Fiat saved Chrysler, but there’s some truth in saying that having the company that controls the Jeep brand was a lifeline to Fiat itself.
   What we’ve seen since those days was the failure of the strategy of twinning Chrysler and Lancia. While this was a marriage of convenience, I could see this having some long-term gains with Lancia focusing on smaller cars and Chrysler on larger ones, but the result in 2016 is that Lancia has been reduced to an Italy-only marque, the equivalent of what Autobianchi was a few decades ago. Once the Ypsilon is deleted, then Lancia is consigned to the history books.
   The winner has been Alfa Romeo. It has only just returned to the junior executive segment with the new Giulia, after an absence of several years, and its 4C is a cracking sports car. Things are looking up, and rumours that Alfa and Dodge would be paired up in the same way Lancia and Chrysler were mercifully haven’t come true. The Giulia platform could be used for future models. Jeep has benefited from Fiat platforms, and Ram has gained some Fiat vans.
   But the parent brand, Fiat, has looked very uncertain for a while.
   For a start, there’s little uniformity globally. Fiat has the opportunity to offer the Viaggio and Ottimo in more places than China, slotting above the Ægea, for example. While having unique models for South America makes some sense, because of Fiat’s strength there, there’s an opportunity to globalize, with the Toro pick-up truck looking very appealing.
   Without having more of its self-developed products, the Fiat range in Europe doesn’t inspire too much confidence. While most manufacturers have one or two joint-venture models, Fiat’s range is almost exclusively made up of vehicles that have shared tech. The famous 500 and Panda are on a Fiat platform which has Chrysler input (before the takeover), and is shared with Ford for its B420 Ka. The Punto, 500X and 500L are on another platform shared with GM. The Doblò is also offered to GM. The Qubo is the product of a joint venture with Peugeot. The Freemont is a rebadged Dodge Journey from México, which Fiat gained after the takeover. The 124 Spider is based on the Mazda MX-5, and built in Japan by that firm. The Fullback pick-up is a Mitsubishi Triton twin and made in Thailand by that Japanese firm.
   Fiat, in other words, is holding down more relationships than Casanova.
   As a casual observer, there’s an opportunity for a massive streamlining of platforms, and offer more in-house models. That may well be happening, and let’s hope its current strategy is more long-term than its last.
   Secondly, as mentioned earlier, Fiat hasn’t had a great reputation of being able to carry out long-term sales’ strategies in many of its markets. Take New Zealand, for example, where Fiat was offering its (Grande) Punto and Bravo models, before it decided to pull everything and offer only the 500.
   The Punto has returned after a hiatus, this time as a budget model, along with the Tipo 139 Panda, but those who bought Puntos in the 2000s might think twice about returning to a company that abandoned them and offered no direct replacement for their car when it came to trading up.
   That lack of continuity could have some buyers worried, and Fiat needs to regain their trust in a big way.
   Being the Five Hundred Car Company, which Fiat certainly was in the US, cannot help, if buyers expect Fiat to offer more. We’ve seen it fail here, and Fiat’s had to back-track. Even in Hong Kong, where Fiat had also been reduced to flogging only the 500, it has had to add the Freemont.
   Fiat will argue that as it had been absent from North America for so long, it could re-enter the market-place with a single, fashionable model: after all, Mini and Smart have done.
   The trouble is that Fiat isn’t known as a niche brand: there was enough in the US media to indicate that this was an Italian giant, and the perception of such a large company didn’t gel with it offering a niche range anywhere. It lacked the cachet of a brand that was created to be fashionable and funky from the outset. You just can’t do it when that’s the name of the owner (think: can you sell “cool” cars with GM as the brand—that had been tried in New Zealand and failed dismally; or, going back a generation, Leyland? Volkswagen surely is the sole exception with its Beetle), and FCA, which the parent company is called, isn’t a consumer-facing brand. It’s just a company name with no brand equity.
   In the same vein, average punters might not know of BMW’s connection with Mini, or Daimler AG’s connection with Smart. They stand alone with plenty of brand equity, helped by identifiable products, and, in Mini’s case, even helped by its image outside North America.
   I also question whether the 500X and 500L are cute cars in the same vein as the original 500. Getting Ben Stiller’s Derek Zoolander character to advertise the 500X seemed good in theory—till it dawned on the public that the new Zoolander film was a bit naff, cashing in on last-decade nostalgia. I’m not a fan of retro design, either, and I would have hoped that Fiat would have renewed its 500 by now, since we’re on to newer versions of the Beetle, Mini, and Smart. It’s no surprise that Fiat sales are down 14·6 per cent so far this year.
   If Toyota could not sustain Scion with all its muscle, then Fiat retail really should be integrated into dealerships selling Chrysler, Dodge, Jeep and Ram Stateside. And I’d argue that Scion couldn’t remain because the brand had lost its coolness among the college kids who bought the XB in the first place. Buyers in this consumerist game, and at the fashion end it is more a game than in any other, are notoriously fickle.
   I don’t know how it’s going to play out. Fiat’s a brand I’ve grown up with, and I’ve been visiting their dealerships since I was two years old. Back in the 1970s the showroom in Homantin, Kowloon had everything from 127s to 130s. Fiat was doing a brisk trade on 124s. I came close to buying various Fiat Group cars over the years, including a Tipo and a Lancia Delta, and more recently I had considered Alfa Romeo Mitos and Giuliettas. I briefly toyed with importing a Tipo 844 Lancia Delta from the UK badged as a Chrysler, but decided having a $75 1:43-scale one was enough.
   To see Lancia decimated and now on life support as Fiat concentrated on making Chrysler and Dodge work, to see the home brand filled with other people’s products in the interim, and to receive news that US buyers weren’t flocking to its showrooms in the same numbers any more, all make me concerned. Go to Italy and the taxi ranks no longer are dominated by Fiat Group cars: the cabbies have gone French and German. It’s all very well Maserati and Ferrari doing well but the former’s volumes won’t have a huge impact, while the latter has been separated and now has a different parent. The only continent where I think Fiat is making a decent bash of things is South America. I don’t want to paint a doom-and-gloom picture, not least because I have fondness for all the brands that now fall under the Fiat umbrella. But the weaknesses, at least to an outsider looking in, outnumber the strengths. My gut says Fiat will work through it all, but will it do it in a fast enough fashion, or is there more pain to come?

Tags: , , , , , , , , , , , , , , , , , , , , , , , ,
Posted in branding, business, cars, China, globalization, marketing, USA | 1 Comment »


Another milestone: Autocade reaches 2,000 models

30.12.2012

The last few times Autocade reached a milestone, I blogged about it, and since this one is a bit of a Duesy, it deserves to be recorded.
   The car cyclopædia has reached 2,000 models, with the Opel Kadett D getting us there.
   It also passed 2½ million page views during December—I noticed it was about to cross 2 million back in March 2012. Not huge numbers if you break it down per day, but for something that was meant to be a hobby site, it’s not too bad. I also notice that it gets cited in Wikipedia from time to time.
   The history has been noted here before, especially when I first started it in 2008. It was meant to be an editable wiki, but, sadly, in 2011, the bots became too uncontrollable, and I made the decision to lock down the registration process. A small handful of people—I count four, including myself—have contributed to the site with content and programming, among them Keith Adams of AROnline and Peter Jobes. A fourth contributor, whose name I have forgotten, provided some early info on Indian cars.
   It’s still a bit light on American cars, mostly due to the issues of converting from cubic inches. Some of my references aren’t that accurate on this for the same reason, and I want to make sure that everything’s correct before it’s published. Most US sites just record cubic capacity in litres when metric measures are given, and we need to be more accurate. But we will get there.
   Of course, over the years, we have recorded some oddball cars. So, as I did for its fourth birthday, here is a selection. My thanks to Keith and Pete, and to all our readers.
   And since I blog less these days—Facebook (including the fan page), Twitter, Instagram, Tumblr and the rest seem to take more of my attention—I imagine this is my last entry for 2012. Have a wonderful 2013, everyone!

Rambler by Renault: after Renault bought IKA’s operations in Argentina in the mid-1970s, it inherited a design based on the Rambler American.

Image:Renault_Torino.jpgRenault Torino. 1975–81 (prod. 100,000 approx. all versions). 4-door sedan, 2-door coupé. F/R, 2962, 3770 cm³ (6 cyl. OHC). Continuation of Rambler American (1964–9)-based IKA Torino, rebadged Renault after it took over IKA in 1975. Facelift in 1978. Very subtle changes thereafter, with Renault logo eventually displacing the Torino prancing horse. Two versions at the end of its run, the Grand Routier sedan and ZX coupé. A planned, more modern successor never saw the light of day.

Ford by Chrysler: Simca took over Ford’s operations in France in the 1950s, and the model it inherited, the Vedette, stayed in production long enough in Brazil for Chrysler to put its own badges on it when it bought Simca out.

Image:Chrysler_Esplanada.jpgChrysler Esplanada. 1967–9 (prod. unknown). 4-door sedan. F/R, 2505 cm³ (V8 OHV). As with Regente, rebadged when Chrysler took over Simca Brasil. Power reduced to 130 PS; comments for Regente apply here, with the principal outward difference being Esplanada’s higher trim level. Slightly more powerful engine.

Chrysler by Volkswagen: this one is perhaps better known. Chrysler found itself in such a mess by the end of the 1970s that it sold its Brazilian operations to Volkswagen, which eventually rebadged the local edition of the Hillman Avenger.

Image:1991_Volkswagen_1500.jpgVolkswagen 1500/Volkswagen 1500M. 1982–91 (prod. 262,668 all versions). 4-door sedan, 5-door wagon. F/R, 1498, 1798 cm³ (4 cyl. OHV). Facelifted version of Dodge 1500, itself an Argentine version of the Hillman Avenger. Had a good history as a Dodge in the 1970s, and sold on that goodwill as well as robustness; but largely seen as an economy model for VW in the 1980s. Five-speed gearbox from 1988, with air conditioning on more models.

Volkswagen by Ford: as part of the Autolatina JV in Brazil, Volkswagen and Ford rebadged each other’s models. A similar experiment was happening in Australia between Ford and Nissan, and Toyota and Holden, around this time.

Image:Ford_Versailles.jpgFord Versailles (B2). 1991–6 (prod. unknown). 2- and 4-door sedan, 3- and 5-door wagon. F/F, 1781, 1984 cm³ (4 cyl. OHC). Volkswagen Santana (B2) with redone front and rear ends, and addition of two-door sedan and three-door wagon. Part of the Autolatina tie-up in South America between Ford and VW, replacing Corcel-based Del Rey. No different to Volkswagens in that market, with same engines. Wagons called Royale, but five-door only added in 1995. Fairly refined by early 1980s’ standards but ageing by time of launch, though better than Del Rey.

While we’re looking at South America, the Aero-Willys probably deserves a mention. Autocade doesn’t have the Ford-badged versions there yet, but it will in due course. Thanks also to acquisitions, Ford wound up with Willys in Brazil, and built a Brooks Stevens-penned design till it was replaced by its own Maverick in the 1970s. Here is that car, with an old platform, but more modern (compared to the 1950s’ version) styling.

Image:1963_Aero_Willys.jpgAero Willys 2600 (213). 1963–8 (prod. unknown). 4-door sedan. F/R, 2638 cm³ (6 cyl. OHV). Rebodied Aero, considered one of the first all-Brazilian cars, originally shown at the Paris Salon the year before. US platform as before, and modern styling by Brooks Stevens, but this shape was unique to Brazil. Engine now with 110 hp. Rear end altered in 1965, and spun off upmarket Itamaraty model in 1966.

Tags: , , , , , , , , , , , , , , , , , , ,
Posted in cars, interests, internet, media, publishing | 1 Comment »


Autocade turns four, and it’s about to get its two millionth page view

10.03.2012

It’s hard to believe but Autocade is four years old this month. In fact, its actual birthday was some time last week.
   It’s been busy at work, so Autocade has received a little less attention in the last 12 months, though things were buoyed when Keith Adams (of AROnline) added a whole bunch of models. It’s also about to cross the two million-page view barrier.
   When I look back at the previous year, we’ve added a lot of Chinese models, for the simple reason that China is where most of the new-model activity is these days. There are a lot of translation issues, but Autocade may be one of the only references in English to the more obscure vehicles coming out from behind the Bamboo Curtain.
   Still, there are some oddities from other countries that have appeared over the last 12 months, including a Ford made by Chrysler, and a Hillman Hunter with a Peugeot body (kind of). Here they are, for your entertainment.

Image:Changcheng_Ling_Ao.jpgChangcheng Phenom (長城 凌傲/长城 凌傲). 2010 to date (prod. unknown). 5-door sedan. F/F, 1298, 1497 cm³ (4 cyl. DOHC). Supermini that looked to all the world like a Toyota Vitz (P90) with an ugly grille, with the same wheelbase. Essentially a clone, though interior changed over Toyota version. Even Chinese media noted the similarity to the Vitz at the rear, but did not find the grille distasteful. Engines of Changcheng’s own design, with decent performance from the 1·5.

Image:1968_Chrysler_GTX.jpgChrysler GTX. 1968–9 (prod. unknown). 4-door sedan. F/R, 2414 cm³ (V8 OHV). Performance version of Esplanada, with go-faster stripes, apeing US imagery. Filled the gap of the earlier Rallye and Tufao in the Chambord series, which had been missing since the Regente–Esplanada took over in 1966. Offered only till the platform was finally retired in favour of the A-body cars from the US.

Image:1958_Dongfeng_CA71.jpgDongfeng (东风/東風) CA71. 1958 (prod. 30). 4-door sedan. F/R, 2000 cm³ approx. (4 cyl. OHV). First passenger car built by First Automobile Works of China, with bodyshell and interior apeing Simca Vedette (1954–7) and 70 bhp OHV engine based around a Mercedes-Benz 190 unit and chassis. Self-designed three-speed manual transmission. Laboriously built, as China lacked the facilities, and bodies were not cast but beaten to the right shape. Initially badged with Latin letters before Chinese ones replaced them on the order of the Central Committee. Used for propaganda, and Mao Tse Tung even rode in one around launch time, but faded into obscurity after 30 examples.

Image:Dongfeng_Fengsheng_A60.jpgDongfeng Fengsheng (東風風神/东风风神) A60. 2011 to date (prod. unknown). 4-door sedan. F/F, 1997 cm³ (4 cyl. DOHC). Uglified version of Nissan Bluebird Sylphy (G11) on a Renault Mégane II platform, developed for Chinese market by Dongfeng. Basically the Sylphy with the Dongfeng grille grafted on it, with production commencing December 2011 for 2012 sale.

Image:Emme_Lotus_422T.jpgEmme Lotus 420/Emme Lotus 422/Emme Lotus 422T. 1997–9 (prod. approx. 12–15). 4-door sedan. F/F, 1973, 2174 cm³ (4 cyl. DOHC). Very obscure Brazilian luxury car, built on Lotus principles of lightness, with early Lotus Esprit engines. T model denoted turbocharging. Claimed 87 per cent of components locally sourced. Manufacturing techniques with advanced materials not particularly refined, leading to questionable build quality. Little known about the vehicle, but it faded without trace after currency changes in the late 1990s.

Image:2010_Hawtai_B11.jpgHawtai (華泰/华泰) B11. 2010 to date (prod. unknown). 4-door sedan. F/F, 1796 cm³ petrol, 1991 cm³ diesel (4 cyl. DOHC). Ugly first attempt by former Hyundai affiliate at its own sedan, using Roewe 550 engine. Media centre with sat-nav and entertainment perhaps one of its few stand-outs. Petrol model first off the line in late 2010; diesel followed soon after.

Image:1978_Panther_de_Ville.jpgPanther De Ville. 1974–85 (prod. 60 approx.). 4-door saloon, 2-door coupé, 2-door convertible, 6-door limousine. F/R, 4235 cm³ (6 cyl. DOHC), 5343 cm³ (V12 OHC). Panther creates a new flagship to sit about its original J72 model, based around Jaguar XJ mechanicals. A pastiche of the Bugatti Royale, creator and “car couturier” Robert Jankel targeted his De Ville at the nouveaux riches, and they found homes with the likes of Elton John. Lavish, though never as quick as the Jaguars due to the weight and poor aerodynamics. Humble bits included BMC “Landcrab” doors. Cars were custom-made and De Ville was usually the most expensive car on the UK price lists. Few redeeming features other than exclusivity; caught on to the 1930s retro craze that seemed to emerge in the 1970s.

Image:2011_Peugeot_Roa.jpgPeugeot RD 1600/Peugeot Roa. 2006 to date (prod. unknown). 4-door saloon. F/R, 1599, 1696 cm³ petrol, 1599 cm³ CNG (4 cyl. OHV). The Rootes Arrow lives on, but with a Peugeot 405 clone bodyshell. Basic model offered by IKCO of Iran, blending the platform of the obsolete rear-wheel-drive Paykan with a more modern interior and exterior. Initially offered with 1·6 petrol and CNG engines; G2 model from 2010 has 1·7 unit.

Image:2011_Renault_Pulse.jpgRenault Pulse. 2011 to date (prod. unknown). 5-door sedan. F/F, 1461 cm³ diesel (4 cyl. OHC). Nissan March (K13) with a nose job, aiming at the premium compact sector in India, expecting to form the bulk of the company’s sales there. Designed by Renault staff in Mumbai. Largely identical under the skin, with diesel at launch, petrol models following later.

Image:Siam_di_Tella_1500.jpgSiam Di Tella 1500. 1959–66 (prod. 45,785 sedan, 1,915 Traveller). 4-door sedan, 5-door wagon. F/R, 1489 cm³ (4 cyl. OHV). Licensed Argentinian version of Riley 4/68 but with Traveller wagon (from 1963) adapted from Morris Oxford V Traveller. Very popular among taxi companies, especially as twin-carb OHV was willing, although compression ratio had been reduced to 7·2:1, affecting power (55 hp instead of 68 hp). Modified suspension to cope with Argentinian roads. From 1966, Industrias Kaiser Argentina (IKA) took over, modifying and renaming the cars. Pick-up (called Argenta) also developed, with at least 11,000 manufactured.

Image:FSM_Syrena_105.jpgSyrena 105. 1972–83 (prod. 521,311). 2-door saloon. F/F, 842 cm³ (3 cyl. 2-str.). Syrena switches factories to FSM at Bielsko-Biała, though it was briefly at FSO in 1972 before the company switched to producing only its Fiat-licensed models. Suicide doors now replaced with conventional ones hinged at the front. Lux from 1974, but with the same 29 kW engine.

Tags: , , , , , , , , , , , , , , , , , , , , , , , , ,
Posted in business, cars, internet, media, New Zealand, publishing, UK, USA, Wellington | 1 Comment »


Dodge revives the Dart, while UK Delta owners revive Lancia

07.12.2011

Dodge Dart preview
Dodge Dart preview
Fiat has announced that it’s going to bring back the Dodge Dart nameplate on a compact sedan based on a stretched Alfa Romeo Giulietta platform for the 2013 model year.
   This was actually mentioned when Chrysler was going cap-in-hand to the US Government, so it’s not a total surprise. The nameplate, however, is.
   It makes sense to me, though if you look at some of the blog comments elsewhere, motorheads are coming out saying it should be used for a rear-wheel-drive sedan that captures the spirit of the original.
   The trouble is, it does. Dart was a compact beloved of schoolteachers, and even if the last one was a variant of the Dodge Diplomat sold in Spanish-speaking countries, enough time has passed for the general public not to be nostalgic for V8-powered Demons, Dart Sports and the like.
   It’s a compact sort of name, and it’s going after a general audience. And it looks too aggressive to be called Omni or Neon. A sporty little Dodge should be called Dart.
   I know that it could be very easily argued that the last time an American company resurrected a hallowed nameplate last sold in the US in the 1970s—the Pontiac GTO—and ignored the heritage, it was a sales’ disaster.
   But the Goat is legendary. Think back to the 1975 model year: did anyone really regard a basic Dart as legendary?
   We’ve already had a four-door sedan from Dodge called the Charger, the Polara name last wound up on a version of the Hillman Avenger down in Brazil, and the Chrysler New Yorker nameplate went on to a heap of different cars in the 1980s (R-body, M-body, E-body, C-body), so this isn’t exactly a company that has been looking after its heritage that well. I dare say the public is used to nameplates being recycled when it comes to Chrysler, sometimes for the better (300) and sometimes for the worse (it’ll be a long time before anyone brings Sebring back).
   The preview shots Dodge has revealed look aggressive, and since a designer is running the decals-and-flash show there, I suspect it wouldn’t look too bad.
   The other nameplate news of late, going in reverse chronological order, is the demise of Maybach. No surprises there, either: if you’re going to charge stratospheric prices for a car, it had better look stratospheric—not a rehash of a Mercedes-Benz S-Klasse. ’Nuff said.
   Finally, I’ve been meaning to blog about this little item for many weeks now: the rebadging of rebadged Lancias, if we might come full circle to Fiat.
   As many of you know, Lancias are sold as Chryslers in markets where Chrysler has a stronghold, while Chryslers are sold as Lancias where Lancia has a stronghold. That means, in Britain and Éire, the Lancia Ypsilon and Delta are sold as Chryslers.
   Car design, however, is no longer a matter of badge-engineering (even if there are certain segments where you can still get away with it, such as city cars and certain minivans). Everything about the design has to reflect the brand’s value. Cover up the grille of a Volvo, and it’s still a Volvo. But the Lancia design language is very Italian, and the Chrysler design language is very American, the insipid 200 aside.
   It is unfair to criticize Chrysler–Lancia given that these cars were penned before Fiat merged the brands, but I thought this customer-level rebranding exercise was a very interesting one on the part of Lancia fans in the UK and Éire.
   A group of enthusiasts located an Italian dealer who was willing to sell them a bunch of Lancia badges, so British and Irish owners could give their cars the complete Lancia treatment.
   It shows something I have talked about in many of my speeches: that brands are increasingly in the hands of the consumers.
   But it also shows that no matter what badge you put on the Ypsilon and Delta, they look Italian—and certain consumers want authenticity.
   Finally, it shows that in a globalized world, it’s no longer up to retailers to tell us what something is called. We have access to the ’net, and we can find out for ourselves. When it comes to cars, where there is a lot of online research, demand might start building from the moment scoop photographs are released. These Lancia enthusiasts have clearly wanted their RHD Deltas for a long time, and they have the means to make their dream come true, regardless of what the badge at the dealership says.

Tags: , , , , , , , , , , , , , , , , , , , ,
Posted in branding, business, cars, design, marketing, USA | 1 Comment »


Autocade hits 1,500-model milestone

08.05.2011

Thanks most recently to the work of Keith Adams, who added numerous important models into Autocade, we now have reached 1,500 models. The 1,500th is a bit mainstream, but after all the odd cars we’ve put in over the last three years, it’s nice to have something almost everyone knows.

Image:Audi_TTS.jpgAudi TT (8J). 2006 to date (prod. unknown). 3-door coupé, 2-door convertible. F/F, F/A, 1798, 1984 cm³ petrol, 1968 cm³ diesel (4 cyl. DOHC), 2480 cm³ (5 cyl. DOHC), 3189 cm³ (V6 DOHC). More muscular, grown-up TT, longer and wider than predecessor, and on PQ35 platform. Aluminium in front bodypanels, and steel in rear, to help weight distribution. Excellent handling and roadholding. Diesel from 2008. V6 to 2010; TTS’s turbocharged four had more power and replaced the V6 in some markets earlier. TT RS from 2009, with 340 PS.

   But I couldn’t let this post go without mentioning a few oddities. And since this blog started as a branding one, maybe these are good examples of what not to do if you want to build your model lines.
   Each of the following cars, added this year into Autocade, had the listed nameplate for one year, or an even shorter period. There are many more at the site, but these four came to mind first.
   If you want to confuse your customers, and flush marketing dollars down the toilet, then renaming after a year is the way to go.

Image:1975_Buick_Apollo.jpgBuick Apollo (X-car). 1975 (prod. unknown). 4-door sedan. F/R, 231 in³ (V6 OHV), 250 in³ (6 cyl. OHV), 260, 350 in³ (V8 OHV). Last use of short-lived Apollo name for Buick’s Chevrolet Nova (1975–9) twin. Same platform as before, but restyled; two-doors now called Skylark, which four-door would be called after this model year. Better outward vision; Chevrolet Camaro (1970–81) suspension helped handling and ride. Buick V6 used instead of Chevy unit, which meant the Apollo was more durable, but average reliability only.

Image:Pontiac_J2000.jpgPontiac J2000 (J-car). 1982 (prod. unknown). 4-door sedan, 5-door wagon, 2- and 3-door coupé. F/F, 1835, 1999 cm³ (4 cyl. OHV). Pontiac version of GM’s world J-car project, most closely related to Chevrolet Cavalier (1982–94). Similar body styles and comments, but with more dramatic front end. Labelled J2000 only for one year, when it was replaced by the 2000, an identical car with engine changes.

Image:2006_Lincoln_Zephyr.jpgLincoln Zephyr (CD378). 2006 (prod. unknown). 4-door sedan. F/F, 2967 cm³ (V6 DOHC). Single-year entry for revived Lincoln Zephyr name, before car renamed to MKZ for 2007 (even the renaming was botched, with Lincoln staff calling it ‘Mark Z’ before saying the letters). Basically a glorified Mazda Atenza, on that car’s platform, and too similar to Ford Fusion and Mercury Milan duo. Good equipment levels but best thought of as a Mercury with all the trimmings and the 3·0-litre Duratec V6.

   Finally, so it’s not all US-market cars, though this company was owned by Chrysler when this model emerged for a short period in 1970:

Image:1970_Sunbeam_Vogue.jpgSunbeam Vogue (Arrow). 1970 (prod. unknown). 4-door saloon, 5-door estate. F/R, 1725 cm³ (4 cyl. OHV). Very short-lived Arrow variant as the last Singer model transferred to Sunbeam from April 1970. The situation lasted half a year, and Sunbeam resorted to selling the Imp, Stiletto, Rapier and Alpine instead. In some countries, Sunbeam Vogue was the export name for the Singer Vogue.

   Other cars of note added to the database that anoraks will enjoy include the Peugeot Roa, a 405 lookalike with Hillman Hunter running-gear, the Bizzarrini GT Strada 5300 (thanks to Keith), and one which might get BMW upset over the name, the Chang’an Benben Mini. Hop on over and if you think of a model you’d like to see, please give me a shout in the comments.

Autocade progress
March 2008: launch
July 2008: 500 (four months for first 500)
June 2009: 800
December 2009: 1,000 (17 months for second 500)
January 2011: 1,250
May 2011: 1,500 (17 months for third 500)

Tags: , , , , , , , , , , , , , , , , ,
Posted in branding, business, cars, interests, marketing, publishing, UK, USA | No Comments »


Chrysler is Detroit-thug tough

07.02.2011

To take a leaf from Adland, where this is hosted, Chrysler’s message is: buy this ugly car or Eminem will beat you up.
   To be fair, the cinematographer has picked some good angles for the 200 so it doesn’t look like a rehashed Sebring. Shooting it at night minimizes the harsh realities of the centre section. And the commercial has a nice feel to it: it’s not a stereotypical pull-the-patriotic-heartstrings American one, but one which does convey what the script says: we’ve been through hard times, we’re realistic, and, therefore, we understand you more. We also see Chrysler not pulling any fake snobbery, though admittedly the DaimlerChrysler AG days ruined any chance of the company having luxury pretensions for a while.
   It doesn’t make me want to rush out and get one of these cars, but I’ll say one thing: at least it’s not a Lancia commercial adapted for the US, as I don’t think the first one worked particularly well. Though this one from 2008 might not be so bad if the Delta gets there:

Tags: , , , , , , , , , , , , , , ,
Posted in business, cars, culture, marketing, TV, USA | No Comments »


Roy Axe gives a sincere look at his career

11.12.2010

Roy Axe: A Life in Style

Keith Adams is well known to many motorheads out there. We probably encountered him initially at his excellent AROnline, formerly The Unofficial Austin–Rover Resource. More recently, some of us have got to know Keith as a writer for Octane, where his well researched articles remind me of some of the best motoring journalists’ work. They combine a love of history with a contemporary style.
   Keith turned publisher earlier this year by publishing automotive designer Roy Axe’s autobiography, A Life in Style. I was more than happy to purchase it: this is not a review of a freebie copy that Keith gave me.
   The book serves its purpose in giving a very sincere look at Axe’s career, beginning at Rootes, before his national service, then continuing with the same firm and setting up a design department closer to the ones we know today, before its takeover by Chrysler. Then at Chrysler, Axe worked on both sides of the Atlantic (various 180 and Avenger proposals are fascinating), and headed the programmes that gave us the Simca 1307 and Horizon; and in the 1980s, Axe was head-hunted for Austin Rover.
   After leaving Rover, he founded his own firm, Design Research Associates, which has worked on designs for numerous international clients.
   The book reflects the career of a true gentleman. Axe supplies wonderful anecdotes from his earlier days and he, and presumably Keith, supply some never-before-seen (at least to me) images of prototypes from the studios. DRA’s work is too new to be revealed, and Axe considers that he is bound by client confidentiality on a lot of those projects, with the exception of one for Bentley and some BAe aircraft interiors.
   It is a must for car buffs, as Axe’s designs will have been seen in most corners of the world and, as all books of this type, reveal some wonderful “might-have-beens” at Chrysler (which was increasingly strapped for cash in the 1970s) and Austin Rover (which seemed always strapped for cash in the 1980s, and hindsight says it should have gone with far more of Axe’s team’s designs). It makes for fun comparison with, say, Iacocca: an Autobiography when discussing the era that Axe and his boss were at the company, and seeing the same personalities mentioned, albeit from different angles. The story is told with a personal love for the industry and a great deal of authenticity.
   My principal complaint is the lack of subediting. While there are precious few spelling mistakes—much heftier tomes, such as one John Barry biography I bought years ago, were full of them—parts of a few chapters read as a simple transcript from Axe. And, perhaps for budgetary reasons or the size of the original artwork, some of the images are a bit small. Initially, the underleaded Sabon body type appeared hard to read but surprisingly, I soon adjusted to it, thanks perhaps in part to the good stories that Axe had to tell.
   Despite these reservations, I’d still heartily recommend it. You can order it directly from Keith’s website and it’s perfect for anyone who loves the design profession or cars in general. Even those of you who read this blog for its branding content might be fascinated to see how brands are translated into industrial design (especially important when Austin Rover and Honda worked off the same platforms), and, for that matter, the organizational structure.
   Sadly, Roy Axe passed away soon after the book’s publication, otherwise I am sure he will have received a great deal of fan mail over it.

Tags: , , , , , , , , , , , , , ,
Posted in branding, business, cars, culture, design, interests, leadership, marketing, publishing, typography, UK | No Comments »


A tribute to those special Ks

10.01.2010

I believe we have all the basic Chrysler K-cars of the early 1980s on Autocade as of today.
   Older readers might remember that at the dawn of the 1980s, Chrysler was in terrible shape and needed loan guarantees—as opposed to a bailout—from the US Government. With Chairman Lee Iacocca at the helm, the company downsized, switched to fuel-efficient front-wheel-drive cars, and improved its quality. Chrysler’s range, by 1985, was probably more international than GM North America’s—in that models like the minivan and the LeBaron GTS could have found customers outside the continent. (GM could never have sold the Chevrolet Celebrity to European buyers, for example.) Chrysler also paid back its loan early.
   These K-cars, which look boxy today, but which looked fresh and modern to US consumers in the early 1980s, were the backbone of Chrysler’s comeback. The minivan was based off a modified K platform, as was most of Chrysler’s offerings that decade (with the exception of the M-body intermediates, now marketed as full-size cars).
   As a tribute to Chrysler of old, here are the Ks.
 

Image:1982_Dodge_Aries.jpg

Dodge Aries (K-car). 1981–9 (prod. 999,999). 2- and 4-door sedan, 5-door wagon. F/F, 2213, 2507, 2555 cm³ (4 cyl. OHC). Much-vaunted K-car, credited with saving Chrysler from bankruptcy along with Plymouth Reliant twin. Efficient, roomy car with claimed room for six adults, though compact dimensions outside. Facelift in 1985. Four-door sedan only for final model year, 1989.
 

Image:1981_Plymouth_Reliant.jpg

Plymouth Reliant (K-car). 1981–9 (prod. 1,120,000 approx.). 2- and 4-door sedan, 5-door wagon. F/F, 2213, 2507, 2555 cm³ (4 cyl. OHC). Plymouth edition of much-vaunted K-car, credited with saving Chrysler along with Dodge Aries twin. Reliant name meant to signal better quality than outgoing Plymouth Volaré, and it was an improvement. Competent, roomy and functional; sold on value for money. Mid-term facelift for 1985 model year.
 

Image:1983_Dodge_400_Convertible.jpg

Dodge 400 (K-car). 1982–3 (prod. 57,401). 2-door sedan, 2-door convertible. F/F, 2213, 2555 cm³ (4 cyl. OHC). Upscale version of Dodge Aries, fitting between that model and Chrysler’s LeBaron. Chrysler chairman Lee Iacocca believed that there was a market for factory convertibles, and introduced the corporation’s first since the 1971 Challenger. The bet proved successful. Otherwise, the 400 was fairly close to Aries, with the 2·2-litre engine by Chrysler and a larger unit by Mitsubishi. Range absorbed into the Dodge 600 range.
 

Image:1982_Chrysler_LeBaron.jpg

Chrysler LeBaron (K-car). 1982–8 (prod. 1,105 Town and Country convertible only). 2- and 4-door sedan, 5-door wagon, 2-door convertible, 4-door LWB sedan, 4-door LWB limousine. F/F, 2213, 2507, 2555 cm³ (4 cyl. OHC). Upscale version of K-car, with first American factory convertible since 1976 Cadillac Eldorado débuting for 1982 as part of its range. More formal appearance, vinyl roof on sedans, different grille and more chrome compared with other Ks. Only K with a turbocharged variant of the 2·2 available, which produced more horsepower than the V8 in the earlier LeBaron. Wagon, called Town and Country, available, with simulated wood panelling on sides; Town and Country convertible made from 1983 to 1986. Stretched Ks from 1983, with five-passenger Executive Sedan riding on 124 in wheelbase and seven-passenger Executive Limousine on 131 in. Refreshed for 1986 model year; two-door and convertible dropped for 1987. Sedan and wagon continued through 1988.

Tags: , , , , ,
Posted in cars, design, interests, USA | 2 Comments »