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35 years of the Ford Fiesta

This isn’t one of the ‘big’ anniversaries of 2011 – most people are focussed on the Jaguar E-Type – but the Ford Fiesta is arguably much more important.

Fiesta L

Yes, it really has been 35 years since the Fiesta was launched

Launched in 1976, the little Fiesta was the  first front-wheel drive Ford to be produced across Europe (Germany had experimented with the front-wheel drive Taunus as early as 1962) and the Blue Oval’s first supermini. It was rare for Ford to move so quickly to jump into a market – conservatism generally ruled the roost, as would be proved by the Ford Sierra remaining rear-wheel drive into the 1990s. In 1976, the supermini market was still really finding its feet. The Fiat 127 and Renault 5 were early pioneers, but British Leyland did not have anything in this class, and nor did Vauxhall/Opel.

The Fiesta used a transverse engine mounted transversely, with the gearbox on the end of the engine and unequal-length driveshafts powering the front wheels. This was the classic layout used to such good effect by Dante Giacosa first with the little-known Autobianchi Primula, then the Fiat 128 and 127 saloon and hatchbacks. The engines were modified versions of the Kent engine first seen in the Anglia 105E and even the 957cc version gave perky performance and respectable-if-busy motorway ability. A ‘dead’ rear beam axle used coil springs to offer good handling and ride while the obligatory hatchback made this a practical little car indeed. The world was fast learning that a small car needn’t be as cramped nor actually quite as small as a Mini…

UK sales did not actually commence until January 1977 but the Fiesta was arguably Ford’s first ‘world car.’ Built in Spain and Germany as well as Great Britain, the Fiesta would even find itself sold in America for a time. This helped it reach the magic million as soon as 1979.

The Ghia was surprisingly plush for a small car, with tinted glass, alloy wheels and velour seats, but enthusiasts were enamoured by the XR2 of 1981. With a 1.6-litre engine and 100mph+ performance, it was an excellent hot hatch. Mk1 production came to an end in 1983 with the mildly facelifted Mk2 taking over for the next five years.

Engine bay

'Valencia' engine mounted transversely

Datsun 240Z Quick Guide

DATSUN 240Z QUICK GUIDE

Japanese, but with a Big Brit Bruiser feel - Datsun 240Z

The first Japanese sportscar to score international success and a Japanese take on the Big Healey format. Great fun to drive with a lusty six-cylinder engine and values have really started to take off. Watch for rot and see what the fuss is all about. Production ran from 1969 to 1973.

WHY YOU WANT ONE:

  • Wonderful driving experience – bellowing straight-six
  • An improving Oriental car club scene
  • Reliable and great for regular use
  • Easy to work on
  • Still rising in value

WHAT TO LOOK FOR

  • Corrosion wherever there is metalwork – some panels hard to find
  • Poor running – could hint at major problems
  • Market prefers genuine UK cars – check the history
  • Trim very hard to find
  • Noisy or crunchy gearboxes

RIVALS FOR YOUR AFFECTION

  • Austin-Healey 3000
  • MGC GT
  • Triumph TR6
  • Ford Capri

Lusty big-six sounds fabulous

Best sounding classic?

No, not which one has the best sounding engine – I’d argue strongly for the Triumph Stag there – but which one has the best name?

Is this the best sounding classic? Or is he blogging about something different?

Triumph Stag is certainly a contender – a successful and aggressive beast is what the name suggests. Much better than Maserati Bora for sure. Some are a bit more functional – the Bond Minicar was just that, the Triumph Roadster likewise. Not very exciting though eh?

I recently drove a Bentley Brooklands Turbo R Mulliner, but that’s all a bit of an unnecessary mouthful. It’s like they were trying to chuck in every English thing they could think of. They might as well have called it the Bentley Royal Family Blackpool Pleasure Beach. I’m quite pleased they didn’t though…

The Gordon-Keeble GK1 starts well, but they clearly ran out of inspiration. Others just lie. The Morris Minor 1000 ended up with 1098cc, the Citroën 2CV actually had 3CV by the 1970s. Mercedes-Benz on the other hand just confuse. A 220SE has 2.2-litres, a 300SE has 3-litres. But you can also get a 300SE with a monstrous 6.3-litre V8! They called this the 300SE 6.3. Obviously.

The French were never much into names. Renaults were generally numbers after the Fregate/Dauphine/Caravelle era, Peugeots stick with the number-0-number and Citroën at most pulled a few letters together. The Traction Avant merely started life as 7A and only the Ami, Mehari and Dyane broke theme right up to the Xantia of 1993. That’s the French out for a refusal.

I guess it’s hard to decide, so I’m going to pick two Rovers with identical engines – something that gave the Solihull fellows a few sleepless nights. I therefore crown the winners of this non-competition the Rover Three-Point-Five and Rover Three Thousand Five.

This is a Rover Three Point Five...

...whereas this is a Rover Three Thousand Five. Very different (in engineering if not name!)

Variations on a theme

When is an Austin 1100 not an Austin 1100? When it’s an Austin Victoria!

When is an Austin 1100 not an Austin 1100?

If you think it looks a lot like a Triumph, then that’s no surprise, as Michelotti himself was responsible for the styling. In fact, the history of this car is a little unusual as it was built by Authi in Spain, but was based on a South African variant of the 1100. The Victoria was launched in 1972, when UK production was starting to run down. The most interesting aspect of the re-design is the addition of a boot to make the 1100 a proper saloon.

The Victoria sadly wasn’t a success, which is a shame as it’s rather an attractive little thing, with all the hoon-ability of the original but a larger dose of practicality. In fact, it was rather more attractive than the South African Apache, which had a rather unhappy snout.

From the rear, the design is even more clearly the work of Michelotti, being almost a scaled down version of the Triumph 2000 Mk2. Triumph can’t have been impressed and perhaps that’s why we weren’t treated to the Victoria in the UK.

Clearly Michelotti's work - very Triumph-like!

Imp-ressive!

Ian reveals the Imp that won him over

Sometimes, you leap behind the wheel of a classic and quickly search for the door handle, wanting to escape as quickly as possible. Some classics are really not that pleasant to drive. Others take time to win you over – you need to travel at least 100 miles in most Citroëns before you get ‘it.’

The Imp was one of those classics that had me falling head over heels in love. Yes, I liked the Porsche 928 a great deal, and a day spent with a TVR Chimaera was utterly joyous, but then you expect a sports car to deliver. The downside is that they often have far too much power to use on the road – a 440bhp Lola T70 replica I once drove in the depths of winter was absolutely terrifying. And cold as it didn’t have a roof…

Where the Imp really delivered is that despite only a short time behind its tiny steering wheel, I could explore the perky engine on the public highway without risking the wrath of PC Plod. Sure, it had considerably more than a standard Imp, but we’re talking of only 39bhp to start with. Exact figures for this ‘hot’ Imp were not available, but I’d estimate it was somewhere around the 55bhp of the sporty Stiletto sibling. With my foot right down, the Coventry-Climax-inspired engine barked its desire to the world as we hurtled along – feeling much faster than the speedometer was telling me. Quick, communicative steering left me in no doubt about its cornering ability, and with that engine slung out at the back, once I’d steered into a bend, all I could do was balance the throttle to stop the pendulum effect from hurling me into the weeds.

Being a stripped out rally car, the experience was noisy but thoroughly dramatic, despite the lowly spec. The quick gearchange was a delight and time and again I’d ease off and drop a couple of cogs so I could begin the exciting rush of acceleration all over again. The ride was a revelation however – surprisingly comfortable, despite being firmed up over standard. Thankfully, it had not been lowered too much, in anticipation of forest rally stages.

Too soon, it was time to head back, but the car’s deed was done. I loved it. The Imp may have been something of a failed Mini rival when new, but right now? Sorry Mr Cooper but I’d rather take this cheeky little Imp.

Oil cooler hints at tuned-up engine

Rally spec clear to see here - note passenger foot rest

 

 

 

 

 

 

 

 

 

 

Vauxhall PA Cresta Quick Guide

VAUXHALL PA CRESTA/VELOX QUICK GUIDE

British Americana in extremis with dog-leg windscreen and obligatory tail fins. Lusty engines ensure performance is not a disgrace and these models have developed quite a following. Finding a rust-free example may be tricky, but very rewarding if you do. Velox was lower spec, with a few less thrills.

WHY YOU WANT ONE:

  • Classic American looks, built in Luton
  • Lusty engines offer modern-era performance
  • Seating for six
  • You can work on it yourself
  • Rare and eye-catching

Rare Friary estate based on the Vauxhall PA Cresta

WHAT TO LOOK FOR

  • Rust. Panels hard to find and they really do rot!
  • Perished window seals which hasten the above
  • Engines that knock or produce blue smoke
  • Worn transmissions
  • Bodywork bodgery

RIVALS FOR YOUR AFFECTION

  • Ford Zephyr/Zodiac Mk2
  • Anything built in America in the Fifties
  • Humber Super Snipe
  • Austin Westminster

SPECIFICATION

  • Engine 2262cc 6-cylinder OHV
  • Power 78bhp
  • Top Speed 90mph
  • 0-60mph 18seconds
  • Economy 22-24mpg
  • Gearbox 3-speed manual

Mazda MX-5 Quick Guide

MAZDA MX-5 QUICK GUIDE

In 1989, the Japanese reminded us what a British sportscar should be all about. Huge fun to drive with a rorty exhaust note. Japanese reliability is a boon, but problems remain as with any classic choice. The Mk1 had a 1.6 or 1.8-litre engine and pop-up lamps. Softer Mk2 ran from 1998 to 2005 with fixed headlamps and a new glazed-window hood.

WHY YOU WANT ONE:

  • Classic driving experience with fewer downsides than some
  • Great for daily use – mileage no issue if cared for
  • Serious value at the moment – some creeping below £1000
  • Superb club and parts support already for this burgeoning classic
  • Not bad for DIY unlike many moderns

Mazda's MX5 of 1989 put the sports car firmly back on the agenda

WHAT TO LOOK FOR

  • Corrosion, especially in the sill/rear wheelarch area
  • Accident damage – some have been thrashed
  • Seized rear brake calipers
  • Japanese-market Eunos not to be feared – check insurance first
  • Cheap tyres, lack of service history

RIVALS FOR YOUR AFFECTION

  • MGB
  • Fiat Barchetta
  • Toyota MR2
  • BMW Z3

SPECIFICATION

Engine 1.6 or 1.8 litre, four-cylinder, DOHC
Power 89bhp, 115bhp (1.6) 131bp, 133bhp (1.8). Second figure from 1996
Top Speed 130mph
0-60mph 7.7seconds
Economy 30-36mpg
Gearbox 5-speed manual