Forgotten Cars - DAF 600

This was the first DAF 600 off the line from 1958 

I saw this example of the DAF 600 at this year's Goodwood Festival of Speed where it took pride of place on the lawn of Goodwood House, part of the Cartier Style et Luxe design and concours exhibition. It certainly made an impact, due in no small part to its bright yellow paintwork and simple lines. I take a great interest in everyday transportation from yesteryear and the class of 'European Motoring for the Masses' was a particular highlight.
The Netherlands isn't the first country one thinks of when it comes to car manufacturing. Indeed the country has had few forays when it comes to the motor industry. I had to look it up, but DAF stands for Van Doorne's Automobiel Fabriek, (Van Doorne's Automobile Factory). The company's headquarters were based in Eindhoven.
Van Doorne's company focused on building machinery and the majority of their offerings used belt drive systems to propel them. As car ownership grew, the natural thought of using a belt driven drivetrain to propel a car came to Van Doorne. The result was the DAF 600, a car that would have been almost totally forgotten, had it not been for its revolutionary drivetrain.
The 600 featured the world's first mass produced CVT, (continuously variable transmission). DAF decided to name this piece of engineering 'Variomatic' and it resulted in a very relaxing car to drive as one didn't have to change gear manually.
The system worked by using weights to move with the engine speed to change gear. This was assisted by the driver easing off the throttle when the engine reached a high RPM, making the weights alter the transmission, (the increased manifold vacuum shifted the pulleys that resulted in the change of ratio). Engine braking could also be made to become more pronounced by a button on the dashboard that reversed the manifold vacuum on the pulley's diaphragm - this made the system seek out a higher manifold vacuum resulting in a lower ratio. This all sounds quite technical - I don't mind admitting that I had to look the car up to understand its mechanical properties...

The DAF 600, often confused with the later 750/Daffodil, was revolutionary because of its belt drive and 'Variomatic' transmission

The DAF 600 began full scale production in 1959, the same year as the revolutionary Mini. The big difference was that the 600 only lasted until 1963 and was replaced with the 750 and glitzier Daffodil, the latter more popular in export markets. A number of versions followed, all using the same mechanical layout.
So what became of DAF?...
Well, Volvo bought DAF's car business in 1975 whilst DAF Trucks joined forces with Leyland Trucks, (the commercial arm of British Leyland) to create Leyland DAF, an operation that traded into the early 90's. DAF Trucks were bought out by PACCAR in 1996 and are still a relatively common sight today. Volvo ended up ditching the DAF passenger car division entirely. The last DAF passenger car was the 66 which ceased production in 1975 - later versions were rebadged as Volvo's as soon as the takeover was finalised. (It's interesting to note that the Volvo 300 Series was originally designed to become a DAF, hence its production in the Netherlands as well as in Gothenburg).
Despite the relatively short life of the 600, (along with DAF in general), it will always be remembered for its fresh and innovative approach to engineering. The belt drive could indeed be ruinous, (if it snapped it could leave the car worthless); however, it's important to remember that without fresh thinking towards engineering, progress would be very slow indeed...

Kia - From Rags to Riches



The Sportage is one of the more successful cars in the burgeoning medium sized SUV class

When I was younger, the parents of a friend of mine owned a white 3 door Kia Pride LX from the early 90's. It was a basic but dependable little thing. Ultimately just a re-badged Mazda 121, Kia did a deal with Mazda to produce the car under license in South Korea. The Pride was dated when Kia started selling it - Mazda ended production of the 121 in 1991 when Kia launched the car in the UK. Despite its optimistic name, the Pride created a solid foundation for Kia in Europe lasting until 2000, despite its budget underpinnings and whitewall tyres.
The reason for this post is to acknowledge how far Kia have come. Now it's the South Korean brand who are giving the likes of Ford, Vauxhall/Opel and Peugeot/Citroen sleepless nights. I think the transformation is staggering although to some extent understandable - South Korea and Asia as a whole have grown tremendously over the last number of decades with a high-tech outlook. Just look at the city of Seoul and you can see what I mean - a buzzing metropolis.

The Niro combines a petrol-electric drivetrain with the popular crossover bodystyle. Inoffensive to the eyes...unlike its Prius rival  

The turning point for Kia came in 1998 when fellow South Korean car giant Hyundai bought the group. To be honest, both produced similar cars up to this point - their models were always cheap, basic and tended to trade heavily on discounts. Kia produced cars such as the utilitarian first generation Sportage 4x4, Mentor and Shuma hatchbacks whilst Hyundai screwed together rather shameful offerings. Pony, Accent or Atos anyone?
There was the odd surprise. How about the Kia Elan? Kia bought the rights from Lotus and started making the sportscar in 1996. It's certainly not the first badge you expect to see on the bonnet of a two-seater sports car that's for sure...

The Picanto city car is a stylish little thing and does exactly what it says on the tin

Ever since this merger, Kia and Hyundai have shared platforms, engines and running gear and both brand's products are a world away from their rudimentary beginnings. In terms of the group's market positioning, Hyundai see themselves as becoming semi-premium, (a bit like Volkswagen) whereas Kia have attempted to appear more youthful with models that feature a dynamic-led form of design. (The group will shortly start their journey into the premium sector with Genesis).
Anyway, I digress...Whichever way you look at it, Kia models today are 100 times more rounded than they were in years gone by. Design, engineering and driving dynamics are now at a level where they are on a par with what were historically the more traditional mainstream European offerings.
Twenty years ago, one would never have used the word 'stylish' to describe a Kia. Thanks to ex-Audi TT designer Peter Schreyer, the look of more recent models, particularly from the Mk3 Sportage onwards have upped the manufacturer's game in the fashion stakes. Schreyer's 'tiger mouth' front end styling has given Kia a distinctive corporate identity. Interior quality and fit and finish is also at a competitively high standard.

The Kia GT concept shown at the 2011 Frankfurt Motor Show gives a glimpse of a new halo GT model due in the next couple of years

Kia have also heavily invested in Europe with R&D, design and manufacturing sites all present on the continent. The continuation of ever more competitive products along with the draw of Kia's impressive 7 year warranty can only mean one thing - continued growth.
It'll be just as fascinating seeing where Kia goes from here. Share your views... What are your thoughts on Kia's past, present and future?...

Beaulieu Motor Museum

1981 Ford Escort, World Rally winner

Not far from the rather charming town of Lyndhurst lies Beaulieu and the National Motor Museum situated in the New Forest, Hampshire.
The Forest is a rather unique and beautiful place to walk, cycle and, (if your that way inclined) to camp. There's something rather picturesque about seeing horses roam free that gives this National Park a sense of escapism, despite not being far from London or Southampton.
The Motor Museum itself lies in the Beaulieu estate, home of the Montagu family since 1538. Lord Montagu was a lover of cars as well as a British motoring pioneer and it's from him that the collection began. There's plenty of veteran vehicles from the early days of this collection including a De Dion Bouton and a Rolls Royce Silver Ghost. It's important to point out that the Motor Museum is only one feature when visiting Beaulieu - the Palace House and Beaulieu Abbey and Gardens are the other main attractions when visiting the estate.

Ferrari Dino

 The National Motor Museum features not only a selection of the aforementioned veteran and vintage vehicles such as the Ford Model T but also more modern cars from the 60's and 70's including the Mini and Triumph Herald. There are also cars from racing including F1 and rally cars along with a number of land speed record vehicles, one of which is the Bluebird. I'm not - but if your a fan of motorbikes then Beaulieu will be up your street as there is quite a collection.
Work was recently completed on a new mezzanine floor which will mean that the museum will be able to hold more cars for future visitors to enjoy. Along with a fantastic library and archive facility (great if you are planning on doing any research), the National Motor Museum is a must if you are a car lover. Of course, there's also the bonus of those lovely surroundings...

Rolls Royce Silver Cloud

Scotland's Baby - The Hillman Imp

The Hillman Imp of 1963 was compromised, even before it went on sale

I've been racking my brains trying to think of the Hillman Imp in popular culture. The closest I've got to is of Frank Spencer driving one in the 70's sitcom Some Mothers Do 'Ave 'Em. The hapless character portrayed by Michael Crawford got stuck on the Isle of Sheppey bridge before driving at high speed off a pier into the English Channel where the car subsequently sank. Spencer who was taking a driving test at the time shouted to the escaping examiner 'Have I passed'?... The scene was rather fitting - the Imp pretty much sank Hillman too...
Back in the early 60's, BMC's Mini was selling like hot cakes and the Rootes Group wanted a slice of the action. Work started on the 'Apex' project which resulted in the Hillman Imp, a small car that arrived in 1963, four years after the Mini's launch. This was also the first small Rootes designed vehicle since the Second World War.
On paper the Imp featured a revolutionary design. The engine was a rear mounted 875cc all aluminium unit sourced from Coventry Climax, an engine popular in racing. Hillman's design featured a different cylinder head and was slanted 45 degrees to improve packaging and weight distribution. In an effort to improve handling over other rear engined cars on the market, the Imp's rear suspension featured an independent semi-trailing arm. This meant that the little Hillman was a costly and sophisticated affair in its development.

Snazzier models such as this failed to mask the fact that the 'Apex' project was deeply flawed. Government meddling didn't help either

Unfortunately this development period was a nightmare! The Rootes Group were running out of space at their Ryton manufacturing plant near Coventry and it just so happened that the Labour government of the day had an unemployment blackspot on their hands. They issued a grant to Rootes to build a new computerised assembly plant in a town called Linwood, just outside of Glasgow where unemployment was rife. The area used to have a heavy shipbuilding industry; however, many jobs had been lost as times changed and the area on the Clyde needed investment.
On the face of it, this deal appeared to make sense but not much thought was given to the logistics of the situation. Linwood was 300 miles away from Ryton. Engine castings were made in Linwood, sent to Ryton where they were machined and assembled and then transported back up to Scotland for final vehicle assembly. Inefficiency was key and time and money was wasted due to this ill conceived manufacturing process.
Another angle the government failed to take into account was the fact that the shipbuilding workforce employed to make the cars had no prior experience in doing so. Poor build quality and less than impressive reliability became the end result. Industrial disputes quickly followed and strikes began - 31 of them took place in 1964 alone.

The Imp was rear engined which meant no radiator grille was required. It's believed that this one was the first off the line

Thanks in no small part to a hurried launch, the Imp was fundamentally underdeveloped and suffered spectacularly because of it. Cooling was a big problem and Hillman even included a wheel brace to help start the engine in case the electrics failed! Owners weren't informed of how to maintain the alloy engine properly either.
It's a shame that things turned out this way; after all, the Imp was heralded as a revolutionary small car and although the reliability issue improved over the years, the rot had set in. Half of the total production run of just under 500,000 units were sold in the first 3 years alone!
The Rootes Group quickly began launching other models in order to keep the project alive. These included an estate of the Imp called the Hillman Husky, a van called the Commer Imp (Commer was the Rootes Group's commercial vehicle arm) and the Hillman Imp Californian.
The Californian was an oddity... The main difference to the saloon was a more steeply raked profile, in effect to make a coupe. Unfortunately it was even more compromised than the standard car. The Imp's fold down rear seats were now fixed as was the opening rear window. If ever there was a car that could be accused of being style over substance, this was it.
Further badge engineering began with the introduction of the Singer Chamois and Sunbeam Sport, spurned on by low sales volumes. Prices for the Imp were also slashed to encourage people to take a chance on Hillman's baby.

The Imp was especially popular north of the border, thanks to its Scottish roots

The Imp ended up accelerating the undoing of the Coventry based manufacturer. Lord William Rootes began partnership talks with Chrysler in 1964, just a year after the Linwood factory was opened by the Duke of Edinburgh. Lord Rootes ended up passing away before a deal was completed and Chrysler took full control of the business. Imp prices were slashed further until production ended in 1976. Two years later Peugeot bought the Rootes Group from Chrysler and set about reviving Talbot, a brand that was part of the Rootes portfolio. Once the Imp had been discontinued, the remaining Hillman range consisted of just the Hunter and Avenger saloons. By 1981 Hillman was no more - the Linwood plant closed with 5000 redundancies. Peugeot just couldn't see a way forward.
The 'Apex' project was ambitious. Unfortunately the Imp never got anywhere near the sales of the Mini. Who knows, maybe if there was more time spent on developing the car, training the workforce and less interference from government, things may have been different...

Ford Cortina Remembered

Ford Cortina MkI - Launched in 1962, the Cortina replaced the Consul in Ford's range

Back in 1997, Tony Blair and the Labour party targeted 'Mondeo Man' in the run-up to the general election. He used this terminology to attract the typical English middle class voter, the company car driving dad with a steady income. This goes to show how popular Ford's family car and fleet favourite had become; how it cemented its reputation on the British subconscious.
Of course the Mondeo is the current of a long line of Ford models that have done exactly the same. In many parts of the world; in particular the US and the UK, Ford symbolises the typical 'blue-coller' car manufacturer - affordable, practical, reliable.
Back in the early 60's, Ford needed to replace the popular but dated Ford Consul and the result was the 1962 Ford Cortina; a name that lasted for 20 years, often sitting between the Escort and Granada in Ford's line-up.
Named after the Italian resort, there were five iterations of the Cortina. In 1967 it was the best selling car in Britain, outselling BMC's Austin/Morris 1100/1300 and from 1972 until 1981 the Cortina ruled the sales charts. Each iteration became more popular than the last; however, due to rust and the general passage of time, certain models have become pretty rare today.

The Lotus Cortina was a popular choice, especially on the track where it became a successful touring car

Ford of Britain's Dagenham factory built the Cortina, at least for the UK market. When demand was high Cortinas would be shipped over from Ford's plant in the Netherlands. Further afield, Cortinas were manufactured in Taiwan, Australia, New Zealand, South Africa, Malta, Malaysia and South Korea to name but a few, pretty much making this family saloon a 'world car'. The Cortina was even sold for a time in the States until Ford replaced it with the Pinto in 1971. Canada was another market in the New World that had Cortinas in the showrooms.
The MkI like all Cortina's featured rear wheel drive and was made available with either a 1.2 or a 1.5 litre engine. Trim levels ranged from the basic Standard through to Deluxe, Super and finally GT. The most famous and sporty model was of course the Lotus Cortina, a model that contained a rather spirited 1558cc engine tuned by the Hethel sportscar specialist. This was not only a nippy car on the road but also on track where it became a successful touring and rally car. The World Cup winning year of '66 saw the MkI bow out.

The MkII Ford Cortina 1600E arrived in 1967

The MkII featured a 1.3, 1.6 and a fairly rare 3.0 litre V6 petrol. The most sought after model was the sporty 1600E, a car that marked out the owner as someone who was going places. Despite its relative popularity, 1970 saw the introduction of its successor.
Unfortunately the MkIII didn't have a good start in life - thank the striking 70's for that! Despite this it sold well with a six year production run. The level of trim options ballooned to include Base, L, XL, GT and the bells and whistles GXL which featured the de rigueur vinyl roof. The Cortina MkIII also featured a design popular in the US - Coke-bottle styling. Using the same contour design as the classic Coca-Cola glass bottle, the outer wings were more pronounced with a narrow centre.

On the far left is a rarer 3dr Cortina MkIV alongside Ford's popular Capri

Fleet buyers flocked to the MkIV during its run from 1976-79. Doing away with the American styling of the MkIII, the MkIV took on a more contemporary, some would say straight laced design. Value for money, overall simplicity and reliability were reasons why this Cortina did well with both private and business buyers alike. During the 1970's, Ford began working on integrating the European arm with Ford of Britain. This resulted in the MkIV being all but identical to the European market Ford Taunus. In Britain, the MkIV was the only Cortina that remained at the top of the sales charts throughout its whole lifespan. Unfortunately rust caused many to fade away over the years and the MkIV ended up being popular on the banger racing circuit. Not the best way to go...

Ford Cortina 80

The final Cortina, the MkV, ran for just three years. Initially christened the Cortina 80, it was ultimately an update of the MkIV. It featured revised lights, cosmetic updates and more importantly, better rust protection. Despite this, sales were starting to slow as more people were turning towards Vauxhall's Cavalier, a car that featured a more modern front wheel drive set-up. Production of the Cortina came to an end in 1982.
What's interesting is that Cortina sales grew towards the very end of production as Ford customers initially shied away from the rather bold look of the new Sierra. In the end, Ford had a number of Cortinas in stock after production ended, the last being registered in 1987. (In fact, one Cortina managed to remain unregistered into the mid noughties).
Share your memories - Which was your favourite? Have you ever owned one?...

BMW M5 - Then & Now

The original 'E28' M5 was hand built and used an evolution of the engine found in the M1 supercar

I often find it interesting comparing an original car through its lineage to the current model. Some examples have got progressively better through time whilst others have had their ups and downs.
The European performance saloon market has often been dominated by BMW's M division. The M3 and M5 are the bread and butter of the range as well as the most popular. Mercedes' AMG and Audi's Quattro Gmbh arms have for many years seen M as the division to beat, occasionally struggling to whole heartily trounce the Bavarian giant.
Anyway, the M5...
First launched in 1984 with sales kicking off the following year, the 'E28' M5 was the fastest production saloon in the world in its day. The engine was a 3.5 litre petrol that produced 282bhp and took the M5 to 60mph from rest in just 6.2secs and on to a top speed of 153mph. It was a very significant car, not just because it cemented the M5 as a first class car in its own right but also because it woke up BMW's rivals to the now ubiquitous German super saloon. Personally I think it's also one of the better looking M5s with a simple, understated but purposeful silhouette.
The 'E28' was dropped in 1988 and the following year the 'E34' M5 was launched which had a longer six year lifespan. This model was very successful selling far more vehicles than the 2,191 units the 'E28' shifted. The 'E34' was also the first M5 to be launched as a Touring derivative although this bodystyle was never officially sold in the UK market. Like its predecessor, the 'E34' was handbuilt at M's factory in Garching.
In 1998 the 'E39' M5 was released to critical acclaim and sold well. For this generation of M5, a Touring model was not produced and the saloon was built alongside more regular versions of the 5-Series at BMW's own plant in Dingolfing.
The most controversial iteration of M5 was launched in 2005 with the Chris Bangle designed 'E60'. Compared with the clean lines of the original, this M5 was for some, including myself, a difficult car to like aesthetically, however, it was no slouch with a V10 engine sitting proudly at the front; the first time this had been done on a production saloon car. Apart from the styling, a difficult to fathom iDrive interface and a rather jerky SMG transmission, this didn't stop the 'E60' becoming the most successful M5 to date. Production ceased in 2010.

The 2011 'F10' M5 drops the V10 engine of its predecessor and uses a 4.4 litre twin turbo V8

2011 saw the launch of the current 'F10' variant of the M5. Due to emissions and ever increasing environmental concerns, this M5 ditches the V10 and uses a V8 instead - the majority of manufacturers have downsized after all. It's still more powerful though at 560bhp compared to the V10's 500bhp. For me, this M5 is much more pleasing on the eye that its 'E60' predecessor. Styling is subjective though, but full life sales figures look set to show the continuing success of the M5, despite the rise of other BMW M models available.
The all-new 5-Series is due in 2017. And the next M5? Another autobahn and Nurburgring favourite I expect...
So which generation of M's executive saloon is your favourite?

Wolseley 2200 Remembered

Remembering the wedge - this was the last Wolseley 2200 off the line, as well as the last for the marque
 

Ah...Terry Scott's favourite set of wheels...
British Leyland can be remembered for lots of things. Unfortunately not many of them were inspirational. Industrial disputes, poor management, shoddy workmanship and unreliability resulted in the undoing of a once thriving British motor industry. The 1975 18-22 Series was meant to be one of Leyland's flagships during this troublesome period. It ended up being one of a group of cars that suffered regular ridicule ever since.
The branding of 18-22 was in reference to the two available engines; a 1.8 litre 4 cylinder and a 2.2 litre 6 cylinder petrol. Badge engineering was rife and the range consisted of an Austin, a Morris and the more upmarket Wolseley; the only real difference being changes in trim and the badge on the bonnet. The Wolseley variant was only available with the larger engine and featured such 1970's delights as luxury velour trim.
Like its sister models, the Wolseley featured Hydragas suspension which was intended to make the ride as smooth as possible, (British Leyland looked towards cars like the Citroen CX for inspiration). Unfortunately the engines weren't that powerful and the drive was pretty hit and miss. Reliability was also a big issue and this very much tarnished the reputation of the 18-22.
The styling was always a love it or hate it affair. Designed by British Leyland ace Harris Mann, the 18-22 Series was crafted using the popular wedge-like styling of the 70's, (the Triumph TR7 is another good example). At least you could call them different...
Design and packaging was so-so. Space was pretty much best in class as was comfort but this was undermined by the lack of a 'hatchback'. Rivals mostly featured a practical tailgate and Leyland's creation suffered due to its traditional boot. The whole vehicle dated very quickly.
Towards the end of 1975, the Wolseley name was dropped altogether and the range was re-branded Princess, (Austin and Morris badges were also deleted). The vehicle was in effect the Leyland Princess and it's this name that most people remember it by. Both engines were still offered as well as differing trim levels.

The lack of a 'hatchback' rear, poor reliability and Marmite looks meant the Princess (as it was later known) suffered a stigma that it never recovered from

Following a revamp in 1978 which included some new engines and a not very original change of name to Princess 2, 'The Wedge' finally bowed out in 1981.
Because of the lack of capital at BL, an updated model was launched to a bit of a whimper - the Austin Ambassador. A heavy facelift was really what it was and featured more conventional styling and the much needed (but rather late) hatchback rear end. BL did a similar trick of launching a supposedly new car in the shape of the Morris Ital, (ultimately a Morris Marina with a slightly more contemporary body). The Ambassador was never exported and sold in few numbers with the final models rolling off the Cowley production lines in 1984.

Forgotten Cars - Singer Gazelle



The first generation of the Gazelle, in this case the 'V' iteration

Singer was one of a bewildering array of marques owned by the Rootes Group. Sunbeam, Hillman, Talbot, Humber, Commer and Karrier were all part of their portfolio. Singer's models tended to slot in between the everyday Hillman and the more sporting Sunbeam brands.
The Gazelle was more widely sold as a saloon although a convertible and an estate were also produced with two generations of models manufactured. The first ran from 1956 to 1967 whilst the second was on the scene from 1967 until 1970. Based heavily on the Hillman Minx; (badge engineering wasn't just a British Leyland pastime after all), the Gazelle was the first Singer to be produced following the purchase of the company by Rootes.
The first generation was headed under the Audax group of vehicles whilst styling was penned by hands that also crafted various Studebaker cars in the US.
The second generation of Gazelle is the one that made me personally aware of this Singer as one of my grandparents owned one. The design and styling was much more contemporary in its day - not a world away from rivals such as the Ford Cortina and Morris Marina. This generation of the Gazelle was based on the Rootes Group's Arrow platform and was very similar to the Hillman Hunter, the most popular of models.

The popular Hillman Hunter

Although this generation of the Gazelle faded away from price lists in 1970, (along with Singer as a brand), the Hillman Hunter soldiered on as late as 2005 - in Iran. The Paykan became Iran's national car and was built as a CKD, (complete knock-down kit) form until 1985 when British lines closed down. The car was then completely manufactured in Iran. Not bad for a car that was seen as rather unfashionable when new... 

Princess Diana's Austin Metro

Back in 1981, this was probably one of the most photographed cars in the world by the paparazzi. It was owned by the then Lady Diana Spencer and the press followed her wherever she went in the lead-up to her wedding to Prince Charles.
Although I never knew or met Diana, I've always had a great respect for her. Seeing the car recently at the Coventry Transport Museum made me think of the similarities that the Duchess of Cambridge faced before marrying Wills.
Prince Charles visited the manufacturing plant at Longbridge in Birmingham when the car was being reviewed at it's launch in 1980. I'm not sure if it's because he liked the Metro or if he was just being patriotic, but he decided to give one to Diana as a present.
The Metro was intended to replace the Mini but ironically the Mini outlived it - the Metro, (or Rover 100 as it was then known) ceased production in 1997 whilst the Mini came to the end of the line in 2000. Looking at the car now shows you how much bigger and more complex superminis are nowadays, as well as how dated the Metro has become...
Despite its very long life, the Metro sold well, even towards the end despite being one of the most dated designs on sale at the time. Altogether, 1,500,000 vehicles were sold in the United Kingdom making it the seventh most popular car ever to be sold in the country during its 17 year lifespan.
Durability was not its strong point though as the Metro was one of the most scrapped cars in the middle of the last decade. The DVLA back in 2006 had 21,468 Metros still on the road, just 1.5% of those originally registered.
'A British Car to Beat the World' was the slogan used on the launch advertising campaign. Despite the relative success of the car and one mad 6R4 rally bred Metro, one thinks this was a bit optimistic.
Share your memories/thoughts...

Peugeot 309 Remembered

Since purchasing the British Rootes Group from Chrysler in 1978, Peugeot took on Talbot, a British marque that was dwindling from one year to the next. Mainly this was due to a range that had as much appeal and styling pizazz as a prison cell. Look back at pictures of their last models such as the Samba, Horizon, Solara and Tagora and you can see why the Talbot brand was losing buyers.

Peugeot had started work on designing a new family car to replace the Horizon that was due to be christened the Talbot Arizona; however, in 1985 Peugeot decided to drop Talbot and the last passenger cars rolled off the production line in 1986. This resulted in the car becoming a Peugeot instead - the 309.
The resultant design of the 309 appeared more Talbot than Peugeot. In fact Peugeot wanted to separate and distinguish the car from their range by naming it 309 rather than 306, (a replacement for the then current 305 family saloon).

The 309 was manufactured in Ryton, Coventry - the first Peugeot to do so. This was followed up by the 405, 306 and 206. Launched in 1985, the 309 soldiered on until 1993 when the 306 replacement arrived. Peugeot then shifted the tooling to India where it was produced from 1994 until 1997.

 

Some of the engines used in the 309 were derived from the ailing Simca marque, a French based car company also owned by Peugeot. One engine that transformed the ultra conservative 309 into something altogether more interesting and crucially entertaining was the fuel injected 1905cc petrol powerplant used in the GTI. This hot hatch received good reviews although naturally fell into the shadows next to its little brother the 205, still regarded as one of the best hot hatches ever produced.