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...