A Modest Proposal is a new feature where we advocate for more exciting variants of existing cars. Unlike other columns that do the same, we’ll take a look at products that actually stand a chance of making the business case, and how that can be met. I know, I know, not as fun as asking for cab-over rear drive vans and station wagons. If you want that, you’re in the wrong place. -DK
With the introduction of the MKV Volkswagen Jetta, VW re-introduced the much-loved GLI as a full member of the range (rather than the late cycle special edition of the MKIV). But in Canada, it took the GLI a full model year to be introduced. Canadian customers got a model dubbed the 2.0T that featured the same 2.0T engine, a sports suspension and 17″ wheels. Among from the 2.0T were the the 18″ wheels, low profile tires, bodykit and plaid fabric seats, all of which came on the GLI. It was basically a “normcore” GLI, and it ended up being the car that replaced my father’s 2003 BMW 530i.
At the launch event for the Volkswagen Golf Sportwagen in Austin, Texas, a chat with one gentleman from Volkswagen AG turns to a discussion of old Saab rally cars and his affinity for Swedish cars. The future of Saab seems up in the air, but in his mind, Volvo’s is more clear-cut. “These next few months will be crucial,” he says, as talk turns to the launch of the XC90, “this is their last chance to turn things around.”
By the end of the event, I’m convinced that VW has built a better Volvo than Volvo itself.
If you listen to those who claim to love the Volvo 140, every example of the breed is extremely valuable and must be saved… and yet there’s a greater disparity between the Talking The Talk Quotient (TTTQ) and the Walking The Walk Quotient (WTWQ) seen among self-proclaimed Volvo fanatics than found among aficionados of any other marque. Yes, the TTTQ:WTWQ value approaches something like 100:1 when it comes to the poor old Volvo 140, a car whose basic design lived on well into the 1990s (in the form of the 140-descendent 240), and so almost none of these cars get rescued when they get down-at-the-heels (and the same goes for 240s). Here’s a San Francisco Bay Area 145 that shows signs of being well-cared-for during its first 15 years and then forgotten in a side yard for the following quarter-century. (Read More…)
In one of those confusing branding moves that’s up there with the baffling Toyota Corolla Tercel, Ford decided to name a Torino-based midsize car the LTD II while keeping the regular full-sized LTD. This went on for the 1977 and 1978 model years, and then for 1979 the “big” LTD went to the Panther platform and sold alongside LTD IIs for that year. Why? Well, that’s like asking why Henry Ford II refused Soichiro Honda’s offer of cheap CVCC engines for the Fiesta a few years before! Anyway, here’s an extremely green first-year LTD II wagon (not a Country Squire, which was based on the larger “regular” LTD) that I spotted in Northern California a couple weeks back. (Read More…)
Commonplace as the Dodge Aspen was during the Middle and Late Malaise Era— you saw them on American roads in 1980 or so about as often as you’d see, say, Hyundai Accents today. The Aspen (and its Plymouth sibling, the Volaré) didn’t hold their value so well, and nearly all of them were crushed by the early 1990s. I photograph them whenever I see them, of course, but that isn’t often. In this series before today, we’ve seen this ’76 Aspen sedan, this ’76 Volaré sedan, this brown-on-beige ’77 Volaré coupe and this ’77 Volaré Premier wagon, and now we’ve got a mossy, lichen-covered Northern California Aspen wagon. (Read More…)
The collective distaste for the Mercedes-Benz CLA and GLA is known among the B&B and the wider automotive world – but now, Mercedes has dropped a collective bomb on the psyche of enthusiasts everywhere.
The popularity of the full-size station wagon went into steep decline during the course of the 1980s, thanks to competition from minivans and less truck-ish SUVs, and there wasn’t a particularly compelling reason to get a Mercury wagon instead of its near-identical, cheaper Ford sibling, so the 1979-1991 Mercury Grand Marquis Colony Park wagon was uncommon then and near-extinct now. I do see some Ford LTD Country Squires in wrecking yards nowadays— this ’86 woodie and this ’87 woodie, for example— but this Colony Park is the first I’ve seen in at least a decade. (Read More…)
Is it really necessary to beat the dead horse again? We know that enthusiasts love wagons, demand more wagons, praise wagons and don’t buy wagons. We should be lucky we have any wagons left in our marketplace. The Audi A4 and Subaru Legacy wagons gave way to the Allroad and Outback, two jacked-up, cladding-encrusted faux-crossovers that are really just wagons by another name. Volvo did the same thing too, axing the V70 wagon while retaining the XC70. And then they relented.
This is the second time that Volkswagen has trotted out a butch-looking station wagon-on-stilts under the Alltrack moniker. The last version, a Passat, debuted at the 2012 New York Auto Show.
I’ve owned quite a few Tercel wagons of this generation (though most of mine were the common-in-California front-wheel-drive type), and I respect these things for their simplicity, cargo capacity, and reliability. True, they were underpowered and not exactly inspiring to drive, but they could be very lovable. Living in Denver, I see these cars just about every time I hit the junkyard, but mostly they don’t seem special enough to merit photographing. Realizing that this one is 30 years old, however, inspired me to pull out the camera. (Read More…)