We rejoin the world of the Colt today, specifically the lineup on sale at various Dodge, Plymouth, and now Eagle dealers in the United States and Canada in the early Nineties. The addition of Eagle to Chrysler’s brand portfolio for the 1988 model year had a direct effect on the future of Colt: Almost immediately the Colt sedan was drafted onto the Eagle team, where it became the more expensive Summit.
Remaining as Colts in the US in 1990 were the hatchback and the dated Colt Vista and wagon. Canadians were offered the contemporary Colt sedan and hatchback, while the Colt Vista was sold over the border as the Eagle Vista Wagon. The Vista Wagon was accompanied in Canada by the old Colt sedan from the mid-Eighties, branded as Eagle Vista sedan and offered only as a very basic vehicle. We pick up at the beginning of the 1991 model year.
I am an optimist by nature. One must be, in order to be a lifelong Chicago sports fan — otherwise, the crushing realization that decades of failure are likely to be followed by a future that consists of more of the same might cause a person to take a one-way stroll into Lake Michigan.
I am trying to retain that optimism even as more and more evidence, both empirical and anecdotal, emerges that social media has warped humanity’s brains beyond recognition. I try to see some value in it — surely your second cousin twice removed would be unaware of your recent Jamaican vacation and how much fun you had YOLO’ing if you didn’t have a Facebook account, right?
Surely your 10 Twitter followers must know your thoughts on how to solve the morass in Ukraine, because you have figured out something that world leaders haven’t, and the world just has to know.
Today we find ourselves in the third installment of Toyota Cressida coverage. The first Cressida bowed in 1978 with curvy European styling influences and was a more luxurious take of the Corona Mark II with which North American consumers were already familiar. After a short run from 1978 through 1980, a second-generation Cressida was introduced for ’81. It pursued a much more traditional three-box sedan shape, and looked quite Japanese despite marketing statements about how it was “European looking.”
Under the conservative shape were a number of whiz-bang electronic features, all applied to an interior that was redesigned solely for the American market Cressida. The second Cressida was more successful than the first, and new tech features like electronic fuel injection made it more desirable. After another short model run from 1981 to 1984, it was time for the third generation Cressida. The new one in 1985 was even more conservatively styled than the two that came before it. Say hello to X70.
Last time on our Diamante coverage, we learned about the near-luxury sedan’s somewhat delayed introduction to America. In the two-year translation from a Japanese market car to an American one, Diamante lost the majority of its interesting and advanced tech features and adopted a cheaper suspension design. Today we’ll find out what happened when Mitsubishi pitched the new and de-contented Diamante against the Lexus ES 300.
Today is the third installment in our coverage of the Mitsubishi Diamante, the Diamond Star brand’s only luxury offering ever sold in the North American market. Part I introduced us to the Diamante via the Sigma. That fancy hardtop Galant gave way to the Diamante in 1992, based on an extended length Galant platform. The second-generation hardtop sedan and its wagon counterpart were finished for 1995 on dealer lots, though fleet buyers (which fleets though?) had a Diamante available to them in 1996. In 1997, Mitsubishi was back with an all-new Diamante and aimed even higher than it had before.
I was sitting in line for a car wash this morning, readying a test vehicle for photos, and since the line was long and moving slow, I started perusing Twitter on my iPhone while listening to the radio.
The same phone that was plugged into the Ford Maverick’s USB port so that I could run Apple CarPlay.
We return to our Imperial series again today, and the third installment on the all-new personal luxury coupe Lee Iacocca launched in 1981 to resurrect the historical Imperial name. Unlike every other Imperial to date, the new one was available only in two-door coupe guise. The new car had the dual mission of bringing luxury car credibility back to Chrysler, and grabbing some high margin luxury coupe sales from GM and in particular, Lincoln and the Continental Mark VI. We’ve covered the exterior and the underpinnings, so today we slide into the interior, which is most definitely not covered in Rich Corinthian Leather.
We pick up our Stutz coverage again today, in the mid-late Twenties. The company saw its financial situation worsen around the middle of the decade, just as it launched the new Vertical Eight series of cars. More expensive than ever before and more powerful, the new Stutz luxury motorcars weren’t without fault. Though superbly built, they had engineering issues with their hydraulic four-wheel braking system that the company couldn’t seem to sort out.
The brake issues damaged the company’s reputation but didn’t ruin it. And Stutz’s high-performance cars continued in their racing tradition with a second-place finish at LeMans. But Stutz was still losing money and needed to invest in new businesses and technologies to stay afloat. Let’s talk about delivery trucks and faux leather finishes.
In Part I of our Rare Rides Diamante coverage, we talked almost exclusively about our subject’s predecessor, the Sigma. Alternatively called Galant Σ, it was a hardtop luxury version of the standard Galant offered in the US market. It was dated when it arrived, too small, and not differentiated enough from the Galant to warrant its high price. U.S. customers mostly ignored it, and Canadians never knew it existed since they didn’t receive any Mitsubishis until 2002. Headed into the Nineties, Mitsubishi had no upscale sedan offering at all in North America, as the Galant was the firm’s largest car. That changed in 1992 with the arrival of the all-new Diamante.
The U.S. Environmental Protection Agency has opted to reinstate California’s ability to set tailpipe rules and zero-emission vehicle mandates that are more rigid than federal standards. After quarreling for years over the Trump administration’s decision to roll back Obama-era fueling standards deemed untenable, the Golden State now has the ability to once again make harder for its citizens by forcing them to purchase the kind of vehicles it feels they should be driving — rather than leaving it up to the individual that’s actually buying the car.
Though it might not matter at this point. While California effectively served as a defensive shield against proposed fueling rollbacks while Trump was in office, the Biden administration strategy is broadly in line with its agenda of making gasoline unappetizing to consumers to ensure a speedy transition to electric vehicles. California doesn’t even want people to have access to gas-powered lawn care equipment. The state has effectively served as a test case for Build Back Better since before the phrase passed through the lips of a single politician.
Just about every automaker has committed itself to going “all-electric” at some point in the next decade, and whether you think that’s a good thing or a bad thing, it means that the internal combustion engine (“ICE”, for the purposes of this article) is dead tech walking. Death and discontinuation are usually one-way tickets to the scrap heap for cars – but some cars are different. Some cars are special, and being made rare or obsolete just makes them more appealing.
The Great Jack Baruth once called this The Grand National Problem, and I think there are a few ICE cars out there that will be more appealing to car guys and gals than others in 20- or 30-years’ time. As such, I’ve taken some time to look at the automotive class of 2022 and pick my 5 future ICE Age Classics. Enjoy!
In Part I of this series we were introduced to Toyota’s Cressida, aka Mark II in almost every other market. A “new” model for the North American market, Cressida picked up where the Corona Mark II left off. The main reason behind the branding change was that Cressida had greater upmarket intentions than the Mark II. When it arrived for 1978 in North America, Cressida wore entirely different styling to its predecessor: Upright, formal shapes replaced the faster-looking curves of the Mark II. The conservative mid-sizer wore a Euro-inspired visage with many Jaguar cues, and the rest of the styling was a mixed bag of American and Japanese flavors.
But the first generation was not long for the world, and after just three model years Toyota released an all-new Cressida. This second edition stuck much closer to Toyota’s typical three-box playbook and added Eighties technology into the bargain. Time for X60.
When we last left off in the tale of Dodge, Plymouth, and Eagle’s various Colt branding adventures, it was the late Eighties. After a wave of modernization in 1984-1985 where the first Colt sedan appeared and the range extended into the larger and very forward-thinking Colt Vista, Mitsubishi got in on the Colt action and sold a hatchback with its OEM diamond star up front and Mirage lettering on the back. As the Nineties approached, it was time for a new generation of Colts, and more options from a hot new brand: Eagle.
Fuel prices have, like most other things, become totally ridiculous. In the United States, the average rate for a gallon of gasoline has eclipsed $4.00 for the first time in a decade. Though what’s probably the most alarming is how quickly it happened. Plenty of Americans could still find fuel for under $2.00 a gallon in April of 2020, meaning we’ve seen prices effectively double within two years in the United States. Meanwhile, European nations more accustomed to lofty fuel bills have been sounding the warning bells (especially in regard to diesel) for months.
Despite the issue existing long before Russia invaded Ukraine, the war has become the de facto explanation among politicians for why you had to swap to less-fancy dog food and off-brand soda to keep the truck gassed up. This is also influencing the government’s response to how to handle the present fuel crisis, which looks as if it’ll be getting worse before it gets better. But let’s take a look at how we got here before we dive into what’s being done (or not done) about it.
In our most recent installment of our long-running Imperial coverage, the Eighties dawned with a resurrection of the Imperial name and the debut of an exciting new personal luxury coupe. Chrysler’s new chairman Lee Iacocca was determined to recreate the runaway success he’d had at Ford with the Lincoln Continental Mark III. But that meant a simultaneous ask that luxury coupe buyers ignore the very recent financial troubles that plagued the Detroit automaker. And while the exterior of the new Imperial coupe was all bustleback and new angles, its platform and mechanicals were not quite as exciting. Let’s talk about Mirada, Cordoba, and the reliability benefits of electronic fuel injection.
On Tuesday, Rivian announced it would be increasing vehicle pricing by roughly 20 percent to account for higher inflationary pressures and higher component costs. It’s not the first electric vehicle startup to do so, or even the first automotive business that realized the hectic economic situation has created a window for expanding profit margins. But it was one of the few to get slapped in the face, metaphorically, after trying to get away with it.
Shares of the company began plummeting almost immediately as it endured widespread criticism, then people started canceling reservations. The plan would have made the $67,500 Rivian R1T electric pickup an $80,000 vehicle, while Rivian would have tacked on an additional $10,000 to the R1S SUV for a new ballpark total of $85,000. This included preorders, which would help to explain why everyone went bananas. But that particular aspect of the plan has been abandoned in an effort to save face and money.
Stutz Motor Cars was subject to multiple successive changes in both fortune and direction early in its existence. Founded in 1911 based on racing success at the inaugural Indianapolis 500, by the middle of the decade Stutz had its IPO on the New York Stock Exchange. While the company’s sales increased, by the end of the decade it was without its founder and embroiled in a stock cornering scandal. Though it was delisted from the NYSE circa 1921, Stutz kept on selling the luxury cars for which it had become known. We pick up in 1926, as Stutz hit a sales high but was on the precipice of a big tumble.
It’s that time of year again, when many of you will file your taxes and get back a bunch of money. Some more than others, of course, and probably not enough to buy the sort of car you probably want, but could it be enough for a down payment? That sounds about right – and, if you’re anything like me, you’re about to make a very bad decision.
Why are you making a bad decision? Because you’ve said the words, “ Why would I buy a new Accord when I could get a used [insert German sports sedan] for the same money?” out loud, and sort of believed it. If only a little.
Or, I dunno. Maybe you’re smart. If you are, sit back, get set for some Schadenfreude, check out some of the ridiculous cars we dumb people will be spending our tax money on/ruining our lives with once the H&R Block check hits.
Rare Rides Icons has featured much Japanese sedan content lately, including the mid-Eighties sedan mainstays and most recently a series on the luxurious and conservative Toyota Cressida. However, there’s a mainstream Japanese brand (or two) yet to be included in our sedan considerations. One of them is Mitsubishi, and today we’ll discuss the only true upmarket product the company ever offered in North America. It’s Diamante time.
Our recent Rare Rides Icons coverage of the main quadrant of mid-Eighties Japanese family sedans ( Camry, Accord, Maxima, 626) brought another sedan to mind. Boxy and conservative, it was an upscale offering at a time when Japanese luxury brands simply did not exist. The sedan in question was popular enough for Nissan to target it directly with their Maxima. Presenting the Toyota Cressida, a comfortable luxury experience.
In our last Imperial entry, we found the brand’s run came to an end. In production since 1926 and an independent brand since 1955, the Imperial fizzled out to nothing after 1975. Chrysler closed its luxury Imperial division, and the once proud two- and four-door Imperials were stripped of some standard features and rebranded into the Brougham trim of the New Yorker. The Imperial name had come a long way from its beginnings as a super luxurious coach built car for the wealthy, and ended up as a slightly nicer New Yorker with more formal front and rear clips. But 1975 was not the end of the Imperial’s story, as a particular Chrysler CEO had big Imperial aspirations. To get to that point for Imperial, let’s talk about Ford.
By the early Eighties Chrysler was deep into its product partnership with Mitsubishi, which in North America was most visible via the mutually beneficial Colt. A lineup of rebadged Mitsubishis, the Colt expanded from its rear-drive beginnings in 1971, morphing into a rear- and front-drive mix by the end of the Seventies. In the earliest part of the Eighties, the line was consolidated into a single front-drive hatchback model. Around the middle of the decade, it was time for a fifth-generation Colt and some more lineup expansion. But this time, Dodge and Plymouth dealers wouldn’t be the only ones selling a Colt.
We pick up the Stutz story once again today, at a turning point in the brand’s history. Though its foundation as Ideal Motor Car Company was only a few years prior in 1911, by 1919 big changes were afoot at the company. Disenchanted that he’d lost control of his company when he sought outside investment capital, Harry C. Stutz departed his own firm in July of that year. He took with him the other remaining founder, Henry Campbell. Control of Stutz Motor Cars fell to its primary investor; the man who’d been running the company since the IPO in 1916: Allan A. Ryan.
We return to the saga of GM’s High Technology engine today, after taking a diesel detour in our last entry. Concurrent in the High Technology engine’s timeline, the Oldsmobile diesel’s failure was quick, but certainly not painless. It put the majority of American consumers off the idea of a passenger car equipped with a diesel engine. And by the time GM pulled the diesel from its various brand lineups, there was a strategy change over in HT4100 land: Not calling the engine HT anymore.
We return to the Imperial story once more today, at a worst-ever moment. The year is 1974, and the future is bleak for the large prestige car. The economy is down, fuel prices are up due to a recent oil crisis, and the market’s trend is toward front-drive vehicles and sedans of a smaller size. What was Chrysler to do with its flagship Imperial in that sort of environment? Kill it off, that’s what.
The PU11 Nissan Maxima was among the Japanese sedans to experience a complete identity shift in the mid-Eighties. Nissan was rebranding itself from a discount Datsun identity and took Maxima upmarket. Packed with technology and on its way to the 4DSC identity that defined the model, the Maxima deserves a place at the table with the V20 Camry and CA Accord. Let’s get technical.
After Mitsubishi vehicles made their way to Dodge and Plymouth dealerships as the Colt in 1971, Chrysler expanded the fledgling model’s lineup quickly. Nine years after its introduction, the third generation Colt offerings (two different Mitsubishi models) were being discontinued. Accompanying the old Colts on the lot were all-new ones, though old and new alike were sold as ’79 model year cars. It’s Twin Stick time.
From humble beginnings in the rural farmlands of Ohio to the bustling city that was Indianapolis, Harry Clayton Stutz made his way through a winding career path to found the Ideal Motor Car Company in 1911. Ideal’s first product was the Bearcat, a sporty open-top two-seater that Stutz designed himself in just five weeks. After racing at the inaugural Indianapolis 500, Stutz took his racer and made a couple of minor edits, then put it into passenger car production. However, Stutz was a tinkerer first and foremost, so he began to revise the Bearcat almost immediately.
Whether the truckers who’ve shut down parts of Ottawa, Canada and the Ambassador Bridge between Detroit, Michigan and Windsor, Canada, are winning the debate over vaccine mandates or not, I suspect they aren’t winning the hearts and minds of some people they might otherwise be able to convince to support them.
The Freedom Convoy that originated in Canada last month has gained an incredible amount of momentum, garnering loads of support from citizens around the world. Sympathetic protests seem to be erupting everywhere while the original group of truckers remains planted on the streets of Ottawa to demand an end to government mandates. But honking at Parliament Hill for two weeks was only a portion of the convoy’s grand strategy.
Large groups of truckers have broken off to create blockades at meaningful border crossings, gaining control of North America’s already ailing supply lines. The most recent example resulted in the taking of the Ambassador Bridge in Detroit, an essential trade crossing for both the United States and Canada. Truckers have held the bridge for five days and automakers have begun announcing shutdowns due to supply issues. Meanwhile, the Canadian government has begun discussing an end to lockdown measures after failing to stop the protests and other nations appear poised to follow in its footsteps.
As you might be aware, Thursday was the first day of media previews for the 2022 Chicago Auto Show. Both editor Tim and yours truly are in attendance – Tim’s a local, and I really needed a few days away from the day job. I can’t, however, shake the feeling that the entire show is on something resembling life support. Beyond that, I wonder if my impressions of the show are a metaphor for the auto industry in total.
Today’s Rare Ride represents the rarest subset of a vehicle that was for most, an afterthought. A sporty coupe ignored in its day, the MX-6 was by most accounts a handsome car that was fun to drive. Particularly elusive is the MX-6 behind today’s article. It has a manual transmission, is turbocharged, and has four-wheel steering. Could it be any cooler (Chandler voice)? Let’s find out.
The New York Times often gets unfairly criticized, usually by readers who have their own political biases (right and left), but sometimes the criticism lobbed its way is not only very fair, but accurate.
And when it comes to autonomous driving, the vaunted Times has stepped in it, big time.
We return to the Imperial’s saga once again today, at a very low point for the brand. Though the Fuselage Look of 1969 had propped up Imperial’s sales and generated consumer interest, sales were in decline after the ’69s debut. Chrysler put less and less money into its flagship, as parts sharing increased while options and trims did the opposite. There was a second version of the Fuselage Look for 1972 that showed as longer, lower, and heavier than ever before. And though the new metal buoyed sales slightly, the U.S. car market as a whole saw record sales in 1972 and 1973. 1973 was the last such record year for America, and it coincided with the last Fuselage Imperial. Chrysler had a decision to make about its flagship brand.
Last week, Nissan – as part of the Renault Nissan Mitsubishi Alliance – announced an ambitious plan to invest 23 billion Euros in new products, starting with the all-electric Nissan Ariya crossover and compact Nissan Micra, as well as a commitment to developing a new type of solid-state battery that could rocket the company back to the forefront of the electric car market in a way that it hasn’t been since the original Nissan LEAF went into production all the way back in 2010. It was a bold statement of intent, but one that begs the question: Can Nissan pull it off?
Much like the V20 Toyota Camry covered by Rare Rides recently, Honda’s CA generation Accord was a big, important step forward for Honda’s mainstream sedan. Designed for a global market and manufactured in many different countries, the CA Accord put the nameplate on the minds of many a middle-market American consumer. Let’s take a trip back in time, to when cars were still square.
In today’s edition of Abandoned History, we return once more to the late Seventies engines of General Motors. After the disaster which was the V8-6-4 and the subsequent release of the quite flawed HT4100 V8, we take a sidestep today into diesel. Time for a turn with the cost-cut cast iron Oldsmobile oil burner that accompanied the troubled gasoline engines at GM dealerships across the country.
Tesla and its boss, Elon Musk, stepped in it again this week.
As we reported the other day, Tesla faced a recall of 54,000 vehicles because the company had programmed its Full-Self Driving software to allow rolling stops.
Despite the automotive industry collectively promising to commence deliveries of self-driving cars in 2019, autonomous vehicles have remained test platforms for technologies that don’t yet seem ready for mass consumption. Public perception of the concept has also endured a few setbacks after several fatalities involving partially autonomous vehicles received national media attention. Today, the relevant technologies have failed to mature as swiftly as indicated and there are a whole host of legal ramifications to contend with.
Selling an automobile that’s marketed as being able to drive itself (even partially) are exposing automakers to a whole new demographic of lawsuits, so they’re desperate to install failsafe measures that places the onus of responsibility back onto the driver. Their current favorite is driver-monitoring cameras, which the American Automobile Association (AAA) likewise believes are probably the best solution. The outlet recently shared the results of a study attempting to determine which driver-engagement systems worked best and decided that in-cabin cameras were the leading choice in a batch of bad options.
In our last installment of the Imperial saga, we worked through the earliest years of Chrysler’s Fuselage Look era. The Imperial wore its hefty new styling well, even though it shared more parts and even body panels with Chrysler’s lesser New Yorker. Although the new looks were a sales hit in 1969, customers who wanted a Fuselage Imperial bought one immediately. By 1971 things were much grimmer. Imperial was relegated for the first time to a singular trim: LeBaron. A sign of the times, the brand was no longer advertised separately in marketing materials, but alongside Chrysler’s other offerings as “Imperial by Chrysler.” However, for 1972 it was time for a big update, as Chrysler tried to bump up the Imperial’s seriously sagging sales.
We finish up our Rare Rides Icons coverage of the AMC Matador today by spending some time abroad. The Matador maintained a few different passports as it donned new branding and nameplates for its various international adventures. And unlike many domestic cars of the period, AMC saw sales success when its midsize arrived in other markets.
In our last edition of Abandoned History, we covered the years leading up to the release of the Cadillac High Technology V8. Used almost exclusively in 1981, the disastrous V8-6-4 had a primitive engine management system that could deactivate either two or four cylinders on Cadillac’s traditional V8. And while the idea was sound, the technology and engineering behind it were not. Cadillac was left in a bind and needed a replacement engine immediately. But the engine of choice was not finished, and not ready for primetime. Ladies and gentlemen, welcome the medium-rare HT4100.
Today’s Rare Ride was a single-year offering at Buick; it came and went in 1958. As General Motors reworked its large car offerings that year in response to styling changes at one of its biggest competitors, it reintroduced a historical nameplate at Buick: Limited.
We entered the Fuselage Look era of the Imperial in our last installment, as Chrysler shook off the conservative and upright styling its flagship brand wore prior to 1969. Prices were notably slashed and quality suffered as Imperial shared body panels with its Chrysler siblings, incidents that in previous decades would’ve been out of the question. We pick up in 1970, for the second year of the C-body Fuselage Imperials.
The Insurance Institute for Highway Safety (IIHS) has said it is developing a new rating system to evaluate the existing safeguards found inside vehicles equipped with partial automation. Considering how commonplace advanced driving aids have become, you might be thinking this was long overdue. However, insurers were blindly praising advanced driving suites a few years ago — until they actually started testing them in earnest.
As luck would have it, there’s been mounting research supporting claims modern automotive tech encourages drivers to tune out and become distracted. While this wouldn’t be a big deal if the relevant features all functioned perfectly, the reality is that most are far less effective than advertised and practically all of them run the risk of being completely undone by inclement weather or poor lighting. Confusingly, the IIHS believes the best solution here is to make sure systems constantly monitor the driver to ensure the driver is constantly monitoring the system.
Chrysler had its first involvement with Mitsubishi Motors Corporation in 1971. With a considerable stock purchase by Chrysler, the two companies’ long-lived captive import cooperation began. Introduced immediately to Americans in 1971 as the Dodge Colt, the nameplate was on its second generation by 1977. We pick up in the middle of that year, as third-gen Colts started to arrive from Japan. In the unusual arrangement, brand new (and differently sized) Colts were sold alongside second-gen Colts during the same model year.
A new survey from Cox Automotive is suggesting that people are relatively pleased with their trips to the dealership these days — at least compared to the last few years. According to the team that’s been crunching the numbers over at Automotive News, “Buyer satisfaction with the shopping experience from the research stage through delivery dipped to 66 percent in 2021.” Back in 2020, respondents claimed they were happy 72 percent of the time. But in 2019 Cox was only getting 60 percent of shoppers to say they had an okay time buying a vehicle.
The uptick in 2020 is obvious. Showrooms were devoid of customers, production shortfalls hadn’t yet become the norm, and dealers were selling just about everything at a discount — keeping prices low until 2021 sent them into the stratosphere. However, the outlet still framed it as a win against 2019, suggesting that consumers are more satisfied with their shopping experience than before the pandemic. It also claimed that people who purchased vehicles online, the no-haggle alternative to going to a dealership to argue in a small room, tended to be happier overall.
We left off in Part II of our AMC Matador coverage during the model lineup’s second year on the market. The Matador was working overtime by 1975, as AMC marketed their largest car to the intermediate and large car buyers. Unfortunately, things only went downhill from there.
A modern and efficient V8 of 4.1 liters, the HT4100 was the exciting way forward for Cadillac’s propulsion needs in the early Eighties. The engine came hot on the tail of a very iffy cylinder deactivation experiment, V8-6-4. Unfortunately, just like the cylinder games before and the Northstar after, the HT was plagued with issues that took years to iron out. The HT in its name meant High Technology but could’ve meant Halfway There. Let’s travel back to the Seventies and talk cylinders.
As we make our way into the 12th installment of Rare Rides Icon’s Imperial coverage, the third generation 1967 Imperial became the shortest-lived in the nameplate’s history. After the decade-long reign of the D-body, Imperial switched to the unibody C platform to cut costs, and move on from dated body-on-frame underpinnings. But it was an odd time to introduce a new car, as the C-body was no spring chicken when the Imperial debuted. More importantly, Chrysler was on the cusp of an entirely new styling direction: The Fuselage Look.
For over 20 years Chrysler offered various Mitsubishi offerings as rebadged captive import vehicles in the North American market. For a handful of years, a Colt at your Chrysler-Dodge-Plymouth-Jeep-Eagle-DeSoto-AMC dealer was the exact same one you’d buy at the Mitsubishi dealer across the street. Let’s take some time and sort out the badge swapping history of Colt.
After a tough couple of years, consumers went into 2022 hopeful that unhinged automotive pricing and lean dealer lots would be a thing of the past. However, analysts and industry groups have gone from being cautiously optimistic just a few weeks ago to fairly sullen about the prospects of North American shoppers locating anything that could be considered a square deal.
Goldman Sachs recently issued a report that attempted to encapsulate the whole picture, citing sustained congestion at the ports, pandemic-related factory closures, market inflation, millions of people just dropping out of the workforce, and continued complications stemming from the semiconductor shortage. It estimated that vehicle pricing would fail to go down — and may even pitch up in the first half of 2022 — until all of the above issues have been addressed. But it was hardly the only group chiming in or suggesting that the hard times could last through 2023, as the goalpost for what should be deemed acceptable is moved yet again.
AMC introduced its new Matador lineup into the very competitive intermediate (midsize) car market in 1971. It was a time when the company was making advances in build quality, streamlining, and an industry-leading all-encompassing warranty. And though the Rebel by any other name was selling decently, it wasn’t grabbing market share as AMC expected. Especially lackluster were sales of the Matador Coupe, a body style that was the top seller amongst its domestic competitors. As 1974 approached, AMC prepared to make some big changes to Matador, and introduce an all-new two-door.
Rare Rides Icons: Arrol-Johnston, First Four-wheel Brakes and Inventor of Off-road Vehicles (Part II)
In our introductory article on historical Scottish car maker Arrol-Johnston, we covered the company’s 1895 inception, its invention of four-wheel automotive brakes, and the financial difficulties that led it to become a subsidiary company under steel magnate William Beardmore. Today we finish with the brand’s rise to luxury and rather rapid demise.
Today we conclude the story of Isotta Fraschini, a company that started as a simple import business but rose quickly through racing successes to become one of the most highly regarded luxury car makers in the world. In our last entry, the Great Depression finished off IF’s last passenger car – the 8B – in 1934. Afterward, the company moved on to heavy truck manufacture alongside its marine and aeronautical engines. Said trucks were still in production when Isotta Fraschini launched a grand final attempt at a return to the luxury passenger car market.
Historically speaking, the handicap accessible vehicle market in North America was catered to by aftermarket companies, who’d convert standard passenger vehicles (usually larger vans) to be accessible. But in the early 2000s, a couple of entrepreneurs had a new idea: A commercial vehicle designed from the get-go as accessible. Let’s talk about the Vehicle Production Group, it’s a bit of a wild ride.
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- Kwik_Shift One day I'll bring myself around to trying one of these out, with manual transmission. They look fun.
- Zipper69 It worked in London, because the center of that city is a medieval layout ON TOP of a Roman layout, both designed for horse drawn traffic.Manhattan's grid and the available public transport options are a different matter.
- Jkross22 To give a sense of priorities, Oakland has had a 50% jump in car thefts from last year. 40 cars per day are stolen in Oakland. Also in Oakland.... the city has a shortage of 911 operators so if/when you call, you're SOL. That is because they are saying no one is applying to the open 911 jobs. When an audit was recently done, over 1000 applicants applied to the 911 jobs, but no one had contacted them. Any of them. HR still earns the term "human remains". After Xi Xingpeng returned to China from his SF visit, all of the homeless people returned to the streets of San Francisco. They were all magically whisked away for his visit, something our governor was quite proud of doing. Makes you wonder why SF residents can't get that kind of treatment everyday. With all of the big problems solved, CA reps can focus on the real problems in the state.... making those MAGA rural volleyball team buses go all electric no matter whether EV buses make sense or not. And this guy wants to be president.....
- Kjhkjlhkjhkljh kljhjkhjklhkjh Dear whiny people .. keep a small number of diesel busses. replace the rest .. my god people like sticking poles in their own bike spokes...
- Canam23 I moved to Los Angeles in 1968 and the air was barely breathable. Thanks to the mandating of pollution controls and the work of the Air Quality Management District, it's 100% better today. When the first pollution targets were set in the 70's, Detroit moaned that it would be impossible to achieve, meanwhile the Japanese sat down and figured out how to do it. As a result of the constant strengthening of the anti pollution laws, our air is much less dangerous for our children. Furthermore, engineering has now created very clean, powerful and efficient engines. So Stellantis, I'm not buying it.