In our last installment of Kia’s larger sedan history, we covered the midsize Credos. The Credos was an important first for Kia, as the first midsize the company produced where it had a bit of leeway with the design. Ultimately, the Credos hid its Mazda 626 bones decently well and did a good impersonation of a late Nineties Ford Contour after a refresh.
But just as Kia settled into Mazda platforms and designing their own sedans, the goalposts were moved courtesy of the 1997 Asian financial crisis. Kia was left without much money, and few options. We pick up there.
As we finished up our coverage of General Motors’ Turbo-Hydramatic family of transmissions, I asked which gearbox you might like to see covered next by Abandoned History. The comments honed in on Ford, and the various versions of the C family of automatics. Fine by me! Today we head back to the Fifties to learn about the genesis of all the Cs. It was the extremely Fifties-sounding Cruise-O-Matic, built with pride in Cincinnati, Ohio.
We arrive today at the fifth installment of our Rare Rides Icons coverage on the Lincoln Mark series cars. Thus far we covered the first Continental of the late Thirties, and Ford’s desire to go ultra luxury with the Mark II sold under the newly minted Continental Division. The Mark that debuted for the 1956 model year was Mid-century in its styling, built of top quality components, and constructed in a methodically controlled manner via a QC program that consisted of seven initiatives.
It was time to put the new Continental Mark II coupe on sale.
We return to the Ford Festiva once again today, as the subcompact Mazda-designed hatchback stormed North American shores. It did so wearing a Ford badge and a South Korean VIN, courtesy of a Kia factory. But North America wasn’t the only place it landed.
As we learned last time, the Festiva was built in several different countries and assumed many identities over an extensive history. The Festiva still has not reached the end of its life, but we’ll cover that in a separate article. We pick up today in North America, circa 1987.
Ford Motor Co. has decided to continue offloading Rivian stock, with the burgeoning electric vehicle manufacturer at roughly $24 per share. After divesting itself of 8 million shares earlier this month, Blue Oval sold another 7 million ahead of the weekend — leaving itself holding about 9.7 percent of the company.
With 86.9 million shares leftover from the sale, Ford remains a relevant stakeholder. However, investors are growing worried that the legacy manufacturer will continue dumping Rivian as a way of salvaging future losses. Ford, which previously owned some 102 million shares in Rivian, endured a massive $3.1-billion loss in its first quarter as the value of its investment in the company slumped. Worse still, investors are souring on tech and EV stocks in general.
General Motors, Stellantis, and Ford Motor Co. collectively decided to reinstate masking mandates in Michigan over the weekend — stating that the impacted factories were in areas with high levels of COVID-19.
The automakers had lifted mask requirements for employees after the backlash against government-backed restrictions and mandates hit a fever pitch in March. While protests had begun swelling by the fall of last year, the Canadian Freedom Convoy that was forcibility disbanded in February drew national attention to the issue. Despite Detroit manufacturers suggesting they would walk back restrictions (if the Centers for Disease Control and Prevention said it was okay) for months, ditching masks initially involved a series of stipulations about vaccinations and job titles. It wasn’t until public outrage spilled over into the real world that sweeping changes began to occur.
We return to our coverage of Kia sedans today and discuss a midsize from just prior to the flagship Enterprise we discussed last time. Kia offered the first midsize car to bear its branding in 1987 when it introduced the new Concord. Concord was essentially a broughamed, front-rear clip swap take on the GC platform Mazda 626. Mazda discontinued the GC 626 that year and immediately sold the platform and tooling to Kia. A couple of years later, the Concord spawned a lesser sibling called the Capital. Capital looked very similar to the Concord but sold to a more economically-minded customer with its much lower level of equipment and low-powered engines.
When the Capital finished up its run in 1997, it was replaced by a compact car Kia had on sale for a few years already: The Sephia. Sephia wouldn’t do for Concord-level customers though, and upon the sedan’s discontinuation in 1995 they were directed to an all-new Kia. The company was ready with its new midsize to bookend the Concord, and it went on sale the same year. Though the new car was again on a donated platform, it was the first time Kia had some leeway to design a midsize of their own. It’s time to discuss Credos.
We return to our Lincoln Mark series coverage today, in the midst of learning about the first Mark of the line, the Continental Mark II. The Mark II aimed to carry on the tradition set by the gracious Continental of the Forties, and take Ford to new heights of luxury, desirability, price (and thus exclusivity), and quality. The latter adjective is where we’ll focus today; it was certainly the focus of the folks at the Continental Division prior to the Mark II’s release.
We return to our Rare Rides Icons coverage of the Ford Festiva today. An important world vehicle for the likes of Ford, Mazda, Kia (and eventually many others), the Festiva arrived at a time when rear-drive subcompacts were being replaced by much more efficient models that were front-drive. And the Mazda-designed Festiva was certainly more efficient and more front-drive than the Fiesta it replaced.
Yesterday, we (and the rest of the Internet) brought you our drive impressions of the all-electric F-150 Lightning, putting it through its paces in a variety of typically trucky situations and finding it to be a largely familiar experience behind the wheel – albeit one powered solely by electricity. If part of the challenge in getting truck customers to make the jump to electric is convincing them the experience will not be totally alien, Ford’s approach with the Lightning will pay dividends.
Here’s the thing about most electric vehicles: That enormous battery deep within its frame can, with some creativity, be used for more than just shoving a 6,000+ pound pickup down the freeway. Ford has a few ideas – some of them slickly integrated into the truck and others costing thousands in expenditure to implement. Let’s dig in.
We’ve reached the end of the Nineties in Kia’s midsize-or-more sedan story. It was a time of modernization across Kia’s portfolio, and 1998 and 1999 were years of expansion in particular: Kia introduced an impressive nine all-new models across those two years.
For its larger sedan lineup, the dated Potentia (a rework of the Eighties Mazda Luce) continued on in its popularity in the South Korean market. Potentia was updated from its original 1992 looks for 1998. However, that same year Kia introduced a new large luxury sedan to its lineup. The company once again relied on friendly product partner Mazda. Let’s talk about Enterprise.
The words ‘all-new’ and ‘seismic shift’ are too frequently hurled around by those who peck their way around a keyboard between visits to shrimp-laden buffet tables. Still, when the country’s best-selling vehicle – the image of which is so closely tied to America that it might as well have a baseball hat and an apple pie in its glovebox – is fitted with an entirely new method of powering its way down the freeway and around job sites, even the j-j-jaded TTAC team will sit up and take interest.
Compared to other efforts in the electric pickup truck space, such as ridiculously angular examples loudly and annoyingly defended by fanbois jihads groups of rabid admirers, the Ford F-150 Lightning actually exists in vast numbers and is actively being cranked out of a factory near Detroit. There’s no shortage of vaporware in the EV truck segment, with numerous Barnum-like companies making grandiose promises amounting to naught, taking the hopes and cash of others down along with them.
With the F-150 Lightning, Ford is definitely *not* peddling vaporware. It’s here, it’s real, and we drove several examples last week in – where else? – Texas.
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- Ajla GM didn't do this even when Corvette sales and cocaine use were at their peak.
- Dwford How many more wealthy performance car buyers does Chevy think they can drag into their showroom full of middle of the road crossovers? I guess they will find out
- SCE to AUX It's been done before, with varied success:Ford --> LincolnHyundai --> GenesisGM --> XLR (Cadillac), ELR (Cadillac)VW Touareg --> Porsche CayenneI suspect GM is trying to avoid the Mustang fiasco (which is working for Ford, BTW), by not making the Corvette name a sub-brand - only its hardware.(In the Mustang's case, YTD 46% of "Mustang" branded vehicles are the Mach-E, but they share no hardware. GM's plan is much different and less controversial.)Back to the sub-brand: the XLR and ELR experiments were total duds, borrowing hardware from the Corvette and Volt respectively. Both sullied Cadillac's name - not Chevy's.
- Art Vandelay I don’t care what they do with the brand. But I do want to see how a mid engined platform spawns a 4 door and a crossover
- Varezhka If they’re going to do this, might as well go all the way and make it a standalone brand instead of a Chevy sub-brand. They already have a unique emblem, after all. Shouldn’t there be enough empty former Hummer, Saab, or Cadillac dealer showrooms to house them?