In our last Stutz entry, we saw the once famed luxury maker resuscitated by an entrepreneurial banker. Still headquartered in Indianapolis, Indiana, the newly renamed Stutz Motor Car of America, Inc. built a neoclassical coupe to excite lovers of polyester, personal luxury, and a mélange of styling cues from the Twenties and Thirties. The company’s first offering was the new Blackhawk, styled in a baroque Pontiac kind of way by Virgil Exner.
Recently on Abandoned History, we learned about the Colt, a captive import Dodge/Plymouth/Eagle/AMC/Renault sold courtesy of a badge swap on some compact cars from Mitsubishi. During that series’ tenure, one of our readers had a great idea: A separate Abandoned History discussion of the captive import trucks and SUVs in the Dodge portfolio. The time has come!
We started our coverage of GM’s Eighties and Nineties branding adventures last week, with the short-lived experiment that was Passport. The dealership network was an amalgamation of GM-owned or influenced brands from Japan, Sweden, and in the case of the Passport Optima, South Korea. Passport lasted from 1987 through 1991 before GM changed directions. In addition to axing an unsuccessful sales channel, Geo and Saturn cars had arrived during Passport’s tenure and made things more complicated. Let’s learn some more about GM’s Canadian dealership networks.
We pick up the Stutz story again today, as the super luxurious American brand went off to the automotive graveyard in the sky. Troubled by braking issues, dated product, and management keen to ignore the brand’s racing heritage, Stutz poured its limited development dollars onto delivery trucks and a rather sophisticated DOHC straight-eight engine. Both those developments were finished around the time of the Great Depression.
Unfortunately for Stutz, circa 1930 there was little demand for a new type of delivery truck, and really no demand at all for six-figure (adjusted) luxury cars. The company went bankrupt in 1937 and was liquidated fully in 1939. But the legendary name was not forgotten by certain people in Indianapolis who wore wide lapel suits.
Today’s Rare Ride was randomly mentioned among some other Lexus discussion on Twitter, and your author knew it immediately needed coverage here. This very special RX was conceived at a time when McCartney and Lexus were particularly chummy and financially interested in one another. Lexus worked up a bespoke special edition car as an homage to the legendary star. And though the resulting homage was even more cringe-inducing than its title might suggest, it was at least created for a good cause. You might say this particular Lexus RoX.
The recent Rare Rides Icons post on the 1990 Chrysler Imperial Super-K Gingerbread Cookie Edition generated a few comments not only about the subject in question but its four-speed UltraDrive transmission. It seems more than one of you wants a discussion – no – an essay on the UltraDrive. Wish granted! Here we go.
In the Eighties and Nineties, General Motors of Canada decided to try new distribution strategies for its imported cars. Like in the recent Dodge Colt series, General Motors had its own captive import cars and trucks that were manufactured by other brands. But because of dealership arrangements in Canada, GM took things a step further than Chrysler and established a separate distribution network for its imported wares. The efforts lead to the thrilling Passport and Asüna brands for the Canadian market. First up, Passport.
We arrive at the end of our Dodge Colt journey today. Colt started in 1971 as a cooperative program to provide Mitsubishi with a sales outlet in North America, and Chrysler with a compact and fuel-efficient car it didn’t have to design or build. Over the years the Colt evolved with the needs of the consumer and branched out into several different body styles.
Eventually, the tides shifted. Mitsubishi established their own dealerships in the United States (but not Canada) and started selling identical cars as were on Dodge/Plymouth dealer lots. Then, as Eagle came into being it also needed product to sell. Chrysler turned Eagle into its de facto outlet for imports and Mitsubishi cooperative products: Colts of regular and wagon persuasion became Eagles called Vista and Summit, in addition to their Dodge and Plymouth twins.
Last time we left our tale it was the dawn of 1993, and Colts were badged at Eagle dealers as a new generation of Summit. The Vista Wagon name was dead, now called Summit Wagon. Dodge, Plymouth, and Eagle dealers had an exciting new Colt as well! But it didn’t last long.
We’ve come to the end of our Cressida journey, and the short-lived fourth generation. Conservative and staid as ever, Cressida’s final entry was squeezed out of the lineup from above and below: The crushing weight of Lexus came down upon the late Eighties Cressida shortly after its introduction, while Camry smashed it from below. Put on your Urban Sombrero and let’s go.
Today we pick up our Stutz series once more, at the dawn of 1929. Stutz wasn’t in the best way at the time: Its vehicles, though very luxurious, were selling slowly, and were largely seen as behind the times with the luxury competition. Management had taken the company’s advertising in a new direction in the second half of the Twenties and was largely ignoring the company’s racing pedigree – the thing that put Stutz on the map.
There was no Bearcat in the company’s lineup, as wares drifted further from performance and more into elegance territory. And finally, given the company’s financial struggle and recent lack of interest in motorsport, the board room discontinued all support for racing activities in 1928. The sole promising source of money was the distribution rights for the Pak-Age-Car, which saw the delivery trucks placed alongside luxury cars in Stutz showrooms. Things went downhill further as the Great Depression loomed.
There has been much speculation over the past week regarding General Motors’ trademark application for a new Buick logo. Likely related to a swath of new EVs on the horizon (but not yet confirmed), the news fired up the old Abandoned History thought box. Why not take a look at all of Buick’s past logos? We began yesterday in 1903, and pick up today in 1942.
According to a recently filed trademark application, Buick’s familiar tri-shield logo may be going the way of the dodo. It’s been suggested the potential logo change is in pursuit of a revised image, in preparation for the Brave New World of EVs that Buick will soon unleash upon millions of eager customers. However, given the company has been around for over 120 years this is far from the first time Buick has swapped its badge.
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.
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.
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- Corey Lewis Priced about $7k too high, especially since the pano roof will leak water and it's now fully out of warranty.
- Dave M. I always jump right on it, safety related or not. I actually had one on my 2004 Saab (!) four years ago....I even got a free loaner out of it.
- Lou_BC I typically get them out of the way quickly. I didn't have any on my last truck. My ZR2 was issued a recall once the parts were in to install the heated seat module. I got that out of the way since it was a nice luxury for the start of winter.
- Spookiness Its on VWVortex, so you know it's overpriced. I do like these though. I think this generation is perhaps peak Golf. During the last year they were available, I considered both regular Golfs and the non-alltrack wagon. As always, my VW fever passed and I came back to my senses.
- ChristianWimmer The 240D was frigging FAST……compared to the base 200D and 220D models which we had in Europe. The 200D had 55-horsepower and the 220D had 60-horsepower. Later the 200D got a power boost to 60-horsepower which resulted in Mercedes axing the 220D. It was a 60-horsepower 200D which I once got to drive. The car belonged to a friend and had the manual transmission. 0-100 km/h according to Mercedes was 33 seconds. Ok, it was surprisingly agile - from 0 to 80 km/h (could keep up with modern traffic), BUT 80 to 100 km/h took forever! At 80 km/h and in the proper gear you could be flooring the pedal and the needle barely moved upwards. So I guess for a city vehicle or roads limited to 80 km/h it’ll do fine - and we have many such roads in Germany.