1970s Cars Archives - CARS // MOTORBIKES

Costin Amigo

Frank Costin – creator of the Amigo – was an automotive pioneer. That said, he learned a lot of what he knew from the aircraft industry. He had been a top aeronautical engineer in his time. In the Fifties, Costin shifted his skill-set to motor racing. Lotus and Vanwall benefitted directly. Indirectly, the ripples of his expertise spread far wider. When Frank Costin met Jem Marsh, they founded sports car maker MarCos. The marque had a unique take on English eccentricity. That was fully in keeping with Costin’s character. An out and out maverick, he did things his way. That certainly extended to his cars’ construction. Costin liked wood. The chassis in Marcos’ first sports cars were made from laminated marine plywood.

In time, Marcos moved to more orthodox chassis. That was probably partly as a result of Marsh’s input. Costin, though, was still a believer. He sought backing to build a car of his own. Enter the Costin Amigo! Its monocoque frame was forged from, yes, plywood – albeit with strengthening pine strips bonded on. The chassis’ light weight was echoed by a glassfibre body. The latter was sublimely smooth – both of shape and finish. Visually and aerodynamically, it cut straight to the chase.

The Amigo’s engine, drive-train and suspension were sourced from the Vauxhall VX4/90. Indeed, the Amigo was built close by Vauxhall’s Luton HQ. Fittingly – given Costin’s former employment – it was at an airfield. And the Amigo’s performance was jet-plane impressive. Top speed was 137mph. Handling was high-calibre. Design-wise, only the spartan interior let the side down a tad. It certainly contributed to the Amigo’s woefully low sales. A scant eight units were shifted. To be fair to the Amigo, had Frank Costin been more of a marketing man, it might have helped. To be fair to Frank Costin – engineering was all he knew. Anyway – the Costin Amigo story was richer than that of many cars that sold a thousand times more. Not that the bank manager would have seen it that way!

Ford Escort RS

For many motorists, the Ford Escort RS was a must-have. Especially when sporting ‘go faster’ stripes, it ticked all the right boy racer boxes. RWD – plus light bodywork – were just the ticket … sometimes literally! Starring in Seventies TV show The Professionals bolstered the Escort’s hard-hitting image. As well as doing its sales figures no harm at all!

The RS, though, was more than a rocketship roadster. It doubled up as a top-flight rally car. The Mexico model marked Ford’s win in the London to Mexico Rally. The smaller RS1800 version was still ultra-competitive. With its twin-cam motor – and all round disc brakes – many an owner took to the stages. On the road, too, it did not disappoint. An X-Pack of optional extras saw to that. Between its nose and the tarmac, the RS2000 sported a ‘droopsnoot’ – a polyurethane spoiler/air dam. It cut drag, according to Ford.

Technologically, then, the Escort impressed. Certainly, its suspension was on solid ground. A set of MacPherson struts sorted the front. A live axle – on leaf springs – looked after the rear. The Escort’s monocoque steel shell could be strengthened. Its in-line four engine produced 86bhp. Top speed was 103mph. Later versions upped both stats. The gearbox was 4-speed manual. As ’70s interiors went, the Escort’s was slick. An array of dials, bucket seats and a sports steering-wheel all helped with harum-scarum high-speed shenanigans. Which – if you had bought a Ford Escort RS – was what you wanted!

BMW M1

The BMW M1 was race-based, to its beautifully-conceived core. It was made – by BMW Motorsport – as a response to the Porsche 935. BMW’s CSL was by then past its sell-by date – and struggling to keep up with the Porsche. That was in the Group 5 Silhouette series. From BMW’s point of view, the gap needed to be closed – lest race losses lead to the same on the balance-sheet! Cometh the M1 – and its M88 straight-six motor. The M1 was the first BMW roadster to be fitted with this race-bred powerplant. The cast-iron bottom-end was sourced from the BMW parts bin. In every other respect, it comprised state of the art engineering. The 24-valve twin-cam head was chain-driven. The crankshaft was fashioned from forged-steel. The M88 had longer conrods – and a race-derived dry sump. It was fed by Kugelfischer-Bosch indirect injection. The net result was a top speed for the M1 of 161mph. BMW were back on track!

Group 5 homologation made the M1 roadster resemble its racing counterpart – within reason, at least. 400 road-going ‘equivalents’ were required to be built, before the M1 racer be given the keys to the grid. Unfortunately for BMW, by the time the M1 was ready to go racing, the homologation rules had changed! The stipulation now was that 400 cars already have been sold. That threw a giant-sized spanner in the works – since that was liable to take a while, even for a company with the cachet of BMW. By the time it had complied with the new regs – in ’81 – the M1 was no longer competitive! Not at the racetrack, that is. On the road, it was more than a match for most of its rivals. A tubular steel chassis – and mid-engined layout – provided near-perfect handling. The ride was comfort incarnate. Initially, Lamborghini had been asked to design the chassis. Mounting financial woes, though, at the Italian marque, meant BMW sorted their own chassis, in the end. Once done, a 5-speed ZF trans-axle transferred 277bhp to the tarmac. Massive vented disc brakes retarded the M1 with aplomb.

The M1’s looks were overseen by Italdesign. The agency would, however, have been first to acknowledge the debt owed to the BMW Turbo – the prototype by Paul Bracq. Between the pair of them, the M1 was a masterclass in supercar styling. It was built in both Germany and Italy. Indeed, it may be said to have embodied the best of both realms. For all that, a mere 450 M1s were manufactured. A harsh critic, then, might judge it a failure. After all, it was no great shakes, either at circuits, or in showrooms. Saying that, the BMW M1 was still a hugely impressive sports car … which surely smacks more of success than failure!

Aston Martin Lagonda

There was little doubt which car was the star of the ’76 Earls Court Show. The Aston Martin Lagonda fired up a furore of excitement around its stand. 170 orders were placed, there and then. Aston – still reeling from recent travails – were on cloud nine. Then the problems set in! The Lagonda sported futuristic looks – designed by William Towns. His cutting edge styling included not just the exterior lines, but the cabin area, too. A digital dash – and touch-sensitive controls – seemed straight out of Star Trek. But, this was ’70s Britain – not ’90s Silicon Valley. Technical gremlins surfaced from the get-go. As a result, the Lagonda’s launch was delayed three years. By the time it was finally released, its price tag had risen to £32,000. Aston thanked their lucky stars that it was still in demand!

In terms of traditional engineering, the Lagonda was fine. Its chassis was an updated version of a tried and tested set-up. Suspension, too, had been seen before. Following a few tweaks to sort an increase in weight, ride and handling were spot-on. Press reviews were upbeat. The Lagonda’s engine, especially, was praised. Its 5.3-litre V8 – with quad-cam layout – made 340bhp. Top speed was 140mph. That was impressive – for a saloon car weighing nearly two tons. Transmission was 3-speed auto.

Ultimately, the Lagonda was all about leisure. Avant-garde though it was, it also harked back to a more luxurious past. On its launch, then – in ’79 – Lord and Lady Tavistock were first in line. Air conditioning – and electric seats – came as standard. Coachbuilders Tickford turned out three stretched Lagondas – complete with colour TVs. But, for all of its state of the art buzz – and genteel pretensions – the Lagonda did not sell well. By the end of its run – in 1990 – a scant 645 cars had been built. It had signally failed to back up the hype – commercially-speaking, anyway. The high-tech teething troubles had not helped. In that regard, however, it paved the way for cars to come. At the time, though, Aston Martin’s Lagonda bit off more of the future than it could comfortably chew!

Citroën SM

The SM was almost as much Maserati as it was Citroën. The late Sixties saw the French manufacturer also at the helm of the iconic Italian carmaker. Indeed, the SM was the first showpiece from the new automotive ‘double act’. And, it was a best of both worlds scenario. Citroën’s slick, slippery shape was mated with Maserati’s expert engine know-how. The nose – with its panoply of lights – was deftly faired in behind a slender strip of glass. At the back, a sweetly-styled hatchback sloped gently down to the rear light cluster. Between the two were some of the most eye-catching lines ever to grace a Grand Tourer. Indeed – for budding designers – the SM’s window geometry alone warrented close scrutiny!

Power was provided by a scaled-down version of Maserati’s four-cam V8. The resulting V6 had a capacity of 2.7 litres. There was a good reason for such precision. French tax rules hammered engines over 2.8 litres. The ‘micro’ Maser motor delivered 170bhp. That still made it good for 140mph. In keeping with Citroën tradition, the SM was FWD. To enable that, the gearbox/transaxle sat fore of the front-mounted motor. Citroën’s self-levelling hydro-pneumatic suspension saw power to road, in safe and seamless style. Ultimately, that was the SM’s trump card. The union of French and Italian technical excellence meant the ride stayed serenely smooth – whatever the speed. And – when it came to the latter – Maserati had made sure there was plenty of it!

Classic car though it now is, in its day, the SM felt futuristic. The switches and dials on its expansive dash were impeccably avant-garde. And, the single-spoke steering-wheel would have worked in a lunar landing module! Exterior lines, too, were ahead of the game. The SM’s launch-date, though, proved to be its undoing. Released in 1970, it was just in time for the ’73 oil crisis! With a lowish 18mpg fuel economy, the SM was dead in the water from that point on. Which was doubly sad – because, until then, SM business had been brisk. French drivers had gorged on the first luxury GT car since the Facel Vega Facel II. Citroën did what they could to stem the tide, sales-wise. Subsequently, an SM model was offered with a 3-litre injected engine. Plus, optional auto transmission. All that incurred an upwardly-revised price tag, of course. If Citroën hoped those with deep pockets would save the day, it was not to be. When the plug was finally pulled – in ’75 – just shy of 13,000 SMs had been sold. Not great – for one of the world’s leading manufacturers. Shame, really – since, for a few short years, the Citroën SM showcased European collaboration at its best. An exquisite mix of French/Italian style and technology!

Lotus Elan Sprint

The Elan was launched in ’62. Lotus – based at Hethel, in Norfolk, England – instantly joined the ranks of quality sports car manufacturers. Petite though it was, it packed plenty of muscle. Beneath its lightweight glass-fibre skin, both engine and chassis were rock-solid. Acceleration was searing, handling supple, the ride comfortable. In short, Lotus had hit the automotive jackpot!

The Elan’s power was produced by a twin-cam in-line four. The Ford motor made 105bhp. Top speed for the Elan was 115mph. It was fitted with a 4-speed ‘box – also sourced from Ford. That all sat within a taut and tidy Lotus chassis. The frame was steel backbone. Suspension featured coils and wishbones up front – with Chapman struts and lower wishbones at the rear. Triumph provided the steering rack. Steel wheels were centre-locking. All four were stopped by Girling disc brakes.

Lotus’ Elan Sprint arrived in ’71. As its name suggested, it took the standard Elan’s performance up a gear. Key to that was the Sprint’s big-valve cylinder head. It had been expertly fettled by Tony Rudd. He and his team upped the output by 25% – to 126bhp. The new motor was more oil-tight, too – and quieter. It was attached to a set of Weber carburettors. The Sprint marked a turning-point. From then on, Lotus began to move more up-market. In so doing, it slid ever further from its kit-car roots. The Elan remained in production for ten or so years. During that time, it helped turn Lotus into a serious player in the sports car business!

BMW 2002 Turbo

Sadly, the BMW 2002 Turbo was not a success in the showrooms. To be fair, it never really stood a chance. In ’73, petrol-pump prices almost doubled – because of the OAPEC fuel crisis. Motorists panicked. The 17mpg 2002 Turbo never stood a chance. BMW became very anxious, very quickly! In only the second year of its production run, the 2002 Turbo was dropped. Just 1,672 cars had been built. Bad luck, basically! In different economic circumstances, the car could have been a best-seller.

The 2002 Turbo was inspired by a BMW works racer. Its raison d’être was to breathe life back into BMW’s entry-level saloon car slot. To that end, the Turbo’s top speed stat of 130mph was bang on the automotive money. Peak output was 170bhp. The 2-litre 4-cylinder engine was fuel-injected. And was kitted out with a KKK turbocharger. At low to medium revs, there was little to split the Turbo and standard version 2002. That all changed, though, at 4,500rpm. When the boost kicked in, you knew about it. Thankfully, the Turbo had been prepped for the extra stress. It had beefier driveshafts and bearings than standard. Suspension spring rates were wound up. Bilstein dampers were fitted at the back. Anti-roll bars were fitted, fore and aft. Wheels were fat Mahle alloys – shod with Michelin XWX rubber. The front two were stopped by 4-pot ventilated disc brakes. Big drums brought up the rear.

The Turbo’s gleaming paint-job – and racy decals – dazzled onlookers. Seventies chic, so to speak. The interior, too, was cut from the same glam cloth. Bucket seats were a snug fit. A bright-red instrument fascia focused attention. The turbo-boost gauge sat in the middle of the dash. A thick-rimmed 3-spoke sports steering-wheel topped it all off. Boy racer style, all the way. BMW’s 2002 Turbo was the right car – at the wrong time. Ultimately, it could not get enough of what it needed most. The crippling cost of petrol, at the time, meant it simply could not survive!

Maserati Bora

The Bora was Maserati’s response to the Lamborghini Miura. It matched the latter’s mid-engined layout. Ferrari’s Berlinetta Boxer also joined the mid-engined party. But, it arrived late. The Bora beat the Boxer to it by a couple of years. The Bora was launched in ’71 – and the Boxer in ’73. The name of the game for the mid-engined cars was handling. In Maserati’s case, the Bora was an improvement on the Ghibli’s front-mounted motor. Now they had a car which could ‘handle’ however much horsepower was thrown at it. And the Bora produced plenty of it. Its 4.7-litre Maserati V8 was a motor of a certain age, by that point. Indeed, it now had twelve years on the clock. But – with 310bhp on tap – drivers were not much fussed about its timeline. The Bora was good for 175mph. That left many a motor half its age trailing in its wake!

The Bora was styled by Giorgetto Giugiaro. Previously employed by Ghia, he was now in his own studio. It went by the name of Italdesign. The full creative force of the firm was brought to bear on the Bora. Elegantly space-age, the car radiated Seventies chic. In other words – finesse and excess, in equal measure.

In engineering terms, too, the Bora exuded class. Even with its V8 heart beating for all it was worth, cockpit noise levels were almost eerily low. That had a lot to do with Citroën – who now controlled Maserati. They brought a host of hydraulic parts to the Bora table. Its brakes, pedals, seats and steering-column were precision-fitted by the French firm. The Bora was Maserati’s flagship model – so, equipment levels were high. In the whole of its nine-year run, the sole modification Maserati made was a slight engine enlargement, in ’76. Throughout that time – in true Italian style – the Bora delivered a bravura blend of power and panache!

Porsche 928

The Porsche 928 was the first front-engined car the firm produced. Up to that point, Porsche motors had been rear-mounted. The exception to that rule was the 924 – though that was almost as much Audi as Porsche. In the Seventies, the 928 was sold as a supercar. Indeed, Porsche were banking on it being the new 911. That was not to be. 911 fans stuck stoicly to what they loved. Porsche took the hint. They started targeting the 928 solely at the GT market.

The landmark front-mounted motor was a 4.5-litre V8. Built in Germany, it was smooth, tractable and beautifully-engineered. But – in some drivers\’ eyes – it had a flaw. It was not a 911! In its first iteration, the 928 pulled a top speed of 143mph. That climbed to 171, in the course of its run. Certainly, not to be sniffed at. But, also not enough to keep up with a 911. Not in a specification race, at any rate! The 928’s gearbox was a 4-speed, rear-mounted manual – or, a 5-speed Mercedes automatic. Output was 240bhp. The 928S upped it to 300.

Styling-wise, the 928 was on solid ground. Its profile, in particular, was pure coupé. The interior, too, was more than impressive. Its most striking feature was the fascia – which visually echoed the steering-wheel. It was a cosseting cabin, in every respect. On top of that, the 928’s ride and handling were never less than reassuring. Over time, there would be S4, GT and GTS versions of the car. Each of them ushered in incremental improvements. The 928, then, was a significant addition to the Porsche roster. Even if, for some, it would never be in the same league as the 911. Saying that, nor would any other car!

Lancia Fulvia

The Lancia Fulvia is an automotive legend. An ‘homologation special’, only 1,180 Fulvias were built – just enough to qualify the car to compete in international rallying. As such, it went on to win two world championships. In standard form, the Fulvia was impressive. But the 1.6 HF model took it to another level. Revered as a roadster, it sported many of the features of a competition car.

The HF was powered by a narrow-angle V4 engine. It produced 115bhp – though a few factory-tuned units upped that number to 132. Even the less potent motors provided a top speed of 115mph. Fuel was supplied by twin Weber 42 carburettors. Power peaked at 6,200rpm. Transmission was by way of a 5-speed gearbox. Technically, a 4-speed ‘box was used – and then a ‘piggy-back’ set of cogs was added. With all that hooked up to the front wheels, the HF handled well. Braking was via Dunlop discs. However, Lancia decided a servo was surplus to requirements.

The Fulvia’s bodywork was designed to cleave cleanly through air – be it in a baking-hot desert or freezing forest! A clear pointer to the car’s rally-bred roots could be found in its large 7″ headlamps. As far as wheels went, neatly flared arches topped off a set of suitably wide tyres. The rubber was fitted to deep-rimmed Campagnolo alloys. A touch of negative camber at the front – and a slightly raised rear – were hallmarks of a car for which road-holding was sacrosant. The HF’s interior décor – or lack of it – indicated that weight loss was at a premium. At the front, high-backed bucket seats prioritised rigidity over comfort. Behind them was a padded bench … something to sit on, and not much more! Standard Fulvias – and the ‘luxury’ 1600HF – gave slightly more by way of mollycoddling. Nevertheless, it is the unadorned HF which is the most sought-after Fulvia of all. Seriously iconic, it is arguably the most illustrious Lancia of them all!