1980s Cars Archives - CARS // MOTORBIKES

DeLorean DMC-12

On the design board at least, the DeLorean DMC-12 ticked all the right boxes. Namely, a V6 motor by Peugeot/Renault, a chassis by Lotus and bodywork design by Giugiaro. For a roadster, it does not get much better than that. To say the least, it was a highly desirable blend of styling and functionality. But, of course, the proof of the pudding is in the eating. And – in the case of the DMC-12 – the automotive ingredients simply did not mix. In terms of weight distribution, it did not help that the DMC was rear-engined. For all of its expertise, Lotus struggled to optimise handling. And, if they could not do it, no one could. In a straight line, however, things were spot-on. A top speed of 130mph testified to that. Another suspect part of the DMC package was its ‘gull-wing’ doors. Sure, they looked great. But, for $25,000, you expected them to be watertight … whatever the weather! Deficiencies, though, in DMC’s door department meant that was not always the way. Plus – from an emergency services point of view – prising gull-wing doors apart could be a problem. It was not long, then, before the first cracks in the DeLorean plans appeared.

It had all started so swimmingly. John Z DeLorean was something of a whizz-kid, during his time at GM. He conceived the DMC-12 as a player in the realm of upmarket supercars. To make that happen, he would need to source serious funding. The UK looked like his best bet. He was strongly encouraged to start up in Northern Ireland – by the British government, no less. The region badly needed a boost. DeLorean seemed like the ideal man. There was no stinting on incentives. Grants and loans totalled £80m – in early ’80s money.

DeLorean’s dream lasted just two years. In 1980, the sky was the limit. By ’82, things had crashed back to earth. Improprieties were alleged. Indeed, DeLorean was arrested – on drug trafficking charges. Though he was subsequently cleared, it was not the best by way of PR! The whole sorry episode was the stuff of history – political, as well as automotive. BBC Nine O’Clock News sagas did not get any more gripping! John DeLorean had certainly made his mark on the world. As for his car, it had fallen short of expectations – dismally short. In different circumstances, though, the DeLorean DMC-12 could now be considered a classic supercar … of the sort its creator so desperately craved!

Ford Sierra Cosworth

The Ford Sierra Cosworth was a performance car for the people. For a start, it was a snip at just £16,000. For that, you got supercar speed and stability – plus, practicality. Ford passed their Sierra shell to tuners Cosworth – based in Northampton, England. And the ‘Cossie’ was born! Cosworth installed a two-litre twin overhead-camshaft turbo engine. The production car was an ‘homologation special’ – a certain number needing to be built to allow it to compete in races and rallies. So, such cars are limited-edition by their very nature. Ford’s Special Vehicle Engineering department was asked to come up with a competitive Group A car. There were several key components on the SVE’s spec-list. Toward the top were a close-ratio 5-speed gearbox, a limited-slip diff and power steering. As well as ABS, anti-roll bars and firmed-up suspension. 4-piston disc brakes were attached to wide alloy wheels.

The Cosworth’s body was modified Ford Sierra. Updates included widened wheel arches – and a ‘whale-tail’ rear spoiler. While the latter increased downforce, it compromised aerodynamics. And was not ideal in cross-winds! Still, if you bought a Cossie to make a statement – and you probably did – the rear aerofoil was spot-on. ‘Spirited’ drivers praised planted handling – along with fearsome acceleration. Top speed was 149mph.

Of course, the Cossie was a magnet for thieves and joy-riders. Insurance costs sky-rocketed. In time, the tearaways moved on to pastures new. Once rid of its hooligan rep’, the Cosworth transitioned into performance car respectability. The Sierra Sapphire and 1990’s 4×4 version duly followed. A further 16bhp would be coaxed out of the Cossie’s 16-valve cylinder-head. In racing, rallying and roadster modes, then, the Ford Sierra Cosworth delivered the goods. Though not literally, of course!

Lancia Delta HF Integrale

It would be difficult to overstate the impact made by the Lancia Delta HF Integrale. It swept aside all comers – on the road and in competition. In the year and a half following its ’87 launch, the Delta Integrale won 14 World Championship rallies. Miki Biasion made the most of its dominance. He garnered two world drivers’ titles in the car.

The Integrale’s 8-valve engine made 185bhp. In ’89, it was replaced by a 16-valve head. Power increased to 200bhp. The new model totted up 13 top-echelon rally wins. Juha Kankunnen duly took the ’91 drivers’ title. Over time, the fruits of such success trickled down to the showrooms. The road-going Integrale’s finely-tuned 4-wheel-drive set-up gave good handling – in all conditions. Combine that with a 2-litre turbocharged motor – and you had a perfect blend of speed and precision. As a hatchback, practicality was a given. But, there were luxuries, too. Like Recaro seats, electric front windows and a cutting edge instrument panel.

Wide wheels and fat tyres helped give the Integrale a look of purposeful muscularity. Giorgetto Giugiaro – at the Italdesign agency – did the styling honours. The bodywork was minimalist, not boxy! The original Delta – built for rally homologation reasons – was first glimpsed at ’79’s Frankfurt Motor Show. It was followed by a Delta dynasty of progessively more sophisticated models. Lancia’s HF acronym stood for High Fidelity. It was applied to several of the marque’s cars over the years. Never more fittingly, though, than to the Delta Integrale!

Audi Quattro

The Audi Quattro was launched in 1980 – at the Geneva Motor Show. It is safe to say that it revolutionised motoring. The Quattro’s state of the art four-wheel drive system pushed roadholding to a new level. Top speed was 142mph. 0-60 took 6.3s. That came courtesy of a turbocharged 2.1-litre 5-cylinder engine. The Quattro’s top-spec output was 220bhp.

The Quattro turned into a truly iconic rally car. For the Audi team’s technicians, its 4-wheel drive set-up was love at first sight! As with the roadster, the increased grip levels significantly upped the competition car’s traction in the rough stuff. Sat between the road and rally cars was the Sport Quattro – a 2-seater ‘homologation special’. It was fitted with a 300bhp motor. The Sport’s shortened wheelbase meant it handled even better than the standard Quattro. It retailed at three times the price of the base model. Still, a top speed of 155mph made it more than tempting!

When Audi announced they were pulling the plug on the Quattro, there was uproar. So, Audi succumbed to the pressure – and production continued until ’91. Not just rally fans, but motorists too had fallen in love with the car. They had taken to four-wheel drive like … well, like a rally driver to water. The Audi Quattro’s remarkable tally of wins said it all!

Ferrari F40

The F40’s name referenced forty years of the Ferrari marque. It was boss Enzo Ferrari’s brainchild … but, even he had to get board approval! Once given, the project was passed to Pininfarina. The doyen of Italian design agencies had a longstanding relationship with Ferrari. Just a year passed for the F40 to go from concept to production. It helped that it was based on the Ferrari 288 GTO. Theoretically, then, the F40 was a roadster. Practically, though, it required little modification to go racing. In large part, that was down to its weight – or lack of it. For a car that cost $275,000, there was a notable lack of luxury. Indeed, the cabin verged on the spartan!

The F40’s low weight was down to its bodywork. Composite materials had been used to fashion it. They were 20% lighter than their metallic counterparts would have been. That – and minimal interior décor – meant the F40 weighed in at just 2,425lb. Add a 288 GTO V8 engine – and the result was explosive! The 3-litre twin-turbocharged set-up was fitted with sequential ignition and fuel injection. There were silver/cadmium con-rod bushes and nicasil-coated liners. Grand total – 478bhp. ‘Competition mode’ threw in a further 200bhp, if needed.

The F40 topped out at 201mph. 0-60 arrived in 3.9s. On its ’87 launch, it was the fastest road-going Ferrari yet. It stayed in production until ’92. Even the standard version featured a raft of competition parts. It had Group C brakes, 3-piece wheels and removable rear bodywork. Oh, and soft fuel cells. The racing pedigree of the Ferrari F40 was clear to see!

Italdesign Aztec

The Italdesign Aztec came with dual cockpits. A 2-seater, driver and passenger were ensconced in separate ‘compartments’. It was a concept car, after all! The Aztec was made to commemorate Italdesign’s twentieth anniversary. Its designers never envisaged it on the open road. A group of maverick Japanese businessmen, however, had other ideas!

Giorgetto Giugiaro was chief stylist for the Aztec. As a rule, his work was far from flamboyant. Indeed, he had penned many a family runabout. Who knows – maybe it was just time for him to let his creative hair down. At any rate, Giugiaro was immensely proud of the Aztec. And – certainly, from a visual point of view – it was nothing, if not striking. Slick and sophisticated – and with a silvery sheen – showgoers’ eyes were riveted. The Aztec’s rear end was seriously high-tech. Wrapped around the wheel arches were ‘service centre’ panels. They housed a raft of gizmos and gadgets. There were coded door locks, built-in hydraulic jack controls and engine fluid monitors – just for starters. Somewhat more down-to-earth features included a torch and fire extinguisher. Not forgetting a petrol cap! The Aztec’s interior was equally cutting edge. Communication between the two cockpits, for example, was via electronic headsets!

The Aztec’s engine was a 5-cylinder Audi unit – turbo-charged and transversely mounted. Transmission was Quattro 4-wheel drive. A dual-canopy body allowed easy access to the bay. The Aztec was unveiled in ’88 – at the Turin Motor Show. Among the enraptured onlookers were the aforementioned suits. They were sure there might be a market for the car back in Japan. With the rights to the Aztec safely in their pockets, they set about putting it into production. 50 replicas of the prototype were due to be built – though less than half that number would roll off the line. The bodies were made in Italy. They were then shipped to Germany. There, they were entrusted to engine tuners Mayer MTM – who installed the Audi powerplants. Finally, they arrived in Japan. When transportation costs had been factored in, the Aztec retailed at the yen equivalent of $225,000. That was a lot of money. Each car, though, came with an added extra. Giorgetto Giugiaro signed every Italdesign Aztec personally. He was indeed proud of his outré creation!