The original Ford Fiesta, introduced in 1976, was the Ford Motor Company’s most important new car of the seventies. It was a staggeringly expensive project that began Ford’s conversion to front-wheel drive and took the company into the modern B-segment for the first time. However, the Fiesta also provoked great internal controversy and emerged only after a protracted and contentious development period. In this installment of Ate Up With Motor, we look at the origins and history of the 1976–1983 Mk1 Fiesta, the Fiesta XR2 hot hatch, and the 1984–1989 Mk2 Fiesta.
Tag: Lee Iacocca
As I’ve said before, one of the things you notice when you do a lot of research in a particular field is that certain pieces of information are repeated over and over again even though they’re wrong. I’ve made those mistakes myself — some times that I know about and probably others I have yet to discover — so I can’t claim any particular moral high ground here, but when I recognize one of these errors, I try to rectify it as best I can.
One common misconception I’ve noticed recently regards Ford in the late fifties and early sixties and the careers of Robert McNamara and Lee Iacocca. Let’s see if we can set it straight:
For most people, the words “Ford Mustang” evoke one of two things: the original 1964–1966 icon of sixties Americana or the boxy 1979–1993 Fox Mustangs so beloved of amateur hot–rodders. This week, we consider how one evolved into the other, examine the history of Ford’s ubiquitous Fox platform, and take a look at the most unusual of all Mustangs: the high-tech, turbocharged, four-cylinder 1984-1986 Ford Mustang SVO.
This car, another of Lee Iacocca’s many product planning brainstorms, was one of Ford’s greatest successes in the late sixties and early seventies. A gaudy, overstuffed personal luxury car that critics aptly described as an overgrown Thunderbird, it was nonetheless a hugely profitable exercise and one of the most stylistically influential cars of its era. This week, we look at the origins and history of the 1969-1979 Lincoln Continental Mark III, Mark IV, and Mark V.
One of our biggest challenges in writing these articles is that we sometimes become fascinated by something for reasons that aren’t easy to articulate. Some of our subjects have obvious interest, like the Ford Skyliner or the Jaguar XK120, but others may be puzzling to the casual observer. That is certainly the case with this week’s subjects, which are thoroughly unexceptional in engineering and design and have styling that could charitably be described as ordinary. However, they were at the forefront of an emerging debate that is still going on: the question of exactly how big an American sedan ought to be. This week, the history of the 1960-1965 Mercury Comet and 1962-1965 Ford Fairlane.
In 1981, Chrysler had $1.2 billion in federally backed loans and an array of new products. Problem solved? Not exactly. In the third installment of our series on the Chrysler bailout, we examine the corporation’s rocky road back to solvency — and how it ended up on the ropes again less than a decade later.
While there is a popular misconception in some sectors of the auto industry that you can become profitable simply by cutting your operating costs to the bone, the truth is that a car company lives or dies by the strength of its products. That was the hard truth that Chrysler faced in 1981, as it trepidatiously introduced the models that would determine its fate: the K-cars and the 1981 Imperial.
Throughout its 85-year history, the Chrysler Corporation has often found itself engaged in a coquettish flirtation with doom. Although Chrysler sometimes led the American industry in engineering innovation, a combination of ill-considered product choices, quality problems, and misguided management have put it on the ropes more than a few times. The list of disasters is long: the brilliant but commercially moribund Airflow of the 1930s; the catastrophic quality-control issues of the late 1950s; the ill-fated “downsizing” of 1962. The one on everyone’s mind of late, however, is the late-seventies financial crisis that sent ostensible free-market conservative Lee Iacocca to Washington, hat in hand — looking for a bailout.
In late 1959, Ford Motor Company released the smallest car it had sold in the U.S. since the 1930s: the 1960 Ford Falcon. The Falcon proved to be the most successful of Detroit’s new breed of compact cars and it gave birth to many spin-offs and derivatives, from the Ford Mustang to the plush Granada. More significantly, though, the Falcon marked the flash point of a conflict between two different philosophies of management and two very different men: Lido Anthony Iacocca and Robert Strange McNamara. This week, the history of the 1960-1970 American Ford Falcon.
The epoch-making success of the Ford Mustang and Thunderbird tends to leave other Ford cars of its era looking like poor relations, but in the 1960s Ford really led the pack when it came to new product development. One of the least-acknowledged — but most lucrative — new concepts was the Ford LTD: Ford’s cut-price luxury car.
Do we even need to talk about the original 1965 Ford Mustang? It’s one of the best-known of all postwar American cars and there have been dozens of books about it, some of them quite sycophantic. Still, the Mustang is certainly important and hugely influential — not just in the automotive world. So, once more into the breach, dear friends, with the history of the original pony car, the 1965 Ford Mustang.