My year's motoring

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The Editor looks back on the cars he drove during 1982

Before I embark on another look-back at the cars I was allowed to road-test last year, it should be clearly emphasised that since Motor Sport has had a Group Features Editor I have been relieved of the necessity to undertake the full assignment of road-test cars that come our way for assessment and therefore that this traditional summing-up of the past year’s driving does not constitute by any means all the cars dealt with in these pages during 1982. More than that, the faster or more exotic cars have, as a matter of policy, been made the subject of full colour-page road test reports in recent times, and for reasons of expediency my colleague A.H. has conducted most of them, so that the article which follows is devoid of many of the more exciting and satisfying motor-cars that Motor Sport tried in the last twelvemonth.

I mention this because it might otherwise be thought that we are lacking in reporting on the kind of cars appropriate to this magazine. Once that is understood I can embark on my own re-appraisal of such cars as did come my may last year, and may perhaps not be out-of-place in remarking that a book has just been published by Grenville Publishing Company about the 30 years from 1951 when I was handling practically all the cars that presented themselves at the Motor Sport offices for road-test. Since then, as I have explained, with other tasks to see to and for publishing expediency, I have done a smaller amount of reporting. At least I can console myself with the thought that the cars I drove are those more likely, by reason of lower prices, to be the kind that would have been more likely to have been purchased by a majority of new-car owners . . . After which, I will get on with a task the MD says i should not forego, after 32 years of compiling such annual surveys. Anyway, it has become a practice followed by other journals and I note that it has been applied to vintage and historic cars. 

Before I recall the rather sparse list of cars which came my way in 1982, let me observe that because of greatly increased road-congestion the World over, driving these days, even by rabid enthusiasts, is more a matter of appreciating the pleasures of motoring than enjoying the better cars. D.S.J., Motor Sport‘s one-time Continental Correspondent, who says he can no longer use that title since this country has become all part of the EEC, has explained how the changing conditions on the roads, even across the Channel, have caused him to forsake fast cars, which are no longer usable in the fun-manner that they once were, for motorcycles and aeroplanes, or trains in this over-crowded little Island. Long ago, another keen fast driver, Rob Walker, discussing his then-new lightweight gull-wing Mercedes-Benz 300SL, likened going out in it to a huff in a game of draughts, slower cars needing to be overtaken one by one, the driver having to shut off and slow down all the time in between.

Even driving the lesser cars, I am continually finding, even on the comparatively clear roads of Wales, that about as soon as I begin to wind things up, an obstruction looms up, and one has to follow it until there is a safe opportunity to pass — and invariably those forming the hold-up, trucks apart, are car drivers inevitably going along at 40 m.p.h. — always 40! One sometimes wonders if such slow progression implies incompetence, and whether any enjoyment is derived from it, unless saving petrol in this fashion is enjoyable, and there are other ways of doing this without turning one’s car into a “mobile chicane” . . . All this being a fact of modern motoring life, what I am attempting to say is that motoring is taking precedence over driving, from the enjoyment aspect, allowing that by motoring is meant looking about one on a journey, taking pleasure from joining friends of similar interests on a run, noting interesting landmarks and unusual cars as the miles go comparatively slowly by, and so on. Instead, that is, of trying for maximum speed at every conceivable opportunity that the more “open” roads allowed, sliding the open bends perhaps, checking one’s average speed from place to place and even enjoying the occasional “scrap” with someone else of like mind in a car of much the same potential, as we once did.

These days, when one quick thrash along an otherwise deserted stretch of Motorway may be observed by hidden radar and lose someone his or her licence, when most roads are so crowded that to get up to a decent speed means displaying considerable patience until the seemingly endless built-up areas are left behind (any ideas as to which is the slowest week-day rush-hour exit from London, or whether Britain’s metropolis has become the most snarled-up City in the World?) — and it is rush-hour almost throughout the day in so many places, now — I suggest that the fun is changing, gradually if you like, but perceptibly, from using cars “in anger”, to just using them. The fun hasn’t quite evaporated, but it has changed.

Thus it may be pleasant to idle along country lanes on a summer afternoon (while there are still lanes to idle along), and in another mood there is still satisfaction to be had from undertaking a long day’s driving if properly navigated (and you may not believe it, but I have been so well-navigated by a certain expert VSCC member that even driving in Birmingham held no terrors!). But the car is coming to count for less, the journey is everything, in a broad context, as congestion increases and regulations and restrictions increase. . . 

Having persuaded myself that circumstances are now such that it is worthwhile recalling the not over-exciting cars (with a few exceptions) that I occupied myself with when away from a typewriter, last year, we may begin.

Before I do so, however, I must just express regret that the faithful Rover 3500A was exchanged for another long-duration road-test car during last year. Faithful it was, at least in later times, this R-registered vee-eight of the quiet running, and effortless pick-up, so rapid in “Hold-2” of its automatic gearbox. But the dreaded rust was beginning to nibble at it and BL themselves recommended disposal, after replacing a petrol tank that was seeping (to me unnoticeably) at the seams. When for a time the starter tried to go off-duty and the ammeter showed a permanent over-charge I began to wonder. . . The ploy was to try the latest edition of the same make and type but before this could happen I was persuaded to take-on a W-registered Alfa Romeo Six saloon which had been rebuilt after an accident at a very low mileage. Change is beneficial, they say, the more so when motoring experience is at stake — and I had had much Rover-experience going back to the 2000TC. So the Alfa it was. This rare and unusual 2.5-litre V6 is growing into a likeable habit, for it is extremely “sure-footed” and accelerative in “kick-down” of the ZF automatic transmission, if noisier than the smooth-running Rover. It is a car of considerable individuality (the only Alfa Romeo with an automatic gearbox and surely the only production car with a carburettor for each cylinder?) to the extent that its rather too-obvious idiosyncrasies can be forgiven. To date I have only driven it for about 6,000 miles and as I intend to devote an article to this rather unusual Italian saloon in a future issue, we can dismiss it for the present.

The first road-test of 1982 was with a Ford Fiesta XR-2, and it was a fine little fun-car, which to some extent makes me eat my earlier words, for it was even fun to drive in London traffic. It was also decently quiet for its size at its 70 m.p.h. cruising speed and its 1600 engine in the Fiesta body-shell gives very good performance from this smart little car — all black in test guise — of over 100 m.p.h. and 0-60 m.p.h. in 9-1/2 seconds, with a fuel thirst of over 32 m.p.g. With its accommodating hatchback body and handling to suit the urge, memory of this game Ford Fiesta has almost made me choke over the aforegoing assessment of present-day driving. Here was a practical little “racer” for £5,150. One awaits the XR-4 with impatience . . . 

Next, a Triumph Acclaim, much better-behaved than expected, but underpowered. Its light controls, nice interior and well-contrived equipment were plus points but cramped rear quarters and boot and a somewhat uncouth appearance were against it and rather naughtily it gave no hint of its Oriental associations.

I had collected the Acclaim from BL’s Canley Press-garage, which I can never find first go, and it seemed logical to try the latest Rover V8 Vanden Plas after returning the modern Triumph. As expected, this luxuriously-appointed big saloon proved extremely impressive, as a comfortable 120 m.p.h. load-swallower — I would go so far as to say that these modern Rovers, in all their variants, are unique, and a credit to British Leyland. Slight disappointment, though, the fuel consumption had not improved to any extent from that of what I regarded as the over-thirsty older 3500A. I also felt it a more ponderous car to drive than “my” old one.

Volvos seem to come to me infrequently, but are interesting when they do. The Volvo 245GLT estate was old-fashioned in some aspects but it went very well on 2.3-litres, especially remembering its vast load-area. It possessed admirable controls, switch-gear and trim, if one was colour-blind when regarding the last-named, and the high-seating position and an overdrive top gear selected by a thumb-switch on the gear-lover. recalled earlier times. Quite a lot of unexpected equipment, button leather-upholstery and other amenities made this hearse-like station-wagon a commendable proposition, but handling was merely adequate.

Another good Swedish car tried last year was the Saab 900GLs, its 2-litre four-cylinder engine in twin-Zenith carburetted form, as distinct from the well-known Saab Turbo. This did not give exactly outstanding measured performance yet the rugged Saab got along extremely well. Notably comfortable seats and ride added materially to the effortlessness, and excellent all-round disc brakes, clear instruments and a smooth clutch enabled me to face with equanimity Midlands traffic, when returning quickly from Donington Park to Wales. The Saab is like that, a good car to be in, whether road conditions are bad or only mediocre, its smooth clutch action contributing to the general sense of well-being it imparts, while it is most pleasingly conserving of fuel. Not too expensive, either. I liked the GLs very much, even if its ignition key (which locks the gear-lever, a good thief-proof device) and clutch pedal might be better-placed.

About once a year Erik Johnson of Mercedes-Benz (UK) Ltd. provides me with some sort of Mercedes, to convince me that these rernain the best-engineered cars in the World — although I do not need convincing of this! Last year he came up with a Mercedes-Benz 500SEC, but this formed one of A.H.’s colour-feature road-test reports and I drove it for only part of the time, but for long enough (over 800 miles) to know that the car from Stuttgart gets ever better. The ABS anti-lock brakes, the weight reduction built into this great 5-litre V8 coupé, an improved 4-speed D-B automatic transmission, etc., all pointed irrefutably that way and I loved the arm that offered one the safety-belt but, if refused, discreetly withdrew — which now in Britain will not only be anti-social, but criminal, in so doing! One of the World’s great motor cars . . . When the Earl of Shrewsbury kindly took me to lunch after I asked him to identify pictures of some of his grandfather’s Talbots, the Mercedes took us into the old Salop town of Newport with customary dignity.

Easter transport was provided last year by a Fiat 131 Supermirafiori 2000TC, a distinctly old-fashioned family saloon, but nicely enlivened by its 113 b.h.p. twin-cam engine. I have always rather approved of Fiat’s “wolf in sheep’s clothing” cars, and this one went quite well if rowed along with the gear-stick and it was inexpensive with the equipment offered.

Much more fun — here I go, using that word again in spite of myself — was the Alfa Romeo GTV 2.0, which in effect is the GTV-6 but powered with the twin-cam four-cylinder 2-litre 130 b.h.p. engine. Let us just say that I fully approved and that a sun-roof was a much-appreciated item as the test was in June. At Oulton Park I changed over to a £6,095 Vauxhall Cavalier SR five-door hatchback, so as to investigate the FWD version of this well-established name. I ended the test convinced of the many merits of this Vauxhall, which has many convenient features, does most things well, and hints at Opel-superiority in certain departments, while its somewhat harsh rear suspension was nicer than the Escort’s. The Mazda 323 1.5 GT three-door hatchback which I tried next was in the same category and I have much respect for modern Mazdas. It was interesting to find it possessed less understeer than the Cavalier had displayed, a slightly “quick” clutch action, and somewhat harsh ride, but less so than the Vauxhall’s — this was, of course, the GT Mazda. A flexible, smooth-running car that took me from the London office in the City to past Llandrindod Wells in less than 3-1/2 hours, at around 36 m.p.g., for £5,399, indicates the sort of competition we are facing from Japan.

I much enjoyed trying the MG Metro, which in no way disgraces saloon-car MG connotations, and I reckon that with its blend of flexible running and punchy power at above 2,000 r.p.m. it will make friends in many age groups. I look forward to driving the MG Metro Turbo, which I might well take from London to Scotland, over a route used by H. S. Linfield, The Autocar road-tester, when he tried an experimental supercharged MG Midget in 1931. Another BL car that impressed me very much indeed, last year, was the Rover 2000, which I hadn’t expected to dispense so much easy performance, so that, were it not that the bigger “six-pot” and V8 Rovers are such highly-desirable cars, one might wonder if they are justified — especially as you can achieve a petrol-consumption of nearly 30 m.p.g. from this roomy Rover 2000 hatchback.

I was glad to be able to go to look-over the Avon tyre factory and the interesting Avon Tyre Museum at Melksham in the Rover 2000, because at a time of recession in the tyre business this all-British company is deserving of support. The Rover also proved admirable transport over the August-Bank-Holiday week-end which involved me in a traction-engine lunch in Shropshire, the run from there through the English Midlands to the VSCC races at Cadwell Park in Lincolnshire and back to Wales, and a Steam-Rally on the Monday, this big hatchback with its “compromise” engine doing nearly 1,700 miles during the ten days of testing, Canley to Canley.

While the aforesaid Alfa Romeo 6 saloon was being fettled I used a well-worn staff Alfasud Sprint Veloce which, inspite of worn synchromesh and bodywork dents, endorsed my opinion that there are few cars quite as satisfactory as any sort of Alfa Romeo, and I had absolutely no reason to retract this view when using later an Alfa Romeo Giulietta 2.0, lent by Alfa Romeo (GB) Ltd. again while the bigger-engined Alfa was being serviced. Another Jap came along, in the guise of a Toyota Celica 2.0ST coupe, a good-looker which I found had some affinity to an ageing Vauxhall or similar, but naturally with Japanese mod.-cons. built-in, not all of them wanted.

It was exciting to try the £5,372 Ford Sierra 1.6L while this sleek new car from Ford of Britain was very much in the news and creating vast interest. My report appeared too recently to need embellishment here, except to say I summed up this rear-drive, aerodynamic family saloon as a car which should most certainly repay Ford’s £660-million investment in it. The latest Germanic Vauxhall Astra 1600GL five-door hatchback was also found to be a good £6,020 all-rounder, difficult to fault, but it was reported on last month.

That covers a year in which there has been a type-writer to drive as well as motor-cars. But the Brooklands Re-Union was enlivened for me because I was allowed to take the Midlands Motor Museum’s 1929 38/250 SS Mercedes-Benz there from Bridgnorth and back, a vintage motor-car that cruises happily at the legal Motorway speed and more, with brakes and handling to match, so that this long day’s drive was pure delight, and only my impatience made the dragging clutch more noticeable in terms of first-gear crunch than it need have been. I also went on the Brighton Run in a 1902 twin-cylinder Benz from the Daimler-Benz Museum in Stuttgart, and if it was another soaking wet day, that was another memorable run, Mercedes-Benz supporting their entries with an enthusiasm and thoroughness that reminded me of how they organised their Grand Prix teams before the war. In a lower key, I exercised during last year my 1924 Calthorpe, Fiat 126 and Reliant Kitten, drove briefly a Ford XR-3, went out in that re-created 1922 TT Vauxhall, etc.

It can be assumed that in choosing tyres for their production models car manufacturers go for the best, or if they fit more than one make, they can be expected to specify the best for their Press cars. So it may be of interest that of the road-test cars I drove in 1982, six were on Pirellis, five were on Michelins, three were on Dunlops, and one each used Continental and Uniroyal covers. None punctured. A further feather in Pirelli’s cap is that their wonderful P7 tyres were used on that Porsche 928S that did over 156 m.p.h. for 24 hours last year, only the rear ones being changed, as a precaution. I had visited Pirelli’s Burton-on-Trent factory in May, in the Michelin-shod Saab. — W.B.

NB. Photostat copies of road-test reports mentioned in this article are available from the Motor Sport offices for a nominal charge and earlier ones are summarised in the recently-published book, “My Thirty Years of Motoring for Motor Sport” by Bill Boddy, available from the same address, for £16.40, including postage, or from bookshops for £14.90.