MR_BOL'S EUROSHITE SCANS - New Jan 2018 - Renault 4 built by Alfa Romeo

[Mr_Bo11ox]

NEW EUROSHITE SCAN!!!! These are a rarely-reported and interesting little car - decent article too unlike that Seat Malaga one. Hope you like!!!

 

 

With around 350,000 examples sold, this BMC mini with a Bertone label on it did a lot better than just defending itself. It was key in the survival of the Innocenti company, ultimately ending up leaving its BMC origins behind and adopting Japanese mechanicals. But for the 90N model, the technical DNA remains very much British, with its all-iron A-series engine and rubber cone suspension. It retained some of the Mini’s ‘arse-pumelling’ on-road qualities but with a notably softer edge thanks to its larger wheels. Surprising? Yes, and not just a little bit!!

 

Driving with eyes shut – don’t do it kids. But the temptation here is strong at start-up, so much does the metallic music of the A-series engine evoke the Mini. The original, British Mini. But in fact, I’m at the wheel of an Innocenti. The Mini 90, known as the ‘Bertone’ in France, due to being styled by that Italian coachbuilder. Here in Italy we call it ‘la Quadrata’ (the square one) to distinguish it from the rounded shape of the BMC version, which it certainly does not resemble.

 

As soon as I put my hands on the wheel, I am instantly ‘disconcerted’…. Its heavily inclined and I’ve had to slide my seat right back, my arms sitting at a 45° angle. As for my left foot, it struggles not to press the brake when I declutch, thanks to a serious offset of the pedal box to the steering column relative to the UK version. Best then to open your eyes and see whats going on. Its indeed an Innocenti, a long way from that company’s Mini Minor and A40 (straight copies of the BMC mini), the IM3, I4 and I5 (BMC1100) and Regent (Allegro). As per the Spider 950 and the coupe C, the Mini 90 & 120 wear a dress specially designed for them and installed over the English mechanical bits. One has the 998 engine, and one has the 1275cc, both appearing in Autumn 1974 to replace the Italian-built Mini. The changes are just as radical inside. With 10cm of extra shoulder width, lengthened seat sliders, and reclining seats you feel much less cooped up and if it wasn’t for the offset pedal pox it would be more or less perfect. The dashboard has been completely re-thought. It remains symmetrical, as if someone had thought about sending a load over the channel to compete with the Mini on its own territory, and the original-looking instrument cluster sist behind the single-spoke wheel. A speedometer and two ‘imprints’ fill the binnacle, one split in two for water and fuel gauges and the other used to house a ring of warning lights. Difficult to make it much clearer. This set-up helps you to spot at once that you’re in a ‘90’ model, as the 120 has rectangular dials, a rev-0counter and additional oil pressure and ammeter gauges. Elsewhere, no big surprises with the standard BMC double-stalk set-up for wipers and indicators. The screen washer is a manual pump (an anachronism in the mid-70’s) and the heater controls are on a little panel in the middle of the dash. Concerning the rear seats, they are just as ‘petite’, with the 2.04m wheelbase being conserved; little space for legs, your back upright, dreadful accessibility and meagre headroom. When you consider that the cor is homologated as a 4 seater, you feel for those who served as testers….

 

 

The on-road qualitites of this innocenti are remarkably well controlled. No more need to throw it into corners and drive it like a go-kart. It sweeps through with a finesse and an efficiency thats difficult to fault.

 

1. as indicated by the little badge on the car's flanks, it's a Bertone design.

2. Although a basic car, the Innocenti gives you reversing lights. Luxury!!!

3. Little killer details: numberplate lights set into the rear bumpers!

 

 

 

1. two gas struts when one would have been fine!!!! They don't take any chances at Innocenti.

2. the rear side windows being fixed, two ventilator grilles are provided on the C-pillars.

3. This lever pops open the tailgate.

 

On the other hand the access for your luggage is much better than the Mini, mainly thnks to a proper hatchback held up by two gas struts, then by the fact that the pez tank has been moved to beneath the rear seat, which can fold forward to give a properly capacious boot (going from 180dM3 to 650!!! Not bad for such a tiny car). I note nevertheless that the build quality is distinctly middle-of-the-road. It seems that innocent tried to save money by specifying cheap materials everywhere wher you don’t look. That allowed them to sell the 90 for 3,658,000 lire in June 1979 (same as a Fiat 127) with a top-end 120SL going for 4,328,000 (same as a 128). Result: you got a fair* bit* for your money. Fixed quarterlights and rear side windows, vinyl seats, rubber mats on the floors (the SL got proper carpets admittedly) but you were used to that as you were buying, as the nameplate said, a Mini. And thus you would forgive it anything.

                  I remember when when this model was launched in france. I was 8 and already a massive car fan. I was super excited when I saw one, and I was speaking enthusiastically about it at school when my teacher said “Theyre a dangerous car those!!!! Too powerful for their size!!!†I found out she drove a Fiat 500, and the 150km/h of a Mini 120 must have seemed other-worldy to her!

                  Lets come back to the present. The innocent that Federico Zanella has entrusted me with, is a 90N (Normal) from 1979, and completely restored. I notice immediately the much reduced vibration compared to a standard Mini. Its partially due to the front subframe which isolates the engine from the bodyshell. Installed transversally, the 90 retains the Mini’s 3-bearing A-series engine with iron cylinder head. Its noisy (though slightly less so than a mini due to the electric radiator fan), a little raucous and more enthusiastic then powerful in 998 flavour. 49ch so best not to expect any miracles.

                  That was actually a mistake because once you get the hang of the gearbox and this damn clutch pedal which feels like you’re tramping up the Himalayas each time you lift your foot up to press it, avoiding the steering column at the same time), you can really discover the amusement that is available in piloting this Mini. The engine is torquey and tractable and the ride and handling is distinctly different to its English cousin. That’s due to the 12†wheels, fitted with bigger tyres than later 12†wheeled minis, which work beautifully with the very precise Mini steering and suspension geometry. Forget all those go-kart clichés. You can breeze through corners in a very ‘natural’ manner, no need to force anything or make corrections to the stering angle half-way through the turn. Its disconcertingly easy. Theres another important change relative to the BMC mini – disc brakes at the front. Theyre less fade-prone but you do still have to make an effort with them as theres no servo-assistance. Stopping distances tend to be a little longer than you were expecting and in town, frequent braking can get tiring. You also have to take care modulating the brakes as they can lock up quite easily at speed which is a tad alarming!!

 

 

INdicators blending into the wings, rectangular lights, thin black bumpers, black grille with a thin underline of chrome, flared arches, straight lines with rounded-off corners.... this car has a style that was set to bloom during the 70's and early 80's.

 

1. We expect no less from Bertone - an original dashboard design, manufactured by Veglia.

2. The heater controls are in this very pretty binnacle which can also accomodate the radio.

3. The smart steering wheel with its elegant central 'blade' of brushed aluminium.

 

Lots of plastic and simple floor mats in the 90N model, although the SL model was a bit posher with fitted carpets.

 

 

                  I’ll come back to the suspension. The engineers at Lambrate used the mini’s 4-wheel independent set-up with rubber springs. On smooth surfaces, and with the bigger softer tyres, it rides beautifully. However, when you meet some cobbles, a pot hole, an expansiojn joint or other imperfections in the road surface, the passengers are set in a yo-yo motion, being thrown up high and thumped on the backside repeatedly. When you’re driving its alright as you can anticipate and hang onto the wheel. For front seat passengers its bearable. But for rear seat passengers, Mamma mia!!! It’s bloody horrendous. Car-aware friends of mine have commented that my lack of hair nowadays is attributable to having worn it all off rubbing against the headlining of my wife Silvia’s Innocenti. Her dad never appreciated the car either – he bought her the 90, then a few days later asked her for a lift to the doctors to see about his sciatica. He arrived at the surgery in such crippling pain that he insisted on getting her a different car.

                  The only plus-point of this hardness is of course the roadholding which remains outstanding. Allowing you to take corners VERY quickly if you want. Even with such a low power output. Its one of the attractions of this pretty little town car which offers first of all excellent visibility and plenty of originality. ON that point its interesting to note that the shape, penned by Marcello gandini, was selected as it was the most diametrically opposed to the original Mini shape. That was because Luigi Innocenti was looking for ways to distinguish his product from its English progenitor. He was sufficiently serious about that, that his engineers devised a 750cc 3-cyl engine to replace the A series. But, in the midst of serious financial problems, the outfit was sold to BL in 1972 and the 90/120 with BL mechanicals was born. The product was good, but it could have been even better if the suspension and engine had been developed. IN fact that was confirmed in the latter part of the Innocenti’s life. A new version of the 120 was born in 1976 – the ‘De Tomaso’ which was a sporty derivative with flared arches and wider wheels. That was followed by a re-style in 1980 then a complete mechanical overhaul in 1982 using Daihatsu parts. The Innocenti carried on in this format until March 1993. A good effort for the little car which eventually notched up 350,000 sales. Who’d have thought it? Surely not my wife or father-in-law……

 

 

 

By adding additional styling features, creases and swage lines, Bertone gave stiffness to a bodyshell that was built from admittedly rather thin flimsy steel

 

 

1) The 4-cylinder A-series, a tough old donk though slightly lacking in oomph.

2) Innocenti fitted a front-mounted fan rather than the side-mounted one of the BL Mini. That permitted fitment of a quiter and more efficient electric fan.

3) the carburation is still managed by an SU unit.

4) Due to a lack of space, the air filter is shifted over to the right. IN winter you can drop the air intake down towars the exhaust manifold.

 

 

The car from my childhood!!!! - Federico Zanella

 

A florist from Adria, in the venetian region, Federico Zanella only likes having little Fiats in his garage. He already has 7; 1938 508C, 1951 Topolino C, 1961 500D, 1968 500F, 1974 500R, 500 Giardinera 1966, and Autobianchi Giardinera 1977 (which came with this Innocenti). It’s the exception to the rule. “My mum had one of these when I was little. I wanted one for nostalgic reasons and I stumbled upon this cream-coloured example, a colour which was only available in 1977 and 78. That showed the car had sat in a dealership for a long time before hitting the road, in June 1979. It was in Rome and looked good. Its had 4 owners and had never had any serious modifications, apart from some SL-model chrome bumpers. I did a complete restoration, cannibalising another 90 for parts. Mechanical parts are easy to find but its another story when it comes to the bodywork, which is why I recommend a donor car to anyone undertaking a restoâ€Â.

 

[The Reverend Bluejeans]

Crazy isn't it? BL had a ready made product right there that they could sell until the (much better) Metro came along. It's not realised how much BL depended on Innocenti and Seneffe when Longbride and Cowley were on strike. Ford were clever enough to have assembly plants in Europe AND have them working to capacity. But that's why Ford are still here and BL are not.

[Mr_Bo11ox]

It looks flippin great, must admit i can't understand why they didn't build a RHD one. Probably though it would tread on the toes of the Mini Clubman or some such shite.

[Felly Magic]

BL should have flogged this in the UK, I bet it would have sold pretty well, instead of wasting money making the stub nosed Clubfoot, and shoved the money saved into developing it's bigger brother a bit quicker, a wonderful thing is hindsight though

[pompei]

It is a lovely thing

[mercrocker]

I remember seeing a few of the de Tomaso versions over here, don't think they were officially imported though....It is a shame the Mini skipped the possibility of having this generation but I doubt it would have saved the company.

[wuvvum]

Interesting to see the differences with mine - the pedal box is still stupidly offset and the little metal lever to open the boot is exactly the same, but my steering wheel is at a far more sensible angle and my dash is completely different. Also not 100% sure I agree with the later suspension being a vast improvement - it's less bouncy certainly, but it's lost much of the go kart feel of the Mini.

[Mr_Bo11ox]

I noticed as I was posting that last one up that these scans seem to have a heavy Italian bias. Don't like pasta-burning shite? Tough. Today I scanned in what looks like a really good article on the early Range Rover (with lots of pics of an Italian-plated example), and another on the Alfa 2600 OSi which, although not what you would call shite, is super obscure and one of the finest-looking saloon cars I've ever seen. Will bosh em up over Xmas

[Guest benno]

Thanks for translating this bol, I have a rhd de tomaso. It needs a fair bit or work but some panels arrived from Italy the other week.

[Felly Magic]

Bonus Cyanide Steve in shot there LOL

[Guest benno]

Yeah and richie for good measure

[Mr_Bo11ox]

Wow!!! Nice work Benno. Does it have an A-series engine???

[Mr_Bo11ox]

It looks flippin ace BTW

[Guest benno]

Thanks, yeah it has the 1275 a series lump.

[Guest Toni]

Shidders Alright, WEA € ™ ve consiguió un nuevo artículo aquí y esta vez los compradores ita € ™ sa guía en el Seat Malaga inyección , traducido del español que haría creer. Yo dona € ™ t hablan mucho español por lo que Google translate me ha ayudado a cabo. Debo advertirle, que a medida que se traducirla me di cuenta de que es la más frívola, más endeble â € ~Buyers Guidea € ™ IA € ™ he visto nunca, hace unos Clásicos práctica una parecerse a una evaluación detallada engineersâ € ™ en comparación. Si alguna vez un artículo era â € ~phoned desde la Beachâ € ™ su éste, su voltear sin esperanza. Aún así, es muy raro ver el Málaga en la impresión y la absoluta media arsedness del artículo es interesante en sí mismo por lo que aquí va. No se olvide de hacer clic en las fotos !!!

 

 

Con el Ibiza y Málaga, Seat consiguió pasar el período comprendido entre alianzas con Fiat y Volkswagen, sin duda el período más difícil de su historia. Es imposible evaluar de manera significativa estos modelos sin tomar en cuenta ese hecho.

 

Los criterios para la evaluación de un coche clásico, como en la compra, no son los mismos que los de un coche nuevo. No tiene mucho sentido para evaluar si un Orion o una regata son un coche mejor que un Málaga, desde un punto de vista práctico. Por lo tanto, el que está leyendo estas líneas, deben hacerlo porque están interesados ​​en el Málaga, y no otro competidor formar la época. Una vez dicho esto, ita € ™ s hecho de que el Málaga no fue mejor que la de Orión o regata.

Apareció en 1985 como la tercera reencarnación del Ritmo, después de la Ronda y el Ibiza. A decir verdad el Málaga, más de un sucesor del 131 y un antepasado del Toledo, fue el precursor de la Seat Cordoba. Dimensionalmente, el coche era muy similar a la del Ibiza, que apareció el año anterior, con motorizaciones idénticas y suspensión con una ballesta transversal en la parte trasera. En el asiento entonces no contaba con los recursos para desarrollar un nuevo chasis.

La característica más singular de plazas de esta época es la de un motor € ~System Porschea € ™. No era una planta automático en cualquier sentido de la ingeniería pero permitió asiento, con los escasos recursos que tenía, para sobrevivir sin motores € ™ s Fiata hasta su posterior acuerdo con Volkswagen. El motor de Porsche sistema ilustra la posición € ™ s de SEAT en ese momento; Tenía que sobrevivir en una especie de vacío entre sus relaciones con Fiat y Volkswagen; y se acercó con un producto que era sin duda lo mejor que podría haber esperado para conseguir dadas las circunstancias.

 

 

Motor y Transmisión

 

Entre los requisitos que Asiento dio a Porsche en su papel como consultor fue que el motor tenía que ser económico de construir y mantener. A partir de un bloque existente, (Me pregunto cuál? -Bo11ox) Eligieron la simplicidad de una garza de cabeza SOHC (superficie plana con la cámara de combustión en las partes superiores de los pistones) de diseño. Esto tenía la ventaja de que en caso de overspeeeding el motor o romper un cambelt, había muy reducida probabilidad de daño, ya que las válvulas eran perpendiculares a la superficie del pistón y simplemente empujar hacia arriba contra el muelle de la válvula en lugar de flexión.

El sistema de inyección fue de € ™ s Boscha LE / LE2 Jetronic, con su â € ~L-shapedâ medidor de flujo de aire € ™ que era mucho más duraderas que las versiones posteriores. A pesar de que la inyección es la variante más rara Málaga, ita € ™ s el menos probable que cause problemas si necesita piezas como Bosch puede suministrar todo el hardware todavía. La versión de exportación catalizada tiene un sistema diferente de nuevo.

De hecho, la versión de inyección tiene varias partes diferentes más allá del sistema de combustible; la culata (diferentes vías de entrada), pistones (diferente relación de compresión), y el colector de escape. Esto puede ser difícil si usted necesita estas piezas como â € ~donorâ € ™ Málaga Las inyecciones son difíciles de encontrar; Ibiza SXiâ € ™ s son más comunes y puede proporcionar estas partes sin embargo. Afortunadamente, los mecánicos son difíciles y el sistema eléctrico es simple. Los elementos más problemáticos son los periféricos, tales como el sistema de refrigeración y algunos de los sellos del motor, tales como la junta de la tapa de balancines.

 

 

Chasis

 

La configuración general de la suspensión es la del Fiat 128, el predecesor del Ritmo. La alineación de las ruedas y el desgaste desigual del neumático son comunes a pesar de que están ordenados fácil y barata. La operación más costosa necesaria en la suspensión delantera es la sustitución de anillos y soportes de amortiguadores / camisetas de tirantes. Que dona € ™ t consigue el problema del Ibiza con la caída de las ruedas traseras (WTF esto significa que dona € ™ t sabe â € "Bo11ox). Una cosa que se encontrará es un cambio significativo en el comportamiento de marcha de arranque con espacios vacíos y cargados.

            Una diferencia con las versiones del carburador s que los discos delanteros son ventilados y el servo es de 8A € ?? diámetro; todas las demás partes son intercambiables. No hay problema en particular más allá del desgaste normal, rotura y mantenimiento. La dirección no asistida es pesada, lenta y la rueda está inclinada en un ángulo incómodo. Su sin problemas, a pesar de la alineación de las ruedas debe ser revisado periódicamente. La transmisión es la misma; si es vago e impreciso, no es porque hay un problema â € "se supone que es así. La versión de inyección tiene la relación más corta diff de la gama, pero el engranaje es todavía bastante alto para un coche supuestamente deportivo del tiempo. Así, la velocidad máxima se alcanza en 5 ^º equipo pero que no alcanzará el pico de potencia € â„¢ s engineâ en este engranaje.

 

 

Carrocería

 

La construcción del Málaga tiene más en común con sus predecesores Fiat que tarde Asientos de Volkswagen. protección contra la oxidación es mediocre, por lo que su worrh áreas del coche que están expuestos a la inspección de barro y agua, y bajo el suelo. El soporte de batería es una mancha de óxido favorito. Las diferencias con el carburador Malagas son puramente decorativas y todo es intercambiable. Sólo un puñado son exclusivos de la inyección y la serie 2 coches, como el â € ~Injectionâ € ™ insignia. Dona € ™ t se olvide de comprobar el estado general de las muchas molduras de plástico dentro y fuera del coche.

 

 

Interior y las eléctricas

 

La calidad y el diseño de interiores € ™ s Malagaa fueron muy criticados en el tiempo, sobre todo la serie 1 coches. Su verdad es que no la calidad de acabado más alto, pero como con cualquier coche de esta era, cuál es importante no cómo era, pero como es. Es fácil de comprobar para las molduras de raja o se tuerce y, si un coche ha llegado tan lejos en buenas condiciones, es sólo una cuestión de tener cuidado con el sol para evitar que los plásticos del interior se dañe. Al mirar el interior dona € ™ t se olvide de comprobar el funcionamiento de los elementos eléctricos (no arenâ ™ € t muchos), las cerraduras de las puertas y por supuesto la tapicería.

 

 

Primera Persona - Antonio Palmero

 

A pesar de que didnâ € ™ t crecen con Malagas, mi infancia fue marcada por los asientos contemporáneos. Aprendí a conducir en mi ™ s € para Papá Málaga 1.2L, que me alertó sobre el modelo, pero cuando tuve la oportunidad de unos años más tarde se fue para la versión deportiva; Una serie 1 de inyección. Te dan una sensación muy Se trata de la carretera cuando se conduce; Se siente duro y el sistema motor Porsche inyectada tira de ella a lo largo de bien. Aparte de la falta de dirección asistida es fácil de conducir y en mi opinión, se obtiene lo mejor de él si usted dona € ™ t empujar a los extremos. Su talón Achillesâ € ™ es la calidad del interior. Ita € ™ sa modelo muy subestimada, aparte de por un puñado de aficionados, y teniendo en cuenta su celebrando su 30 ^º este año sigue siendo realmente un desconocido. Revivir la mecánica y la experiencia de conducción del 80â € ™ s con este coche es una verdadera pasión viajeros del tiempo.

 

Hola muy buenas me presento soy Antonio el dueño m del sale Que Málaga asiento en la revista y Decir Que Me gustado mucho un sable Que El reportaje de una muy Lejos Llegado ..... espero Que os Haya gustado mi Seat Malaga 1.5 de inyección de 1.988 OS dejo Una foto del coche

http: //

[Mr_Bo11ox]

Holy cow it's the guy from the Malaga article!!!!! I think he's saying he's chuffed that his Malaga is appreciated so far away. Bienvenido Antonio!!! Nos gusta mucho tu coche aqui!!

[Mr_Bo11ox]

Alright gang, here’s a nice article on the early Rangey, translated this ages ago then never got round to posting it up!!!! I remembered about it when looking at the recent early R-R restoration thread. Hope you like!!!!

 

 

Its very concept profoundly modified the possibilities of the all-terrain vehicle. Far from the rustic appeal of the Land-Rover or the Toyota BJ, the Range Rover was deliberately designed with comfort and on-road ability in mind as much as mud-plugging. This art of reconciling two opposing temperaments does not come without a cost, and the Range Rover driver pays a heavy price at the petrol pumps thanks to its fearsome thirst. But the pleasure available, the lazy torque from the V8 along with its remarkable go-anywhere and load-carrying abilities, quickly made it a new standard, often copied but never beaten – 25 years of production testify to that. How can such a success have even been possible? Entirely by chance……….

 

 

With 40cm of ground clearance, the Range Rover can make fast progress over rough ground.

 

… A point of view maintained until the point when the vehicle manufacturers began to ‘segment’ the market by inventing niches and sub-niches in which to pitch different products. At Rover, an attempt to bridge two segments lasted 26 years, from 1970 to 1996, with the most recent versions having nothing to do with the original, sitting firmly in the ever-growing ‘SUV’ segment. Much-reduced off-road ability, a Prestige image and a real knack for polluting the atmosphere, it’s a contradiction of the original idea, born by chance during a muddy shortcut taken in 1964 by Charles Spencer King (Spen to his friends) while at the wheel of his Rover p6 2000. On this occasion, the man who ran the ‘special projects’ division at Rover, was impressed by the remarkable comfort of the coil-spring suspension set-up on the P6 and started to wonder about the possibility of a hybrid between the urbanite P6 and the rustic land-Rover. A sort of ‘mutant’. The concept was not entirely new, Rover having worked during the 1950’s on a sort of all-terrain luxury car called the ‘Road Rover’, which had a style equally as elegant as a jam jar. What it had, however, was the principle, of what became the Range Rover: It was not a matter of turning a tractor into a luxury car, but…. The opposite of that.

 

1. For improving the air circulation inside the vehicle, Rover atted small vents in the C-pillars
2. These rear view mirrors on the tips of the wingsare typical of early Rangeys. They nwould move onto the doors at the end of the 1970’s.
3. The Rostyle wheels are here shod with Dunlop 206/16 all-terrain rubber.

 

                Encouraged by William Hurst, director of the company since 1963 and believer in the new car with US sales success in mind, and also by Bruce McWilliams and Rover’s technical Director Maurice Wilks, Spen worked from a simple but brilliant basis: take the Land-Rover’s construction (alloy/steel body on a separate box section chassis), but add coil springs and a slightly longer wheelbase, giving a better ride and unprecedented axle articulation without expensive independent suspension. Plus keep a healthy ground clearance. David Bache, Rover’s chief stylist, designed the bodywork, going through 7 different prototype stages before arriving at the version which would be for sale for over a quarter of a century. George Bashford worked on the suspension, integrating a Boge Hydromatic self-levelling set-up. And it quickly became obvious that a full-time 4x4 transmission system was the way to go, featuring an integral self-locking centre diff and low-ratio transfer box, giving an additional 4 forward hears and one reverse.

 

1. If the door locks are somewhat prominent, the handles themselves are neatly integrated into the forms of the bodywork.
2. White indicators are an Italian-market speciality.
3. Often the slim rear wiper struggles to clean the window effectively due to a weak internal spring.

                All this was being developed in an ambience far from ideal, as in December 1966, the Rover Company was absorbed into the Leyland Group alongside Triumph and various commercial vehicle builders and parts suppliers. Less than 2 yrs later, the British Government insisted on further product rationalisation in the group and the forming of the British Leyland Motor Corporation which consisted of pretty much the whole of the British car industry apart from the very exclusive independents (Aston Martin, Rolls-Royce, Morgan etc) and the outposts of the Rootes/Chrysler group. Swimming through the chaos of these reorganisations, Spen joined Triumph in 1968, and viewed the Range Rover’s progress from afar, including the burial of a 4-cylinder engine version in December 1968. The chosen engine came from the states in fact, discovered by William Hurst during a visit to Mercury Marine in Wisconsin. They had a lightweight all-alloy V8, the 2158 (215 cu.in V-8 layout which had already been fitted to a number of Pontiac, Buck and Oldsmobile models, but which had fallen out of favour with ham-fisted American mechanics  for whom tightening its nuts & bolts without stripping the threads was a difficult and risky proposition. The engine thus would energise the top-end P6 rovers and the range Rover, though in a version tuned to 156ch (just over 150 bhp) with a healthy torque characteristic of 25.6mkg (185lb.ft) at 3000rpm. For scrabbling up cliff faces this was a very appealing combination.

 

1. A striking view of the range Rover, clearly showing the diffs in both front and rear axles. The lowes point of each of these is at least 20cm from the ground.

 

                To save weight, the bodywork was in Aluminium, with the exception of the rear window surround, the bonnet and the radiator grille. Against the sales dept’s advice the body was restricted to a 2-dr format with a split tailgate similar to those used on a lot of American station wagons. And, because the Range Rover was envisaged as a road car as much as a mud plugger, it was equipped with servo-assisted all-round disc brakes with twin-circuit hydraulics, radial tyres specially designed by Michelin, adjustable steering column, padded energy-absorbing dashboard, electric screen washers, folding rear seat, flush exterior door handles……

 

1. No expense is spared on the comfort of rear seat passengers – slidig rear side windows are provided.
2. In the finest ‘station wagon’ tradition, the rear hatch opens in two halves. Note the hinged rear number plate – keeps you legal while carrying long loads.
3. Two opening handles on each door – one for front seat passengers and another for those in the rear!
4. Once the seat is dropped, theres a huge load space available.

The ‘reveal’ to the press, in June 1970, took place in Cornwall where journalists were invited to try it out on an all-terrain course owned by a regional Motor Cycle Club – ideal for getting into the spirit of it. Harold Hastings wrote in ‘Motor’ that far from being a “land-Rover with a posh interior….. or a 4x4 Rover saloon, even though its on-road performance suggests that, its actually a remarkable combination of a very useful estate car and a 4x4â€. Its fair to say that Rover were onto a winner. Despite a high sales price, the order book quickly filled up and reached  a 12-month waiting list in Europe (stateside sales, despite being one of the key drivers for launching the car in the first place, did not get underway until the late-1980’s).

                But, the manufacturer had problems to deal with elsewhere; the reorganisation beneath the BLMC umbrella had terrible consequences for each individual company. The more profitable elements (including Rover) ended up subsidising the loss-making segments, with the result that funds available to Rover for product development dwindled, leaving only token facelifts and detail changes possible. It would take until the next reorganisation led by Sir Michael Edwardes in 1977, for any meaningful change in that situation. He made Land Rover Ltd an entirely separate company, with its own independent management team who could manage their own budgets. This was a timely decision as competitors were well awake by now, such as Mercedes with their G-wagen of 1979.

 

1. Behind the 3-spoke wheel, instrumentation includes a speedometer with mileomenter & trip meter, plus a combined fuel/temp gauge and a load of warning lights.
2. The heart of the R-R’s transmission – gear lever, centre diff lock & low-range transfer box lever.

                The next big change was the launch of the 4-dr model in 1982 and a different slant on the R-R’s place in the market, emphasising it as a luxurious way to travel, as shown by the 1983 sales slogan ‘Luxury need not stop where adventure begins’. That brought refinements like power steering, Chrysler automatic gearbox, 5-speed manual box, 2.4VM turbodiesel option in 1987,  viscous coupling replacing the diff locks in 1989, and steady increases in power outputs. Eventually the R-R would feature the 300TDi diesel engine option and 4.2 injected V8 petrol, self-levelling suspension, anti-lock brakes, LWB option… The R-R’s image was further enhanced with a series of classy special editions, such as the Vogue (which later became a permanent fixture), the ‘40^th’ in 1988, the CSK (a 200-example homage to Spen himself) in 1991, and the ‘25^th Anniversary’ model of 1995, plus assorted country-specific models such as the 1993 ‘Balmoral’ (France & Spain only) and the ‘Ascot’ sold in Germany in 1992. By the time the p38 came along, the Range Rover Classic (as it was then known) had sold over 300,000 examples and was generally acknowledged worldwide as the archetype of the now-ubiquitous Luxury 4WD. It showed the way for a generation of machines which followed a simple rule that said unmetalled roads did not automatically mean rusticness and utilitarianism, and that you could also drive a 4x4 into the city in your smart suit and brogues.

The example shown in this article, in its ‘Sahara Dust’ livery, one of the six shades offered at launch, is a model ‘B’ from February 1973. That means a few very minor ‘upgrades’: revised front wing badges (printed rather than engraved), carpets on the transmission tunnel, oil pressure gauge, water temperature gauge, ammeter, rear wash-wipe….. It was in February 2009, at a Turin classic car show, that it joined the impressive collection of Mirco Mirabani, growing since 1984 thanks to a bizarre tax matter. “At the time I was driving a Volvo 245 diesel, but this type of vehicle was subject to a very heavy tax penalty – 350€ per year. I stumbled across a very nice Range Rover, petrol, for sale for 700 euros – two years tax on the Volvo. I took a shine to it and since then I have been accumulating them, though only the classic model, I’m not interested in the P38. I started a club which now has 200 members and 400 examples on our booksâ€. This example retains its white indicators, a legal obligation in Italy until 1976, and it has another very interesting addition: A Webasto roof. “The thing that’s given me the most grief is the wing mirrors – I missed out on a pair on ebay, and ended up having to buy a whole wreck just to get the mirrors!†The Interior had stayed in good condition, apart from the vinyl on the seats which needed replacing. “Its not surprising that from October 75, pretty much all range Rovers sent to Italy had cloth seatsâ€. Looking at the interior close-up, you have to admire the quality of materials used, because the plastic, often moaned about, seems to have endured exceptionally well. And despite the likely knocking about off-road, everything has held together very well with no unexpected clonks or other parasitic noise. There is a ‘double system’ for opening the doors with handles positioned for access by both front-seat and rear-seat passengers. Access to the rear seat is good, thanks to the impressive headroom, and the folding front seat gives plenty of room to clamber past. A few details which remind you of its off-road intentions: 12v socket under the steering column for you to plug a torch, compressor or winch in (must be some badass winch that one –Bo11ox), and the completely flat boot floor, which, when combined with the folded rear seat, gives a massive and easily accessible loadspace.

 

 

1. Impressive axle articulation!!! Looks like the wheels can just do whatever they want.

 

                “Finding parts isn’t the massive headache you might expect†says Mirco. “You can get most stuff except some interior trim items and front seat supports. I don’t want to advertise as such but I can highly recommend Aylmer Motors of Alesno, near pleasance, which is owned by Range Rover driver Giovanni Bandini – It’s a good place for routine servicing or buying a few trick bits of decent quality; or Luca Gazzaretti’s ‘Formula Classic’ at San Martino della Battaglia, near Lake Garda, a specialist in rare bits for British carsâ€.

It’s a long time since I slid behind the wheel of a Rangey. The last time, was in 1993, for a road test of a 4-dr turbodiesel variant. No-one warned me about the floaty handling and that you had to take it easy with changes in direction and speed. I learned the hard way, taking the first corner  ‘spiritedly’ like I often did with test cars. I almost ended up on the roof!!! Before turning the key, I tell Mirco this story who agrees “It’s a car full of contradictions. Its actually quite fast, but it doesn’t have the tyres or suspension to be at ease in the bends, on the road or anywhere else….†That’s down to the live rear axle, which, although super tough and well suited to off-roading, penalises the handling. On top of that, the body is extremely roly-poly, with mush softer springing than a Land Rover for example. Its really ‘day and night’ comparing the two vehicles. “you have to drive with care and anticipate, remembering that the steering isn’t super sharp, but once you are used to that its very pleasant to drive and rewarding when you make a good job of it. I know; I’ve done tens of thousands of kilometres in these vehicles which confirm it. One of my rangeys has just clicked over 370,000km, almost all off-road, and without any special care!!! (I’ll believe that when I see it – Bo11ox)

 

1. One Stromberg carb per cylinder bank!!!
2. Braking is by 4-wheel discs with servo assistance.
3. A range rover is supposed to travel off-road and so its mechanicals are adapted thus. You have to look closely to see an all-aluminium v8 in there.
4. Mirco’s Rangey has a full-length Webasto roof.
5. On the steering column, twin 12v sockets.
6. The big novelty on the rangey is the the suspension, employing 4 x coil springs instead of the more rustic leaf springs of its L-R cousin.

The music from the V-8 sounds little like the iron-block American jobs. Its sharper but mor modulated, at idle you can barely hear it at all. It’s a whisper that transforms into a cry when you press the pedal to call up the cavalry. “The secret†smiles Mirco, “is to let it warm thoroughly before giving it the beans. Then…… Enjoy!!!†The gearbox is a little agricultural in its operation; long lever, slightly too widely-spaced ratios, clunky and sometimes imprecise engagement, especially on 3^rd gear, the ‘all purpose’ ratio from which one can all too easily forget to change up to fourth or down to 2^nd. You quickly learn to decompose the movement of the lever,  guiding it rather than forcing it and letting the gears drop in tranquillement. Engaging low-range gears is easy. Just pull the small lever on top of the box to move between standard and low-range operation. And, when things get really grim, beside the gear lever there’s a button for the centre differential lock. “it’s a car that can climb trees†says Mirco. “The large rear overhang can sometimes limit accessible terrain, and in extreme conditions, some Rangey drivers fit extra large springs, which look appalling.â€

Braking is assured by 4 discs brakes, and is well suited to hauling up the 1720kg empty weight of the Rangey, even during enthusiastic driving. For that is where much of the appeal of this car lies; unlike a Land Rover, its quick, with 160km/h being achievable meaning you can get to your favourite off-road play area quickly, flying over undulating roads or dirt tracks where required. The only unusual point is the drone from the front diff, which in the end you get used to; it’s a consequence of the complex transmission system of the rangey. The odd ‘klang’ as you engage a gear can be heard, but beyond that nothing special to note, which is testament to the impressive overall quietness of the machine. Nothing like the cacophony you get inside a land-rover. However, the fact that the transmission acts permanently on 4 wheels hist the fuel economy hard. 12-15l/100km if you stick to 100km/h on the raod, 15-20 off road and more like 50 if you have the centre diff engaged! That’s reminds you to back off on the pedal and take the obstacles carefully. Unlike Mirco, who, attacking a steep uphill slope, decides to go all-out, catching the rear overhang and crunching the metalwork!!!! He pops is head out the window and asks marco, the photographer, if that caught. ‘yes’ indicates marco so Miroc jumps out and has a look. â€Is that it??†grins Mirco, getting hold of the metalwork and straightening it with his hands. Theres just a 2cm scratch in the aluminium remaining. “its another souvenir†says Mirco. Theres nothing bourgeois about this RR - not even the appearance.

 

 

[C1am]

,

[Mr_Bo11ox]

Oh for fucks sake, the pictures aren't working, I'll have to sort it from home later

[carlo]

Mr Bol get that Alfa OSI stuff up asap!

 

 

 

[Eddie Honda]

I think your picture links are bollocksed for the following reason:

 

 

[img=http://i46.photobucket.com/albums/f114/Mr_Bo11ox/media/French%20articles/range%20rover/RR_1.jpg]

The spaces in the URL are getting altered to "%20", remove the spaces or change for underscores and the forum software shouldn't butcher them.

[carlo]

Or perhaps because the Photobucket site is virtually unusable at the moment.

[Eddie Honda]

I know PB is shite, but I've seen the problem crop up before.

[JeeExEll]

Oh for fucks sake, the pictures aren't working, I'll have to sort it from home later

Don't panic Captain Mainwaring. "Don"t Panic!!!".

 

This is a new thread to me, must have taken hours and hours for you to write and sort out the posting of pics.

Many thanks, Mr. Bol, lots of interesting stuff to read on here right from the start.

[Mr_Bo11ox]

Hmm, I see one picture is still u/s, nowt I can do about that one unfortunately.

[dollywobbler]

Brilliant, even if the article makes the common mistake of letting Bache take the credit for the styling. Undoubtedly, he added some nice touches to the design, but the actual shape of the Rangie was Spen King's input.

 

Here's how it looked before Bache added some proper lights not nicked from a Landy.

 

Do like the Italian-spec lights though. I've never seen one like that before. 

[garethj]

Excellent feature, thank you.  I had a Stage 1 Land Rover which was the first mix of Range Rover and Series Land Rover.  It shared the V8 engine although it had washers in the inlet manifolds to limit the breathing and power.  The gearbox was the same but mine had overdrive to throw another gear lever into the mix.

 

I'd have a Range Rover in a heartbeat but I think the early 2 door ones have gone the way of the Escort Mexico now.

[andy18s]

This isn't too far away from me but isn't road legal AFAIK. Works out around £1100 Sterling

[Mr_Bo11ox]

Been reading back through this lot. I see the text has gone to shit with loads of &&&&&&'s and whatnot everywhere. :mad:

[r.welfare]

Still very readable though, your translation efforts are well appreciated!

 

I'd love to know why the Italians had a legal requirement for white indicator lenses (but orange bulbs presumably) until 1976.