Volvo celebrates 80 years

At the 2007 Classic Motor Show this weekend (9th – 11th November, Birmingham’s NEC) Volvo will celebrate its 80th anniversary with a display of historic vehicles. In recent times Volvo has made a great effort to (successfully, I think) shake off its rather stuffy image. For years the square-rigged 144, 240 and 740 models provided safe, sensible transport for smug middle-class families. But now Volvos manage to be both safe and stylish. To emphasise a tradition of stylish the emphasis is on convertible models:

Volvo PV655 Norrmalm drophead coupe 1933 ­– A magnificent one-off, generally considered to be the world’s most beautiful Volvo.
Volvo 445 Valbo convertible 1953 – Built on the 445 light truck chassis, this is one of five survivors out of 10 originally built.
Volvo Sport 1956 – Often referred to as the P1900 this nice sportscar with its original plastic body carries chassis number 1.
Volvo 122S Amazon Coune convertible 1963 – The only rolling example of the five open Amazons built by Belgian carrossier Jacques Coune.
Volvo 480 convertible prototype 1990 – One of the two prototypes built by Volvo Car B.V. as design and feasibility studies.
Volvo C70 T5 convertible 2008 – The current open top Volvo in the model range is offered with a broad range of engine alternatives.

I’ve got my ticket to the Classic Motor Shows and I’m looking forward to it this year.

Roadsters Remembered Mazda MX5 mk2

The original MX5 of 1989 pretty much single-handedly revived interest in the open 2-seat sports car. British Leland ceased production of the MGB in 1980 and the closest thing to a mass-market roadster was the Reliant Scimitar SS1, launched in 1984. Angular styling and odd proportions robbed the Scimitar of mass market appeal (although I think it looks quite smart). Perhaps affordable mid-engined cars in the mould of the Fiat X1/9 and Toyota MR2 should have assumed the role of the popular sports car but it doesn’t seem to have happened. Instead the majority of modern roadsters have adopted the traditional front-engined rear-wheel drive layout.



It was 9 years before the MX5 was updated, which must say something for how right it was. The second generation MX5 was received with nearly as much enthusiasm as the first. Although I never drove the original MX5 I was keen to try the second one when the opportunity presented itself. That opportunity coincided with the chance to drive 2 other roadsters, the Honda S2000 and the Vauxhall VX220 turbo (which I will return to); it seemed sensible to use the Mazda as a yardstick.

Trying to describe the MX5 is difficult; it was an appealing and light-hearted car. It enjoyed that trait unique to the best Japanese cars of being light and easy to drive without being vague or sloppy. As a result it felt good and yet it is nearly impossible to describe any single aspect. That is probably because there is nothing about the steering, the engine, the gearbox or the ride that is non-linear in behaviour. I’m sure it is the lack of exaggerated response that makes the MX5 such a nice car to drive. For everyone else the smart styling and Japanese reliability mean there is no reason not to buy the sports car you always promised yourself.

Roadsters Remembered #1 MG MGB

The British climate is not the most conducive to driving open cars but with summer on its way I’ve been thinking about all the open 2-seat cars I’ve driven. The MGB is more than just a car – it is practically a national institution. There is something about the B’s simplicity, size and good looks that give it enduring appeal.

There is no better way to see how cars have changed than to drive one that is 40 years old. It is a physical car; the steering is heavy, the pedals demand firm inputs, the ride is restless and there is persistent background noise. You get used to carrying a can of WD40 to spray on the engine when the weather is wet – otherwise it won’t start – and the fact that the rain will find somewhere to come round the edge of the convertible roof.

Old virtues also emerge, the steering is also more direct than a new car, the gear lever feels pleasantly mechanical and there is overdrive to get used to. Overdrive was a way to give 4-speed cars a 5th gear for relaxed high-speed cruising and on the B was operated by a switch on the dashboard. When it worked there was something wonderful about flicking a switch to change gear – but there was no guarantee of an instant response or even any response at all. Overdrive units have a tendency to get sticky with age.

What the MG needs to be enjoyed at its best are the right kind of roads; lightly trafficked, country roads. Do not try to drive as quickly as possible, you will expend a lot of effort for little reward and it is better to relax, enjoy the view and the beat of the exhaust. Repeat the exercise at night; the view may be diminished but the sounds and smells are enhanced. If you are used to closed cars it lends a whole new dimension to driving.

You may not want to do it all the time but driving an MGB is something you should try at least once.