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.

Weekend fun 2

Over the bank holiday weekend I helped my mate Simon with his MG Midget. You can read about what we did in Simon’s blog, he tells the tale far better than I could and I don’t see the point in repeating what he has already said.

On Sunday we took the Midget to watch the motor racing at Oulton Park (of which more anon). Simon was kind enough to let me drive the Midget back to his house (about 25 miles, I think). If you are under any illusions about how good a driver you are an old car will soon shatter them. Old cars are less forgiving of mistakes; they can be annoyingly literal in the way they respond to the driver’s inputs. Just trying to pull away in the Midget was challenging. I’m more used to automatic transmission and the last manual car I drove had a very forgiving engine and clutch. The Midget has a short travel clutch pedal and the initial throttle response feels a little all or nothing. Simon even confessed that for the first week or two he had the car he either stalled or shot off as fast as the car could go.

Once on the move the clutch seemed far more user friendly – one reason I dislike most manual transmissions is un-necessarily long-travel clutch pedals. The gear lever had a pleasantly mechanical action and no spring-loading (a pet hate of mine in 4-speed gearboxes) allowing the lever to be moved quickly and freely in all directions. It all feels slightly frantic, the Midget is very low-geared so you get to top (4th) very quickly and at 50mph I think the rev counter was showing 3,000rpm. All the intermediate gears make their own distinctive noise and there is no synchromesh on first gear, which means it will crunch if you are in the habit of selecting first while the car is moving (time to brush up on neglected double declutching skills). Actually slowing to a stop needs quite a push – there is no brake servo and certainly no Citroën-style high pressure hydraulic system to lend a hand.

What delighted me about the Midget was the steering. Even with a smaller than standard steering wheel - a lovely, leather rimmed Moto Lita wheel – the steering isn’t heavy. There isn’t much self centring action, which is just what I like, just wind lock on or off as necessary and the Midget changes direction immediately. Not that the steering calls for much winding as it is pretty direct. It is just as well, the Midget is a snug fit and there is no room for flailing arms.

Driving the Midget was a rare delight. There is something about a simple, fun to drive car that is incredibly appealing. You can drive it hard without endangering your license and learn a lot in doing so. You can maintain it at home without needing specialist tools or any great skill and without breaking the bank. One day I think I’d like to own a car like this.

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.