2018 Auto Review programme Announcement: publication dates spread throughout the Year (Q1 = First Quarter of 2018)

AR137 Delage Album Published
AR138 AEC Album part 2 after 1945 Published
AR139 American Motors Published
AR140 Foden Album Published
AR050a The Rootes Group series Humber Second edition Published
AR141 Ferrari Album Q3
AR142 Jeep Album Q3
AR143 Mercedes-Benz cars Q4
AR144 Studebaker Album Q4


What’s coming in Quarter Three

AR 141 FERRARI ALBUM  Part One: The road cars  By Rod Ward

Auto Review has often managed to cover an entire marque history in one volume which at first sight seemed too big for a single publication. At other times the task has been too difficult, so if there is a logical division we try to split a story over two or more volumes. That is the case here; Ferrari has been divided over two Albums, this one devoted to road cars, AR151 to competition cars. As any enthusiast can tell you, this is not a totally clean and clear division. Yes, monoposto Formula cars obviously fall on to one side, and luxury road cars on to the other. But many Ferrari Grand Touring road cars were produced in quantity purely to qualify for GT sports car races, and on the other hand, many Ferraris intended to be road-going sports cars were subsequently raced. This means that the line between road cars and competition cars is more blurred than we might like, so some car models will feature in both Albums. The story runs from Enzo Ferrari’s early days as a mule farrier in the Great War, to Scuderia Ferrari, racing Alfa Romeos between the wars, and running his own firm after the Second World War. Enzo wanted to race his cars in his own team, but he was a businessman who realised that in order to finance his dream he needed to sell cars to others. Initially these were competition cars supplied to other entrants, then road-going cars. Ferrari always made as much as possible in-house, so that he had control of quality standards. This meant the firm producing its own chassis, engines, gearboxes and bodies, though many touring cars were subsequently bodied by the leading coachbuilders of the day. The Ferrari name grew in prestige, and though Enzo died in 1988, the marque he created continued to thrive into the 21st century. There have been hundreds of books on Ferrari; most enthusiasts will have some on the shelf, such as La Ferrari by Rogliatti, and Enzo’s 1964 auto-biography. One of the most treasured books in the author’s collection is Piloti Che Gente by Enzo Ferrari. We have not tried to compete with any of these superb works; instead we just hope to offer a concise introduction to this fascinating subject.


AR 142  JEEP ALBUM: The story from Bantam to Fiat-Chrysler  By Rod Ward

The name of ‘Jeep’ is synonymous with a willing go-anywhere vehicle used by the armed forces of the world, and popular with thousands of civilian buyers. The concept originated in a 1940 US Army requirement, for which a number of companies submitted designs. The best design was by the gifted Karl Probst for a tiny car maker called American Bantam, which was judged to be too small to produce the vehicles in quantity. Willys-Overland, which had been successfully making small cars for some time and had the best engine, its ‘Go-Devil’ unit, was awarded the main contract. Ford’s front end design was adopted, and the firm produced Jeeps in quantity under licence from Willys, which registered the ‘Jeep’ nickname, and went on to build large quantities of Jeep-badged vehicles for the world market. Kaiser Corporation took over Jeep in 1953, only ceasing production in 1970 after the death of Henry J Kaiser. The Jeep brand was sold to American Motors (AMC), which was then controlled by Renault for a short period. Chrysler acquired AMC, including Jeep, in 1987. Chrysler merged with Daimler-Benz in 1998 as DaimlerChrysler, but the German partner realised their mistake, and in 2007 they parted company with Chrysler, which was floated as a separate company.

The new entity was unprofitable, in spite of earnings from the Jeep part of the business, and Chrysler LLC was declared bankrupt.

As part of a rescue plan, the US government invited Fiat to take control of Chrysler, with Jeep as the most valuable part of the package. In 2013 Fiat-Chrysler was created, with Jeep as one of its flagship brands. In spite of this chequered history, as described in this publication, Jeep has retained its popularity among owners and operators, and the brand is stronger than ever in the 21st century.

 


What’s coming in Quarter Four

AR143 Mercedes-Benz  •  Part One: The road cars – by Rod Ward

Gottlieb Daimler (1834-1900) and Karl Benz (1844-1929) made the first practical petrol-driven cars in the world, both of them in south-west Germany. Benz was first, with a three-wheeler vehicle in 1885 in Mannheim, followed separately in 1886 by Daimler in Stuttgart, with a more sophisticated four-wheeler. The Daimler Motoren Gesellschaft (DMG) later adopted Mercédès as its brand. The two pioneers never met, but their companies are described in these pages, as well as the story of Daimler-Benz, set up in 1926 by the merger of the two firms. Over the next decades the Mercedes-Benz marque grew in strength and presence, due to dogged determination to stick to what they knew best; producing high-quality motor vehicles of all kinds. Mercedes-Benz trucks, vans, buses, fire appliances and cross-country vehicles will be described in Auto Review 146, including V-Class, X-Class and G-Class. Unimogs and MB-Tracs will be described in Auto Review 149. Success in competitive events helped to support the brand’s visibility and popularity for most of its existence, and the story of Mercedes-Benz in competition will be told in Auto Review 156. In this publication we describe Mercedes-Benz road cars, plus those made by Benz and DMG, as well as mentioning Maybach, both the man and the car marque.

 

 

 


AR144 Studebaker Album by Rod Ward

Here we have the story of a firm which built vehicles for over a century. Studebaker was the leading maker of horse-drawn wagons and carriages in 19th century America. Turning to motor vehicles in the early years of the 20th century, Studebaker had its ups and downs, having to recover from receivership in 1933. Profitable contracts during the Second World War, making aero engines, US6 trucks and Weasel carriers were followed by exciting new car and truck designs in the immediate postwar period. This promised a healthy future for the company from South Bend, Indiana, but Studebaker was too small to compete with the ‘Big Three’ US auto makers, and a merger with Packard in 1954 did not provide the hoped-for remedy. A last gasp of advanced styling in the GRP-bodied Avanti sports car came too late. In 1964 the company closed its US factory, just continuing limited production in Canada until 1966. Studebaker executives had foreseen the inevitable, and they had already diversified into other manufacturing sectors, so the Studebaker Corporation did not die when car production finished; it merged with other firms and the name continued to be seen for a few more years; but not on cars.

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