Today we present part two of the exciting car year 1970, in which we describe a number of newcomers. Ford came with More car between the wheels, Datsun provided one cherry on the cake and Mazda sang A capella. In other words: in this part we describe the Ford Taunus / Cortina generation (TC1), the Datsun Cherry (100A / 120A) and the Mazda Capella 616 / RX2.
Ford Taunus / Cortina (TC1)
In 1970, Ford of Europe markets the new Taunus and Cortina models as TC1 generation. The Cortina MK 2 and the 12m / 15m models thus receive powerfully drawn successors that use the same platforms. The newcomers also have the necessary similarities externally. The German Taunus is more business-like than the British Cortina. It is especially more elegant and has a different front, a different stern and an appearance with a coke bottle shape. The wheels are driven at the rear.
New underframes, different engines in England and Germany
The newly developed undercarriages (front including wishbones, rear with an axle that was located by means of arms along sideways and transverse arms) are the same, there are differences in engine variants. The four-cylinder Taunus versions receive the Pinto blocks with a single overhead camshaft. The smaller engines in the Cortinas are Crossflow engines, and the sportier and more luxurious variants have the engines with overhead camshaft. The faster 1600 Cortina versions for the continental market (among others) do get a 1600 Kent block with double carburettor.
No six-cylinder for European Cortina
There are also differences between the British and German Knudsen models in the area of the six-cylinder models. The Taunus buyer can choose from several V6 Cologne blocks. The Cortina will not get six-cylinder blocks for Europe, while Ford equips the Cortina with the V6 Essex engines, which are only available in South Africa and Australia. The same Cortina is not available as a coupé, while the German branch does bring the Taunus Coupé. The TC 2 generation succeeds the TC1976 generation for 1. The TC 1 was one of Ford's strongholds, and both the Taunus and the Cortina were supplied by Ford in a variety of designs, with numerous engines and multiple transmission options.
Datsun Cherry (E10)
In 1970 Datsun launches a new compact car. That is the E 10 generation of the Cherry, also known in Europe as Datsun 100 A. The Japanese newcomers are characterized by a striking C-style, a smooth design and the use of front-wheel drive. The four wheels are all suspended independently, Datsun also uses the McPherson system in the front. The E 10 is available as a two-door and four-door version. Datsun assembles the 1-liter A-10 engine with double Hitachi carburettor. In 1971, the lower built 120 A coupé appeared. It gets the 1.171 cc A-12 engine, again with one double Hitachi carburettor. That engine will later also be available for the coach / sedan for some markets. For Japan, for example, the faster version based on the coupé will also be available: the X-1. And in 1973 Datsun again with the X-1 R, also based on the coupé.
Datsun also releases a practical station variant of the model. The 'A' types from Datsun contribute significantly to the growth of the Japanese group in Europe, and the cars also provide a high degree of satisfaction among the owners. Like more Japanese cars from that time, the price / quality ratio is okay, and the standard equipment in the base is already quite complete compared to the European competitors. During his term, Datsun adjusts the Cherry E-10 sparsely. For model year 1978, the Cherry E 10 retires. At that time, the successor - the F 10 - had been driving around for some time. With the exceptionally striking, good and sympathetic Cherry, Datsun really hit the bull's eye. Certainly on the home market and in Europe.
Mazda 616 / RX 2 (Capella)
Another car from Japan, which comes on the market in 1970. Mazda is also stirring during the increasing Japanese model offensive. It releases a very nicely designed four-door middle class: the Capella. It starts its career as 616, it is the actual primal father of the current Mazda 6. The rear-wheel drive car is available with a 1.6 engine with an overhead camshaft. The 1.5-liter SOHC engine also finds its way into certain markets in the 616, which gets a Mc Pherson front suspension and greets a rigid axle with Panhard rod at the rear.
Coupé and RX 2
The 1970, introduced in May 616, was soon joined by a coupé version. This happened in 1971, the year that the 2 x 573 cc Wankel engine with 120 DIN-HP also got a place in the Japanese cabin. The Capella is then called RX 2 and is available as both a coupé and a sedan. Mazda also uses the 1.796 cc engine from the Luce. It does this especially for the American market, where the Mazda 616 will be called 618. The first Capellas are hardly changed by Mazda during their career. The 616 soon says goodbye to the rectangular headlights. This is replaced by two double headlight units.
Long nose until 1978
In 1975 Mazda measured the 616's slightly longer nose, giving the design more dynamism and at the same time making the car appear more powerful. The 616 is therefore also called 616 LN. The car will last for a long time, because Mazda will continue to build it until 1978. Then the 626 will take over from the 616, which really was an excellent alternative for the established European order. Because: value for money, reliable and sympathetically designed. Before 1974 Mazda had already replaced the RX 2 with the RX 3 and the RX 4, which Mazda based on the 818 and 929.