Defining luxury in an age of conspicuous consumption isn’t easy. Judging by two concepts encapsulating futuristic decadence, this task will not become any less challenging in the years to come.
The fight for luxury supremacy of the future officially started in March 2018, at the Geneva International Motor Show. There, Aston Martin chief designer – pardon: Vice President & Chief Creative Officer – Marek Reichman openly criticised the traditional purveyors of automotive luxury, namely Crewe’s Bentley and Goodwood’s Rolls-Royce, of pandering to an obsolete definition of top-end motoring.
The legacy of the 1961 Continental lays heavily upon Ford’s Lincoln division. Today we begin an examination of two concepts aimed at re-establishing that defining car’s visual pre-eminence.
Europe does not have a monopoly on history or heritage. Long shadows of the past also haunt the American automotive landscape, as the big-name US automakers struggle, just like their European counterparts, to reinterpret the past while straining for relevance in a rapidly approaching future.
We ought to rename this site Le DTW. After yesterday’s Peugeot review we now have a whole slew of early 90s French cars under the spotlight.
In 1991 L’Automobile ran an article assessing the comparative strengths of the main three French brands, Renault, Citroën and Peugeot. It was a huge group test: 24 cars. The magazine passed judgement on the main classes and in this article I will pass judgement on the 1991 verdict. Were L’Automobile’s assessments in line with mine? Or indeed yours? Continue reading “Anticipation Creeps Headstrong Towards Us”
A spring break, (or to put it another way, a break in spring) leaves our correspondent in a mildly disturbed state of mind.
One of the many joys of going to the middle of France every spring is that we hire a car for the duration and it never ceases to provide a chance to sample something new from the automotive smorgasbord. This year, for once, we actually got what we expected; Hertz had promised either a 308 SW or a C-Max and we got the Pug.
Alfa Romeo stared success in the face with 2003’s Kamal crossover concept, but opted to pursue MINI instead. Was this Fiat Auto’s worst product planning decision ever?
Product will only get you so far in the auto business, but it certainly does help. It helps a great deal more when it is the right product, preferably at an opportune time. Successful product planning is a subtle art and a rock many a car company have stumbled messily upon, for exact science it is not.
In the immediate post-Millennium period, Alfa Romeo was in serious financial trouble, losing millions of Euros a day, despite having Continue reading “Culture Club”
Sometimes driving the dream isn’t quite what it is cracked up to be. New contributor Chris Elvin outlines why he’s done a’ Rovering…
Despite passing my driving test shortly after my seventeenth birthday and having been enthusiastic about cars from toddling age, I managed to retain the position of being the only person in my immediate family never to have owned a car until quite recently, in my late 30s.
The concept of fun isn’t one we’d habitually associate with brand-Volkswagen, especially of late. But all that appears set to change.
In matters of crisis management, it is essential to maintain control of the narrative. Lose that, and the organisation becomes untethered, prey to attack from all sides. Inaction, by default, becomes one’s chosen action in both the eyes of critics and the wider public.
When Volkswagen’s systematic and sophisticated emissions gaming came to light in 2015, the carmaker seemed to have frozen in disbelief and denial. Regardless of how matters were being handled internally, the glacial pace of their response was viewed in the Continue reading “Crisis of Identity”
After a bit of a hiatus, Driventowrite’s ashtray series is back. Today, how the decline in the popularity of cigar smoking made in-car satellite navigation possible.
For this article, I had the pleasure taking a closer look at our Dublin correspondent, Mick’s BMW 728i. At the same time I had a chance for a small and very tame test drive, another one of those revelations that comes unexpectedly now and, to some extent, again.
The Arese merry-go-round has a fresh face in new CEO, Tim Kuniskis. Will he enjoy better fortune than his predecessors, or will it simply be more of the same?
Who’d take on a basket-case like Alfa Romeo? A marque with almost boundless potential for greatness, yet equally one with an unimpeachable aptitude for tragi-comic reversals of fortune. A state of affairs which is rooted in successive management failures – from those amid the semi-state Istituto per la Ricostruzione Industriale who oversaw Alfa’s affairs until 1987 and subsequently, the individuals Fiat Auto appointed to Continue reading “The Circle Game”
DTW takes a look at the advanced and stylish Jowett Javelin on the seventieth anniversary of the delivery of the first car, with some reflections on the machine and its creators.
The psalmist’s full three score years and ten have passed since the happy owner of Jowett Javelin serial number D8 PA 1 received his or her keys on 16th. April 1948. It is therefore appropriate to do a little scene-setting before considering the labour and sorrow which led to this remarkable car’s production, and followed it to the end of its days.
Nought to sixty in under 5 seconds, courtesy of a V10. No door handles. What do people do with cars like this in Denmark, I have to ask?
I really don’t know. What I do know is that cars such as this are where there is overlap between the mainstream mass manufacturers and the fringe enterprises (covered since July 2016 with forensic thoroughness in the celebrated Far From The Mainstream series). The difference is that large-scale manufacturers can call on the expertise of seasoned car designers and costly, advanced specialist manufacturing processes.
The Wiesmann story ended in 2014 with liquidation. It began in 1988 with the launch of the MF30, a rear-wheel drive retro-inspired roadster powered by a 3.0 six-cylinder BMW engine. What occurred in between?
Weisman produced four iterations of their signature theme, variants of the 1950s roadster idea. Idiosyncacy is the name of the game at Dülmen. The bodies stayed much the same while names and engines changed as time went by. The second car, the 1993 MF-3 (confusingly, a smaller number than the predecessor) had a different BMW engine, a BMW M54 with 3.2 litres capacity.
The first series was the MF, coming in two versions with some lesser variants known as the MF 28 and MF 35, each having a different BMW engine and minor trim variations. In 2003 Wiesmann felt it was a good idea to Continue reading “Far From The Mainstream: Wiesmann”
Every car design enthusiast and their dog lament the downfall of the Torinese carrozzieri. Yet a recent example illustrates that it’s not simply the industry that’s at fault.
With Bertone gone (despite a company of that name still in existence) and ItalDesign churning out the crassest, most tasteless, un-Giugiaro-like concoctions, it’s now up to Pininfarina to wave the flag of Italian automotive design excellence.
Reports have surfaced of Alfa Romeo readying a two-door version of their Giulia saloon later this year. As aficionados of the coupé, we should be delighted, so why is Driven to Write more troubled than pleased?
While not entirely immune from hyperbole’s more strident notes, Autocar can normally be relied upon to swerve outright speculation. However, last week, Richard Bremner – a respected journalist who these days seems reduced to penning listicles for their online edition – reported (citing ‘sources’), that FCA are at work on a Giulia-based coupé, said to employ the Sprint nameplate. “The Giulia coupé could appear towards the end of this year and go on sale in 2019”, his Autocar piece suggested.
We see change. I’ve been waiting for a better Focus since the last one appeared in 2011. That car never met my expectations even if it proved pleasant. How have Ford changed the Focus for 2018? Have they made all change change for the best?
To answer that it’s very much a case of needing a side-by-side comparison since the Mk3 lacks the kind of character that’d make it memorable. Let’s start at the front and walk around. The new version shown above is the ST Line, meaning the front clip is probably not going to Continue reading “By the Sahel’s Croceate Sands”
With Ford’s Taurus the latest sedan nameplate set for a date with the eternal, what does this growing convergence mean for the large blue-collar American saloon?
Cadillac’s recently announced plans to remove a number of sedan model lines in response to shifting commercial realities appears not to have occurred in a vacuum. Last week it was Ford’s turn, first with reports of the Mexican-built Fiesta being phased out, but more dramatically, that executives have elected not to Continue reading “Victim of Stars”
Fiat didn’t hold an official “Exhibitors Conference” on the first media day at this year’s Geneva Salon, but that didn’t prevent FCA’s CEO pronouncing on the future of Fiat’s European activities.
Sergio Marchionne declared that “for the 500, 500X and Panda it is worth pursuing, I am less in love with the Tipo, despite its sales success. We have to be careful how we distribute large amounts of capital. The Tipo is less encouraged, because that sector of the market is very crowded and not very profitable. It was a part of the market where Fiat traditionally was, but maybe we need to Continue reading “Geneva Fallout 2018 – The Things Bosses Say”
Driven to write has something of a jones for these tiny cars. Hell would be being asked to choose between this and a Bristol 411.
Well, I say Driven to write likes the Honda Beat as if we are a gestalt consciousness devoid of personal preferences. But DTW isn’t really, it’s a concatenation of different automotive tastes that miraculously seems not to be in conflict (except about chrome and brightwork and maybe fake wood in a car interior). We don’t talk about that much.
Today’s car lives in Dublin, Ireland (hence the grey lighting of late March ’18). I’ve seen this example before and indeed, the only other Cappucino I’ve set my eyes on also crossed my trail in Dublin (a black one). Ireland’s roads and traffic conditions being what they are (bad), the Capuccino is a surpassingly intelligent choice alongside a Rover, Cadillac or Jaguar. The roads and country lanes can be narrow. High speed matters a lot less than the sensation of high speed. Being so low to the ground and so Spartan, the Cappucino must Continue reading “A Few Photos For Sunday: Suzuki Cappucino”
Cometh the hour, cometh the car. 1988’s E34 BMW 5-Series arrived at just the right moment, redefining the model line and clarifying a template that arguably hasn’t been bettered.
If 1961’s Neue Klasse saloons served to define Bayerische Motoren Werke’s style template and 1966’s 1600-2 popularised it, the Paul Bracq-inspired E12 5-Series of 1972 would take the design principles of Wilhelm Hofmiester and recast them in a modish, yet still highly disciplined context.
A design which married a sharply pared and engineered steeliness with an almost Latin softness, the E12 became BMW’s visual touchstone for almost two generations. So much so that its replacement, 1981’s E28 was essentially a reskin of the outgoing car. Continue reading “Five in Time”
This is the third instalment of this series which definitively ranks the very best European cars of all time.
To make cut the cars have been rigorously assessed for engineering merit, technical competence and design quality. Each parameter was subvivided into its essential elements and assigned a number of points. The total number of points possible is 100. The minumum grade was 79. Today we assay an Alvis, evaluate an Audi, weigh up a Wolseley, over-view an Opel and muse about an MG.
As Cadillac’s Johan de Nysschen prepares to stun the World with a flagship model, we look back thirty years to a previous attempt at shock and awe.
Throughout Cadillac’s rich and honourable a history of so-called dream cars, what distinguished the concepts of the marque’s heyday was that they accurately signposted the direction styling would take, whereas latterly, they appear to exist only in order to Continue reading “Fantastic Voyage”
An Easter treat. Just as we were discussing great European cars, one of them parked in my neighbourhood. It’s an Opel Kadett D: a two-door fastback.
The photo quality leaves lots to be desired. This is where I would need the skills and photographic equipment of Helmut Newton to do justice to the atmospherics. Instead I have a bad camera and limited skills in photo editing. It has been a long time since I saw one of these. As ever, that means a chance to Continue reading “A Photoseries For Sunday: 1979 Opel Kadett”
GM’s plans for Cadillac sound ambitious, but the gulf in product and perception terms facing the US luxury car brand appear to echo that of another, more familiar luxury marque.
When General Motors sold their European outpost to Groupe PSA last year, many believed the US car giant had upped sticks and left the Old World for good. But this week there was some fairly solid grounds for reviewing that assessment.
Speaking at the NADA-JD Power Automotive Forum at the eve of the New York auto show, Cadillac President, Johan de Nysschen announced to delegates, “Ladies and gentlemen, I can assure you that things are about to Continue reading “Building On Daring”
The outcome of the best and brightest Daimler-Benz managers showing the Americans how to take the product side of the business was this. Seriously ?
Was it ignorance? Negligence? Arrogance?
The motive(s) may be up for debate, but there’s no arguing about the utter lack of lustre this 2007 vintage Dodge Avenger embodies. Or that this utterly cynical product was the result of management decisions betraying one or all the traits mentioned above.
With Ford poised to officially reveal its spiritual successor, we examine the car which fifty years ago paved its path, becoming the fifth best selling car of all time.
It’s a curious choice of name when you think about it, connotating little by way of glamour or allure, unlike for instance its Cortina sibling. The car as companion perhaps? A no-nonsense non-specific name for what began as a practical, utilitarian no-nonsense car.
The Escort name in fact predated this model, first turning up on a variant of the 1950s British Ford 100E range, but more salaciously, it was also the title of a popular UK top-shelf publication, beloved of the school playground and travel motel dweller alike.
Some time back, DTW surveyed the world of cars to produce a definitive top 50 of all time. In this series, we narrow the field to European vehicles and present a run-down of the best Eurocars ever. The ratings are based on a weighted combination of engineering, styling, boot capacity and overall significance.
We will start off by a reminder of why a Seat, a Borgward and a Fiat are remembered as they are.
As always, there’s more than just cars to the Geneva International Motor Show.
Geneva: Hotbed of glamorous wealth, elegant refuge of the well-off elite amidst the mountains and Lac Léman. London Mayfair with a Franco-Swiss twist and more of a Continental sense of style.
In truth, the impression the average visitor, let alone motoring correspondent on a budget, gets of Genève is a decidedly different one. First of all, Geneva is far more French in feel. The streets and public transport are far dirtier, the average encounters with locals far less courteous than in German-speaking Switzerland. In large parts, Geneva also feels rather stuck in the 1980s, if it wasn’t for the plethora of oh-so-2018 Bentley Bentaygas and Mercedes-Maybach in the streets. Continue reading “Geneva 2018 Reflections – Minor Distractions”
In 1978, Fiat and Pininfarina displayed both their environmental credentials alongside the Ecos styling study. Twenty years later, were its themes reprised for of all things, an SUV?
As we’re fond of pointing out round here, the storied Italian design houses were not exactly above rehashing and repurposing design concepts for rival clients should the need arise (And it frequently did). After all, there are only so many ideas out there at a given time and if the intended client isn’t biting, why not Continue reading “A Concept for Sunday: 1978 Pininfarina Ecos”
Dark blue really flattens a car’s form. In all but the best light the shapes are concealed. Let us try and look past that colour.
Rather annoyingly I saw the same model in more photogenic metallic light grey yesterday while on the move. I couldn’t get a snap. We will have to make do with this image.
For a car sold in so many countries and in such large volumes, the limited engine choice is a puzzle. You could only get these with a 2.2 litre four or a V6 of 3.0 litres capacity. I’d expect another two engines for this, or even three: a 2.0, a 2.5 and a diesel of some sort. Continue reading “Despair And Joy Dance Their Pavane”
Lancia’s 2004 B-sector monospace was that rare thing – a commercial success. But was it a better Idea than its Fiat sibling?
It has been suggested that the Lancia Musa died prematurely, production ceasing when Fiat Auto’s Stabilimento Mirafiori car plant was idled in 2012; victim of the catastrophic fall in Italian new car sales in the wake of the financial crash, sovereign debt crisis, not to mention the legacy of Fiat Auto’s inability to Continue reading “The Muse of Melpomene”
For Robertas Parazitas it’s been a strange Salon. Great for star-spotting and social interaction, but none of the new crop of premieres and concepts lit the flame of his desire, or the warm feeling that the future of motordom is going to be all right, after all.
Over the Easter period there will be a series of articles on the best European cars. I have my own ideas of what these might be.
However, I would like to ask the DTW readership if they have some suggestions. You can propose attributes of a great European car or you can suggest actual candidates for the list. I would probably prefer discussion on the attributes though: is it engineering, style, quality, handling or performance? It is about aristocratic manners or it is about democratic good taste? Is it about the ability to Continue reading “Great European Cars: Help Driven To Write Decide”
This is a small gloss on a news item from ANE about the future of Opel’s Ruesselsheim engineering facility.
Does it have much of a future? ANE reported this recently: “One decision that Tavares has put off for now is what to do with thousands of engineers at Opel’s technical center in Ruesselsheim, Germany. They will be part of a “center for engineering excellence” for self-driving cars and electrification, he said, as well as for a planned re-entry to the North American market.” I have mused about this before.
Death’s door revolves once more for VW’s retromobile. Perhaps we’ll miss it this time, but only if it promises to go away.
At the recent Geneva motor show, Volkswagen’s research and development chief, Frank Welsch confirmed the much rumoured demise of the Beetle. Many commenters had speculated since VW’s fortunes (both reputational and financial) took a dive in the wake of the firm’s emissions-revelations, that niche models like the Beetle were on deathwatch, so in many ways this news comes as no surprise.
When this series began first I used stock photos. Since then, I have switched to ones I have taken myself (or have been sent by our local correspondents). Today, I revert to stock images but with good reason.
Two impressive Geneva concepts from India’s largest carmaker suggests a growing maturity and ambition. We investigate.
It may surprise you to learn that Tata Motors have been part of the Indian automotive landscape for over 70 years. For most of that time, Ratan Tata’s motor business concentrated on the commercial field, before becoming famous for the Nano, billed as the World’s cheapest car. But they are probably best known for their surprising (and lucrative) 2008 acquisition of what became Jaguar Land Rover.
In its two and a half decades in the passenger car business, Tata have been predominantly a domestic player, but as the Indian car market has grown both in size and relative sophistication, Tata, in conjunction with its design and engineering satellites (not to mention independent partners) in both the UK and Italy, has reshaped its domestic offerings to compete with the big names.
The author characterised the Fiat as the “underknown sportsman”; the Alfa is portrayed as the “playboy from Milan” and not surprisingly the Lancia they called the “noble professor”. It was also called a “cult car for connoisseurs”. What more did they write?
The 2018 Kia Ceed is now punctuation-free and in possession of a new, more sober attire. Sound familiar?
Notwithstanding one or two brave and ultimately doomed adventures into the leftfield during the early 1970s, the European C-segment has never been a bastion of progressive design. So it should be with little or no surprise that we consider the ongoing convergence of the principal players, not just in engineering and layout, but if the current Geneva motor show is a reliable indicator, in styling terms as well.
Two significant saloon cars debuted at Palexpo this week, but according to our man pounding the show floor, only one makes the grade.
As any traveller will tell you, getting upgraded from economy is much easier said than done. Indeed, the more habituated one is to travel economy, the key to that threshold appears even more arbitrary and capricious. PSA knows all about this. Having squandered brand-Peugeot’s upmarket credentials during the 1980s and having got their creepy ‘drive-sexy’ phase out of the way latterly, the Lion of Belfort has been painfully clawing its way back to some semblance of stylistic and reputational credibility.
After a bit of a hiatus, DTW’s non-executive classics sub-editor at-large, Myles Gorfe, reports on a busy month for his car, a 1975 Ford Granada 2.0 L. Costs: £310.00 for towing. £190.34 for sundries. Miles travelled: 0
Myles Gorfe writes – It’s been a busy month for the Grannie. After a bit of a hiatus, work on getting the car back on the road began to continue, albeit in a stop-go kind of way. To recap, the engine stalled during the last test. This has to be handled by my new mechanic, Ken Cutler of Ken Cutler & Co. Carriages.
I suppose I should back-track a bit and explain that my last mechanic, Frankie J, took early retirement in December – he had the car after it stalled and was booked to work on it. The Granny was among six (or seven) projects that needed to be finalized before Continue reading “Our Cars: 1975 Ford Granada 2.0 L”
Reporting from the 88th Geneva motor show, Driven to Write, in conjunction with Auto-Didakt searches in vain for signs of progress amid the weaponised SUV landscape.
Having launched what is quite likely the star of the Geneva motor show in the comely form of the Jaguar I-Pace, JLR are quite understandably basking in peer-group approbation and the warm glow of being on-zeitgeist. But meanwhile, there is more conventional fare to be made and sold – and a bottom line to be protected. After all, introducing a BEV is a witheringly expensive business, especially one whose sales potential still remains a relative unknown.
So offering what is arguably the yang to the I-Pace’s ying, JLR also debuted the limited-run Range Rover SV Coupé – all £220,000 (before options) of it. To be constructed at JLR’s Special Vehicle Operations atelier in Coventry, only 999 examples will Continue reading “Geneva 2018 Reflections – Above and Beyond”