You don’t know how lucky you are…. Commonly believed to have been an automotive wasteland, but in fact a hotbed of innovation and inventiveness – Bruno Vijverman goes back to the USSR.
From establishment until its dissolution at the end of 1991 the USSR, with its highly centralized government and economy, kept its subjects in check under a stifling regime of five-year plans (pyatiletka) and widespread collectivisation. Stray too much – or too often – from your allocated path within the one-party state system and you risked intimidation, re-education, arrest or worse.
Such an environment of course was hardly conducive to creativity or self-deployment; at first sight this would also seem to be reflected in the vehicles that the (relatively) lucky few were allowed to own, assuming they could Continue reading “Curtain Call (Part 1)”
A Laguna Coupé ought to be both a rare and welcome sighting. But it doesn’t do to look too closely.
The Renault Laguna, especially in its third and final iteration was a popular car in Ireland. Not popular in Passat or Avensis terms, but sold in quite respectable numbers nonetheless, notwithstanding Irish motorists’ long-standing distrust of the larger offerings from our esteemed French neighbours.
This was all the more surprising really, given the frightful reputation its immediate predecessor earned over its lifespan – riddled as it was by electronic gremlins which cost the carmaker dear, both in market share and in warranty costs. But then, Renault’s Irish importers were (perhaps through grim necessity) somewhat generous when it came to sales incentives. Continue reading “Sighting and Seeing”
The 1970 X6 Austin Kimberley and Tasman ushered in a fresh start for British Leyland’s Antipodean outpost. But it would prove a short-lived one.
Austin Kimberley (c) elevenhundred.com
Even prior to becoming part of the British Leyland conglomerate, the BMC motor company was not renowned for making astute product decisions. Certainly, from the point when the ADO 17 (Landcrab) series was introduced, little or nothing to emerge from Longbridge was entirely fit for its intended purpose. ADO 17 entered the UK market in late 1964 as the Austin 1800 (its identical Morris equivalent arrived a bewildering two years later) and was met with a decidedly lukewarm reception from the domestic market, who were not clamouring to Continue reading “New Broome”
Did a brilliant but uncompromising engineer sow the seeds of BMC’s downfall?
Sir Alec Issigonis was undoubtedly a brilliant and visionary engineer. He was also, allegedly, imperious and autocratic, and highly intolerant of what he perceived to be interference or compromise. Latterly, it has been suggested that BMC’s failure to manage Issigonis effectively and channel his engineering talents to produce motor vehicles that were both desirable and profitable was a significant factor in the company’s ultimate commercial failure. This is the hypothesis we will examine in this series of articles.
Issigonis was born in 1906 in the Greek port city of Smyrna, (now called Izmir and part of Turkey). Greek by birth, he also enjoyed British citizenship because of his father’s naturalization while studying in London in the closing years of the 19th Century. Following his father’s death, Issigonis and his mother moved to London in 1923, where he studied engineering. He initially worked as an engineer at Humber, in his spare time competing in motorsport. His first racing car was a supercharged Austin 7 Ulster with a heavily modified front suspension of his own design.
Sounds odd, doesn’t it? And so it should! Who would’ve thought the thuggish American grey squirrel could do some good?
Artwork has been around since man first walked the earth, from those basic but enigmatic cave paintings through innumerable differing themes, spheres and periods. Prior to the automobile entering the scene, the largest canvas one could expect to become embellished by a more detailed approach might have been a carriage, steam engine, a wagon or the mighty locomotive. With these large expanses to adorn, you could really personalise, promote your product.
JJ Deal of Janesville, Michigan was the producer of fine wagons, carriages and buggies powered by natural horsepower. From 1845 Deal swiftly gained a reputation for building not only quality products but also a highly detailed paint finish. Deal’s Chief Striper was a fellow named Andrew Mack. A perfectionist, Mack was never completely satisfied with the quality or performance of his paints and brushes whilst working at Deal, seeking better products and methods in which to Continue reading “It’s Squirrel, Actually.”
In the face of extraordinary challenges, Gerald Palmer’s vision becomes reality.
As the hand-built prototype Jowetts pounded the roads of Eastern England and war ended, the intrepid Yorkshire company faced new challenges of recovery and reconstruction. In March 1945 the entrepreneur Charles Clore bought out the Jowett brothers’ holdings and thereby took control of the business. The new capital was welcome, but Jowett was no longer a family firm, and the new master would soon Continue reading “Beautiful Vision – Evolution of the Jowett Javelin (Part 5)”
The Artistry of the 1920s has been widely and lovingly depicted, but colour has been more notable by its absence. Although not entirely.
The human mind sometimes works in mysterious ways. Because until relatively recently the fact that photography and film originating from the late 19th and early 20th century was black and white, subconsciously the idea that the world presented in those pictures was one bereft of colour often took hold in our brains, even though we of course knew better in our hearts.
The rediscovery of the amazing body of work by French philanthropist Albert Kahn and his colour photographs using experimental autochrome plates – the oldest ones dating back to 1909 – has done a lot to Continue reading “Earl’s Take On Nature”
It might seem like a lifetime ago, but it was only last September when Volkswagen unveiled its new logo at the Frankfurt Motor Show. The logo was launched in conjunction with the ID.3 EV and was intended to herald a new era for the company, where the wholesale electrification of its model range would take centre stage. Unspoken, but undoubtedly the case, was the hope that it would Continue reading “Flattening the Curve”
Concluding our micro-theme on Volkswagen, while continuing another one.
There is (or ought to be) a rule which states that the longer a car remains in production, the less effective facelifting exercises become – in purely aesthetic terms at least. You will have noticed that Volkswagen (of Wolfsburg) has been in receipt of no small quantum of derisive commentary upon DTW’s pages of late, most of which was largely justified. By contrast, VW do Brasil has been portrayed as the more astute, more ingenious, and more commercially adept of the pair.
How Ralph Nader killed Volkswagen’s first Phaeton.
America had enjoyed a good Second World War from an economic perspective, and this set the stage for strong growth in the 1950’s. US GDP rose by 81% over the decade, while GDP per capita rose by 53%. Increasing affluence and a growing suburban population had supported strong auto sales, and US cars had grown larger and more ostentatious, reflecting the confidence of the era. 1959 marked the peak in the fashion for such cars, with their large tailfins and extravagant chrome laden exteriors.
There was, however, a growing appetite for smaller and more economical cars that the Big Three had largely neglected. These were often bought as second cars for wives or teenage children. This market was being satisfied by imports such as the Renault Dauphine and Volkswagen Beetle, and what would later become known as subcompact models from the smaller US manufacturers such as AMC, Nash and Studebaker, who hadn’t the financial or technical resources to Continue reading “Collateral Damage”
Volkswagen do Brasil – Wolfsburg’s younger, nimbler and more ingenious Latin cousin repeatedly showed up its more torpid German counterpart. Here’s another example.
Volkswagen’s Heinz Heinrich Nordhoff has repeatedly and justifiably been criticised over the years for his tardiness in sanctioning a replacement to the eternal and best-selling Beetle, before sales collapsed by the tail-end of the 1960s. It was not for the want of trying however, and as far back as 1955, with the Käfer selling in still-increasing quantities, Nordhoff, realising its success alone would not sustain VW indefinitely, put in train a series of Beetle-based prototypes – some to sit alongside, others to Continue reading “Wolfsburg Samba”
The pursuit of pure aerodynamics is rarely pretty – as this unusual story from Croatia illustrates – in abundance.
The vehicle in a sorry state seen here, slowly decaying in an impound lot in Split, started out as a radical aerodynamic concept from Croatia that piqued the interest of both Ferrari and Mercedes-Benz. What is it, how did it end up here, and what happened to it? No, it has not been the victim of an unfortunate steamroller mishap although at first glance you could be forgiven for thinking that: it really was designed to look like this.
Lifelong Ferrari aficionado Zlatko Vukusic (he named the restaurant-café he owned after Enzo’s firm) dabbled in car design and specifically aerodynamics in his free time. Through contact with erstwhile Ferrari chief engineer Giotto Bizzarini in the early nineties, the Croatian was able to Continue reading “Steamrollered”
Volkswagen do Brasil used its creative independence to produce a car that, had it arrived a decade earlier, might have been a very credible replacement for the Beetle.
The Volkswagen Beetle is one of the defining motor vehicles of the Twentieth Century. It remained in production for 65 years and a total of 21,529,464 were built. Although much changed over its lifetime, the distinctive profile remained largely the same, with its smoothly curved roof and bonnet, and separate front and rear wings connected by running boards. Anybody seeing a 1938 prototype parked next to a 2003 final year model would Continue reading “Reimagining a Legend”
Spare a thought for one of motoring’s perennial wallflowers.
Over fifty years have flowed since the first Corolla rolled from Toyota City. That most difficult of entities, the second album entitled E20 might be the subject of today’s looking glass but first a dip into the ever-deepening pool of Corolla lore.
In the early 1960s Japan began its economic miracle in similar fashion to that of Germany. Huge investment in infrastructure led to products such as the bullet train, colour TV, and air conditioning. Cars too, along with far better road surfaces and longer distances for that smooth tarmac – so now the public wanted to Continue reading “Hidden Blossom, Inner Flower”
Success can often be a less clarifying state than failure. Enzo Ferrari famously asserted that he learned more from the fabled Scuderia’s many reversals on the racetrack than its more celebrated victories. Of course, one would never intentionally Continue reading “A Question of Scale”
As regular readers roll their eyes skywards in exasperation, we return to a familiar theme, but in a somewhat untimely setting.
As some of you know all too well, DTW’s editor has something of a habit of repeating himself – almost as much as the subject of today’s nocturnal meditation. The more astute amongst you, by the way will have discerned that these photographs were not taken all that recently, which I will admit to – they were in fact snapped in early December, when the world was young(er) and life was, well, a little simpler.
Volkswagen persevered longer than most manufacturers with the rear-engined, rear-wheel-drive layout. The 1968 Type 4 was its last hurrah.
In the mid-1960’s, there was still a wide variety of mechanical layouts to be found in passenger cars. The so-called conventional layout, with a longitudinally mounted front engine and gearbox linked by a propshaft and live axle to driven rear wheels, was still predominant, and the wholesale switch to front-wheel-drive by mainstream manufacturers would not happen for another decade. Continue reading “Last Throw of the Dice”
Skoda’s success story in Ireland is such that the Czech carmaker is cementing its position, naming its latest in honour of its most lucrative musical export. No Bono… sit down, it isn’t you.
The Czech based, German owned, global (excepting the United States) manufacturer, Škoda, has form with odd names; some of whom have been covered on this site afore, the Octavia at least meaning eighth. The Superb is an old name, Rapid too. Then came the K-Škoda’s: Kodiak, Karoq, Kamiq, which, if one listens to or reads to Škoda’s PR treadmill, all have meaningful and charismatic connotations, background: spirit. Along with increasing difficulty in differentiating between them.
Then, from out of the primordial soup leapt something called Enyaq. Yes, you read that correctly: Enyaq. That treadmill must have blown a fuse, for this name is surrounded by Celtic myths, rolling green pastures, and the dulcet ululations of Enya, the Irish singer once of the band, Clannad. Her original name being Eithne Pádraigín Ní Bhraonáin, anglicising to Enya Patricia Brennan. Continue reading “A Goblin Green Plies the Lanes of Ireland”
When is a Volkswagen not a Volkswagen? When it’s an NSU. The K70’s fate forms a salutary tale.
There is an argument to be made that the Volkswagen motor company has thrived upon existential crises. Certainly they have experienced no shortage of them over their lengthy and mostly successful history. Having survived and prospered in the wake of the first of these in 1945, by the latter years of the 1960s, the Wolfsburg carmaker once again was faced with a serious reversal of fortune, with demand for the emblematic Beetle faltering, and little clear idea of how to Continue reading “Orphaned, Abandoned, Unsung”
Chinese automakers have long been expected to make a concerted assault on overseas markets but, so far at least, have failed to do so in any meaningful way. DTW wonders why.
The recent (July 2020) decision by the UK government to ban Huawei, the Chinese telecoms giant, from long-term participation in the national rollout of 5G mobile has profound implications for Anglo-Chinese trade relations. In a post-Brexit world, China had been cited as a potentially major trading partner for the newly independent UK, free to make its own bilateral trade deals. Such hopes now look increasingly forlorn.
The government’s decision has undoubtedly been influenced by pressure from the Trump presidency in the escalating trade war between the US and China, but genuine concerns about Huawei’s independence from the Chinese government, President Xi’s increasingly autocratic rule, the Covid-19 pandemic and the suppression of legitimate protest in Hong Kong have all led to a deepening suspicion about China’s political ambitions, benign or otherwise, as a major economic superpower.
The rapidly growing prevalence of the Internet of Things means that a wide range of Internet connected appliances, including automobiles, presents a security risk essentially the same as that feared from Huawei’s telecoms equipment. But while it may sound highly implausible that your Smart TV might Continue reading “The Chinese Are Coming… Or Are They?”
The Alfa Romeo 156: when I clapped eyes on that car, well, it really was love at first sight. Those looks, that stance, look at the wheels! The aura surrounding the badge, the singular, front door handle… hang on. Where is the rear door handle? This a four door saloon..
Jaguar never quite settled on the 2005 XK’s styling.
For a marque with such a rich stylistic heritage, Jaguar’s relationship with the automotive facelift has been a decidedly patchy one. Even during the creative heyday of Sir William Lyons, the second bite of the visual cherry (so to speak) often left a slightly bitter aftertaste.
Given the timelines, and the circumstances surrounding his appointment, it is perhaps a little unfortunate that the first Jaguar production design Ian Callum would oversee would be a replacement for the long-running and by the turn of Millennium, increasingly dated (X100) XK model. This GT, hastily concocted in the unseemly aftermath of Ford’s hostile takeover married the two-decade old XJS platform with a (then) new, more voluptuous body style. Continue reading “Under the Knife – Call Me Indecisive”
It has just stopped raining. The light is delicious. The street glows in the reflected gloaming, as a vehicle’s taillights cast their radiant wake in the damplight. It’s an album cover shot – shades of Ziggy Stardust or perhaps an Edward Hopper painting.
The combination of the banal and the everyday; the ubiquitous and socially upright Peugeot 504 berline, silhouetted against the decadent pull of the strip bars and empty promises of the wider Amsterdam nightscape is, to 21st century eyes at least, a striking visual metaphor. Continue reading “A Photo For Sunday – Atmosphere”
A brave attempt at autonomy snuffed out before its time.
Large country though it is – the fifth largest in the world by area – the República Federativa do Brasil has never had a national car maker of any far-reaching market significance. Foreign makers had, and continue to have factories that produce cars in Brazil of course: Volkswagen, Alfa Romeo, Chrysler, Fiat and Ford to name the major ones, and also exiles such as DKW, Borgward, Kaiser and Willys who with varying degrees of success sought to prolong their activities in Brazil, after the feasibility of the business case in their home countries evaporated.
At the dawn of the 1960’s, Brazilian business tycoon Nelson Fernandes attempted to finally give his country its own car. Fernandes had become wealthy building country clubs and a large hospital through a fund-raising drive targeting affluent Brazilians. One of his funders (and friends) was Luis Carlos Fagundes, a director of Willys do Brasil. Together, they hatched plans to Continue reading “A Democrat Crushed By A Dictator”
The mid-1960’s were exciting times for Rolls-Royce. As development of the Silver Shadow progressed, the company shared the blueprints and specifications for its new saloon model with Mulliner Park Ward. The London based coachbuilder had a long history of producing bespoke models on Rolls-Royce chassis. Now that Rolls-Royce was moving to unitary construction, this would no longer be so straightforward, but Mulliner was keen to continue its traditional business. A plan was agreed whereby the coachbuilder would Continue reading “The Best of Times, The Worst of Times”
Sleepless in Sheffield, Andrew Miles turns to tried and trusted methods.
Robbed of sleep by frazzled nerve endings, I turned (as one does) to that comfort blanket known as the internet. My searching led to previously unknown (to me) demographic targets that manufacturers use to ascertain future sales.
The new Škoda Octavia RS (appearing to have dropped the ‘v’) along with the muscular Scout were being virtually revealed in a ninety minute long video. Supported by a cast of dozens of minions introducing their own particular nuance; infotainment, Head up Display, transmissions and engine parameters, to name just a few, the big guns fired the opening salvoes to a sparse audience, seated around circular tables and to practically unsocial amounts of distance. Bottles of water and disposable coffee cups clearly seen on every table.
Pininfarina and Mercedes – it wasn’t all bad. Just good – in parts.
There are certain carmakers and design consultancies who despite all positive signs to the contrary, never quite gelled creatively. Certainly, in places where the incumbent design heritage is sufficiently strong and embedded, there are few if any instances of a coachbuilder or styling house crafting a superior design to that created in-house. Mercedes-Benz during its patrician heyday and carrozzeria Pinin Farina (during its own) are cases in point, especially so if you Continue reading “Four Lessons from History”
Hard Nose the Highway – the Javelin takes to the road
The first prototype of Jowett’s still un-named new saloon was completed on 25 August 1944 arriving into a nation in transition, still anxious, yet optimistic, and at the peak of its technological and manufacturing prowess. It was a land where a computer was a job description for a person adept with a slide rule and log tables, and star engineers and scientists enjoyed the same level of recognition and celebrity as the top sportspeople and entertainers.
For the British car industry, preparing tentatively for the postbellum world, steel allocations were more of a concern than scoop photographers. Gerald Palmer described the in-house built prototypes as “virtually created from raw materials”, by a small development and engineering team, working constantly, even through evenings and weekends. The first car had an 1184cc engine, probably with an iron cylinder block. From the second prototype onwards, the 1486cc export engines were installed. Continue reading “Beautiful Vision – Evolution of the Jowett Javelin (Part 4)”
As with most endeavours, even Italian post-war coachbuilding, there is no failsafe recipe for success. Particularly when illustrious British marques are involved.
From today’s perspective, it’s all too easy to get misty-eyed when recalling rather more halcyon periods in the evolution of the bespoke luxury automobile. For today’s coachbuilt cars seem to offer rather less grace than the standard vehicles they are based upon, thus underlining that rarity is no quality in itself. Yet even in the autumn days of traditional coachbuilding, when the arrival of the monocoque body had already spelled the end of the industry as it had existed in its heyday, not every sheetmetal change was for the better.
Not even in the case of Pininfarina, whose reputation surely requires no further elaboration here. The Hanson Pininfarina-bodied Bentley T1 coupé, unveiled in 1968, should have been a delightful cocktail of Anglo-Saxon formal and Italianate casual elegance. Clearly, the intention behind its appearance was to Continue reading “Coach Class”
Morocco is changing. Having vivid and fond memories from the heyday of CAR magazine in the seventies and eighties where a story headed off towards (or perhaps away from) the Sahara, or following the sinuous roads through the Atlas Mountains; images enticing us with not only the car in question but the souks and markets, faraway towns and remote villages that could’ve been from a thousand years ago, not merely thirty or so. One could almost Continue reading “Lecker Aufs Land”
Forty years since the launch of the Rolls-Royce Silver Spirit and its siblings; time to reassess the marque’s least loved car.
The late 1970’s was a challenging time for Rolls-Royce Motors. The company had been floated off in 1973 at the insistence of the British Government which, two years earlier, had rescued its parent company, the eponymous aero engine manufacturer, from bankruptcy and wanted it now to Continue reading “Acceptable in the 80’s”
Andrew Miles recalls an Italian-American design highlight from the creative heyday of the Latin carrozzeiri.
The late and prolific Tom Tjaarda left behind an amazing legacy of work; take at look at Richard Herriott’s obituary to him from June 2017, but for me there is one unusual, yet standout design I knew nothing about. That is until Matteo Licatta and his Roadster-Life website introduced a conceptual one-off from the hand of Michigan born, but Italian based sculptor, the Rondine.
Pronounce it Ron-deen -ay and to these eyes, this car is as pretty as a peach, as distinctive as any Ferrari whilst offering a symphony of speed that only the Hirundinidae can deliver. For the Rondine is underneath a Chevrolet Corvette C2. And here’s an unusual twist; General Motors’ Bill Mitchell commissioning Pininfarina to give the bodywork a good scrub up and tailor a new suit which made its Paris Motor Show debut in 1963.
As if the Corvette requires any form of introduction, but the Rondine, with that sharp suit of fibreglass adds a divine lightness to the form. Whereas the Corvette might Continue reading “The Italian Swallow”
Leafing through the sales brochures of two great Hondas with a mere 25 years between their respective gestations.
During those times when CAR magazine was still led by an editorial team that did not shy away from ruffling a few corporate feathers, the June 1991 edition featured the provocative cover slogan: “Where’s the progress“? In four comparisons, similar cars from the same manufacturers offered in 1971 and 1991 were put to the test to find out how much progress and where, if any, had been realised in two decades. If you spot this issue at your local fleamarket, I recommend you Continue reading “Turn the Beat Around”
Channelling an older, more illustrious vehicle, Ineos Automotive have shown first images of their upcoming Grenadier. Haven’t we seen you somewhere before?
“And did those feet in ancient time walk upon England’s mountain green?”
Classy yet classless. Both of the land, yet above it, the Land Rover Defender, within these islands at least, inhabits its own unique orbit. It’s a name which elicits certain qualities – of no-nonsense, robust self sufficiency, of capable and practical professionals, like country vets, tree surgeons, utility providers, coastguards. That’s certainly the image its makers chose to project, speaking to fond notions of national identity, everyday heroism, practicality and fundamental decency which have been enduring traits of that increasingly peculiar country collectively called Britain.
In production for the best part of 70 years, although it has in fact been refashioned many times, the Landie, over its lengthy and productive life has become a potent symbol of something inviolate, unchangeable – like Dover’s White Cliffs. So much so that in today’s febrile shared-media landscape, vehicles like the original Defender are fetishised – raised aloft and hailed as archetypes – images of authenticity amid a world increasingly laced with fakery and contrivance. Continue reading “Landfall”
With the Javelin’s revolutionary credentials established at an early stage of development, evolution towards running prototypes and production reality gathered pace in a harmonious and efficient manner.
Possibly the most successful element of the Javelin’s design is its suspension and steering. At the front, double wishbones are employed in conjunction with longitudinal torsion bars. Telescopic shock absorbers are used, and the wheels are steered through a sector and pinion mechanism, located behind the engine which is mounted just forward of the front axle line.
If the recent demise of the Bentley Mulsanne proves anything, it is that engineering expertise and bespoke craftsmanship alone do not make an ultimate luxury car.
As lapses in the exercise of due diligence go, the 1998 acquisition of Rolls-Royce Motors by the Volkswagen Group takes some beating. The maker of Rolls-Royce and Bentley cars had been hived off from the eponymous aero engine manufacturer in 1973, following its rescue and nationalisation by the UK government two years earlier. Rolls-Royce Motors was then purchased by UK engineering group Vickers in 1980.
Vickers’ core business was in defence and marine engineering and its new trophy asset became more of a liability as the costs of keeping pace at the pinnacle of automotive engineering grew ever greater. During the late 1990’s BMW supplied engines and other technology to Rolls-Royce Motors. When Vickers put the company on the block, the Bavarians appeared to Continue reading “Wide of the Marque”
The mid-point of the 1960s truly represented peak-coupé. It was all downhill from here.
Anyone with a shred of understanding for the art of automotive design will readily acknowledge the difficulty of dealing with a limited palette. When it comes to small footprints, the problem is acute, given the architectural strictures imposed. Anyone therefore confronted with Fiat’s 1964 850 berlina would probably have been rather dubious about the carmaker’s ability to craft a comely GT variant from such humble and let’s be fair, unprepossessing underpinnings.
Notwithstanding the above, it’s relatively inconceivable that the resident Torinese carrozzieri, well adept at crafting silk purses from base material, didn’t at least throw their putative hats into the ring in the wake of the 850’s announcement, but it appears that Fiat was determined to Continue reading “Cambiare la Moda”
Time accelerates as we get older, so one feels moderately for the youth of today. Take my work colleague, Sophie, who at 21 is onto her fourth car in as many years. Initially hesitant about learning to drive, with some encouragement from friends and family, she passed the theory and then the practical exam four summers ago.
Over sixty years ago, Citroën discovered that you can only go so far in stripping a vehicle of its amenities.
During most of its existence the car has presented itself in countless shapes, sizes, capabilities, not to mention levels of price, performance and equipment. Todays subject however belongs to that rare class of decontented cars, true strippers not to be confused with the usual sparsely equipped entry level models aimed at fleet buyers, taxi companies and buyers for whom price and economy are absolutely predominant selection criteria.
The 1955 DS19 was an unprecedented showstopper, and although it suffered a range of quality and especially reliability issues in its early years, it did Citroën a world of good image-wise. As far as sales were concerned however, after the initially high amount of orders by the affluent and Avant Garde started to level off the French firm was confronted with a problem.
Plus ça change… Bentley introduces a more heavily revised Bentayga than previously imagined. It’s both better and worse than before.
Successful products tend to be characterised by a number of factors: A fitness for the intended purpose, a sense that their intrinsic qualities are worth the outlay, and an essential honesty to their form, position and remit. Bentley’s Bentayga SUV has been a commercially successful product for the desired British luxury carmaker, with over 20,000 built since its less than rapturous introduction in 2015. Certainly the Crewe-based carmaker’s press release makes much of it being the market leader in its sector, but given that Bentley trades upon exclusivity, one must question whether this is something necessarily to boast about?
As we (somewhat belatedly) rejoin Robertas Parazitas’ commemoration of the Jowett Javelin, the design begins to take shape.
1943 has just begun, Britain is at war. Jowett has an ambitious visionary as its Managing Director, and a 32 year old engineer with an impressive record of achievement has joined the company to lead its most important project. Would extraordinary circumstances produce an exceptional car?
While Charles Calcott Reilly had found his engineer, the brief for his task was far from set. The design which evolved defined the aspirations of Calcott Reilly and Palmer – a compact but spacious saloon, was described by its designer as a utility car. The target price was £500, coincidentally Gerald Palmer’s starting salary when he joined Jowett in 1942. Exportability was a priority; despite the company’s characterisation as Yorkshire’s national vehicle, in the pre-war period, Jowetts were exported to at least 60 countries. Continue reading “Beautiful Vision – Evolution of the Jowett Javelin (Part 2)”
Chris Ward continues his report on life with a 2009 Jaguar XF-S.
Two months in and the Jaguar XF-S has settled into the daily grind. As cruel as it may be to hobble a continent crushing beast with stop-start traffic, the Jag proves adept at leaping over life’s bumps and ruts.
Concluding our retrospective on Spain’s automotive flag-carrier and the rare occasional flowering of its independent design talent.
SEAT enjoyed a period of independence between 1982 and 1986 during which it introduced the MK1 Ibiza in 1984, a Supermini that was sold alongside the outdated 127-based Fura before replacing it in 1986. A four-door saloon version, the Málaga, followed a year later in 1985. The Ibiza and Málaga were the closest SEAT ever came to Continue reading “Espíritu Independiente (Part Two)”
It’s been a while since we’ve heard from him, but despite the current C-19 crisis you certainly cannot accuse Mr. Wagener of sitting on his hands.
What if: Like you, I recognise that the job of design leader or Chief Creative Officer in this instance involves a certain amount of blue sky projection. An implicit understanding that design in its purest, most elemental form ought to Continue reading “Dreams Take Flight”
A review of the automotive week ending 26 June 2020.
Half the year gone already and not a child in the house washed. But as this little pocket of the world gradually and carefully opens back up, the broader European motor industry too is doing its level best to pretend this crisis never happened, catching up on all of those product launches inconveniently delayed by the dreaded virus.
Not that recent global affairs have had much impact upon Haymarket Publishing’s storied automotive weekly, where fairies and unicorns continue to flit merrily, social distancing notwithstanding. Monday therefore saw Autocar online report (and not for the first time either) upon the possibility that Jaguar might Continue reading “Newsgrab”
The romance of the open road. Being your own boss. A scaled down Knight of the Road, if you will. However much your magenta tinted spectacles may offer such views, in today’s dog eat dog road conditions, it’s mighty tough out there. Especially if you’re a photocopier engineer with a large region to cover and your given steed is a B8 Passat estate – in grey. Cliched, isn’t it? Though Mark definitely does not sell the machines, his remit is simply to Continue reading “Mark, His Mk8 Motor and a Mackerel”
A retrospective on Spain’s automotive flag-carrier and the rare occasional flowering of its independent design talent.
In the late 1940’s Spain was an economic wasteland. The bloody 1936 to 1939 Spanish Civil War, immediately followed by the privations of World War II, had left the country impoverished and largely without an industrial base. The government of General Franco was desperate to improve the welfare of its people and reduce their reliance on subsistence level agriculture and fishing.
One key element of this plan would be the development of an indigenous automobile industry. European manufacturers, still rebuilding their post-war domestic capacity and markets, were largely uninterested in expansion into Spain, but the government realised it had neither the capital nor the technical expertise to build the industry from scratch. Instead, it courted both Fiat and Volkswagen, offering shares in a new auto company and royalty payments in return for permission, not just to assemble but to Continue reading “Espíritu Independiente (Part One)”
As inevitable as death, taxes, and global pandemics. What’s that? Ah yes, Jaguar’s in trouble again. Haven’t we been here before?
An automotive reckoning, long-postponed, now seems imminent. We of course should have had it long ago, and had the surging Chinese economy not mopped up all that excess capacity over the past decade or so, we would be talking about a rather different automotive landscape today.
But not only did the Chinese Crouching Tiger to some extent help prop-up otherwise floundering businesses (and certainly, one could point to Groupe PSA’s remarkable resurgence being in no small part aided by Dongfeng’s largesse), it also made a significant contribution to a lopsided industry model with an over-reliance upon high-end, luxury products.
It isn’t wildly hyperbolic to suggest that Jaguar Land Rover’s post-2010 successes were to a very large extent a product of Chinese market forces, and if anyone doubted that, one only had to Continue reading “Number Nine Life”
How an ultimately doomed American car manufacturer unwittingly laid the financial foundation of one of today’s most successful sports car makers.
Ferdinand Anton Ernst (better known as Ferry) Porsche visited the USA for the first time in his life in December 1951. The 42-year old general manager of Porsche AG; his father Ferdinand Senior having passed away earlier that year, was there to carry out consulting work on a military vehicle project for the US Army as well as to discuss sales and distribution with Max Hoffman, Porsche’s importer and distributor for North America.
During that meeting Hoffman suggested to Porsche that providing consultancy services for American carmakers might be a lucrative idea for the enterprising young firm. Shortly before, Hoffman had met with longtime Studebaker executive Richard A. Hutchinson to discuss the future of the American car market and he suggested that Studebaker should offer a true economy car, a kind of American Volkswagen, instead of trying to Continue reading “Deviating Fortunes”
We welcome a fellow sufferer to the DTW branch of Kitty-Fanciers Anonymous.
My parents have always been baffled by my fascination with cars. The curse is not familial; neither parent has a fluid ounce of petrol in their veins. Dad preferred football to fast metal and never learned to drive. Mam passed her driving test in her thirties out of gritty necessity, her car ownership journey characterised by a series of grudgingly bought and traded-in Fiestas.
I on the other hand absorbed everything automotive like an oversized Halfords sponge. A yearly highlight was a trip to the Daily Mail British Motorshow. The week long event coincided with my birthday, making a trip to the NEC a great present for a car mad youth. One of my most vivid memories is from the 1988 show; I was ten when Jaguar launched the XJ220 to a seemingly hysterical response. Continue reading “Big Cat Hunting”