Not long did these two cars directly compete in the showrooms. Only in 1976 could one choose between a new, cramped 5.3 litre V12 2+2 or a new, cramped 2+2 with a 7.2 litre V8.
The two cars show how differently the same basic concept can be executed (Bristol and Ferrari are another two): the GT. The Castle Bromwich bolide benefitted from Touring’s neatly considered styling while Brown’s Lane’s leaper resulted from a tortuous process involving a number of hands (almost a Burkean contract between designers dead, designers living and designers yet to be). While the Jensen attained a homogenous look, the Jaguar resembles three very different ideas uneasily blended together.
We recently explored the matter of how long it takes to align two ranges of cars when one company takes over another or there is an administrative merger. In the cases of Ford and GM, covered earlier, the process seems to take under a decade. Are there counter examples?
Today I will take a look at the case of Rover, which marque came under the control of BMW in 1994. Rover (when under BL) had already been part of a co-operative venture with Honda. That process began under the Triumph brand when BL decided to use a slightly modified version of the Ballade as the basis of the Acclaim. The cooperation changed tracks slightly when Triumph was shuttered and Rover began to Continue reading “Mercury White Moonlight Landfalls on the Littoral”
In 1987, Maranello went back to its roots, launching the precursor to today’s track-bound limited edition wonders. But in looking to the past, was F40 the modern Ferrari of all?
The Ferrari F40 is a car that brooks no ambivalence. Like the company’s founder and imperator, F40 is indifferent to the notion that you might find it vulgar, somewhat silly, a virtually unusable statement of machismo and status, because it’s all of those things and a great deal more besides. Because, perhaps more than anything, F40 remains the essence of Enzo. Continue reading “Two Fingered Salute”
Once upon a time UK Fords and German Fords differed. And once upon a time UK Vauxhalls and German Opels differed. Then Ford and GM unified their European operations. How long did that take?
The process began for Ford in 1967 with the creation of Ford of Europe. For GM it is a bit hazier because their UK and Continental brands kept their names. Ford’s UK and German design centres co-operated on the 1972 Ford Granada. For the 1976 version, Merkenich handled the design. After 1976 there were no more UK-only models (Cortina), as one after another the range became uniform on both sides of the channel: Fiesta, Escort, Sierra, Capri and Granada.
Robertas Parazitas reports on one of the stars of this year’s NEC Classic Motor show.
Grim commerce and ‘investment car’ mania now dominate the annual NEC Classic Motor show, but search hard, seek the wisdom of the crowds, and strangeness and delight is there to be found. In Hall 4, a Restoration Theatre had been setup. I sat for a while, hoping for a performance of one of Congreve or Wycherley’s lighter works, but all that was on offer was a video of two elderly men in a dingy workshop explaining the intricacies of panel beating in what I imagined to be a satire on Puritanism. Continue reading “Impossible Princess – Vanden Plas 1800”
Some recent posts here at DTW have been inspired by foreign travel.
I too love spotting the little differences when traveling and I thought surely a week on the Sorrentine peninsula might provide me with a little automotive food for thought. However apart from a sprinkling of modern Lancias there was very little of interest to report from the mainland. A daytrip to the island of Capri though provided me with a really interesting talking point. Continue reading “Weakest Link”
On the surface, Renault’s 1983 Gabbiano was simply an innocuous concept, but could it also stand as a metaphor for a decades-spanning rivalry?
Following former head of Citroën bureau d’études, Robert Opron’s move across Paris to head Renault’s styling studios in 1975, design responsibility appeared to remain an in-house arrangement. However over time, a decision was taken either by senior management or by Opron himself to Continue reading “Word on a Wing”
With Vauxhall’s future under PSA coming under renewed scrutiny, we look back to Luton’s mid-’70s upmarket ambitions.
As automotive industry analysts ponder the fate of Opel / Vauxhall in the wake of PSA’s takeover, one possible future mapped out involves a shift upmarket. On the face of things, this appears about as likely as PSA getting a sudden rush of blood to the head and starting to take Citroën seriously, but as (im)possible futures go, it may not be entirely unthinkable.
If a car can embody the legacy of its creator, the 1967 Austin 3-Litre will forever be linked with the fall of BMC boss, George Harriman. Hubris or simply bad timing? Driven to Write investigates.
An unwitting metaphor for a car company which had fundamentally lost its way, the 1967 Austin 3-Litre was an unmitigated failure in both creative and commercial terms. Received at launch with an embarrassed silence from the UK press corps, shunned by the buying public and withdrawn from sale in 1971 with a mere 9,992 examples built, the 3-Litre, along with the Austin Maxi would prove to be the final nails in BMC’s coffinlid and all the evidence Donald Stokes and his Leyland cohorts needed to Continue reading “Harriman’s Folly”
According to Automotive News Europe, Opel will reduce the number of models it sells. You won’t be surprised, will you?
Additionally, purchasing activities will be shared alongside PSA platforms. The Ruesselsheim design and engineering centre will be charged with electrification of PSA vehicles and, finally, Opel will expand into territories that were previously taboo under GM.
The first point can be taken to mean more vehicles like the Crossland which already uses a shared platform with PSA. The bundled purchasing operation probably translates into more parts commonality among which will be engines or eventually electric power trains. Engines are typically a clear generator of brand character (or lack thereof); add characterless electric and hybrid powertrains to the mix and one can see a growing hazard for PSA in meaningless differentiation.
This leads us to the last point: new markets for Opel. Currently Opel is stranded in Europe although some of its output found customers in the US as Buicks (the Insignia, the Cascada and the previous Astra.) So, where will Opel head to now it can compete against GM? North America has been a hard market for PSA to crack. One scenario sees Opel as a “German” brand for PSA to push in the US, as a kind of wolf´s clothing for PSA’s platform sheep. Possible models (or their successors) would be the Astra and Crossland cars. In another scenario, Opel might Continue reading “Breakfast, Dinner and Lunch All Over Again”
As brand-DS’ pathfinder model becomes available to order, we find ourselves once again asking, what on earth is the distinctive series for?
Yesterday, Autocar reported that PSA’s new DS7 Crossback crossover is now available to order in the UK market, with RHD deliveries starting in early 2018. Pricing ranges from about £28,000 in entry-level Elegance trim to over £43,500 for the highest specification ‘Ultra Prestige’ model. That’s right up there with ‘Premium Luxury’ in the redundant nomenclature stakes wouldn’t you say? Isn’t ‘Prestige’ prestigious enough any more? One could be forgiven for imagining DS’ marketers Continue reading “DS’ New Horizon”
Earlier in the day we had a close look at a bit of the Peugeot 605. What was missing?
The short answer: Peugeot’s design and production dodged the ugly groove that normally indicates a weld, right under the lamp. This means that a not inconsiderable amount of work had to be done to match the weld seam to the metal on either side of it. Audi avoided this by bringing the bootlid right down to the bumper. Mercedes didn’t. Continue reading “Fifty-one Times Maybe is Still Maybe”
The 1986 Eole was an exploration of what would happen if one truly applied aerodynamic theory to a Citroën CX Estate. The results were somewhat mixed.
Truly aerodynamic vehicles tend to be fairly uncompromising looking devices for the most part. Citroën’s Eole concept from 1986 certainly wasn’t conventionally handsome, but it contained a lot of thinking that would become more widely adopted. The work of UK car designer, Geoffrey Matthews at the PSA/Talbot facility at Whitley, Eole was sanctioned ostensibly to give Citroën something new to show at that year’s Geneva motor show; the AX model (also styled by Matthews) not being due to Continue reading “A Concept for Sunday – A Break With a Backstory”
“Datsun leaps ahead!” Archie Vicar has a look at the exciting new 1978 Datsun Sunny in what appears to be a verbatim transcript of a period review.
The article first appeared in the South Caledonian News Inquirer, October 31, 1978. Douglas Land-Wimdermere [sic] took the original photos. Owing to the poor quality of the archive material stock photos have been used.
The Japanese marques don’t appear to give the impression of ever looking like they rest on their laurels (which, funnily, we also find in the Nissan range) so naturally enough, before we became accustomed to the old Sunny, a new Sunny has come along. And a jolly good thing too, I hear you say. For the old one had many good qualities and these have been built-upon in the new model.
Since 1975 many customers have bought the reliably-selling 120Y, making it Britain’s most popular import by a broad margin. The new Sunny takes on a refreshed guise, sporting a simpler and even more tasteful appearance. In its dark yellow paint, blacked-out front grille and its dapper wheel covers, it stood out against the dull concrete background of Worthing where Datsun have their head offices. It certainly will grace many a driveway for sure.
With perhaps the shortest gestation of any production car, 1977’s Chrysler/Talbot Sunbeam personified the term, ‘rush job’ – and it showed. But one variant burned brightly, courtesy of Lotus.
In 1977, the TV ad-breaks were awash with the mellifluous tones of Petula Clark, exhorting us all to put a Chrysler Sunbeam in our lives. I was around 11 at the time, so there wasn’t much I could do to obey the Surrey songstress’ siren call but since we did have an Avenger parked outside, my level of interest in Linwood’s newest offering was perhaps keener that it might have otherwise have been.
The Sunbeam was the result a neat piece of industrial blackmail on the part of Chrysler UK, the failing former Rootes car business, which under US management had merged with Simca but was struggling with a dated range of cars and a loss making production facility in Scotland making fewer of them than was economical. Faced with the plant’s closure, the UK government agreed to Continue reading “Norfolk Broad”
Rather than offer a sermon, I’d like to ask a set of questions. What does elegance look like today?
“Any intelligent fool can make things bigger, more complex, more violent. It takes genius and a touch of courage to move in the opposite direction,” said Charles Schumacher. And Coco Chanel murmured into her glass of chilled Lillet: “Elegance is refusal”. That’s a descriptive and not a formal defininition. Continue reading “Collective Wisdom On Elegance”
Ford’s post-acquisition strategy for Jaguar was one of aggressive growth, but it came at some cost – particularly to their core model line.
Having taken a multi-billion dollar hit on the acquisition of Jaguar in 1989, Ford executives saw only one way out of the mess they have got themselves into. In order to gain the return on investment they craved, Jaguar would need to be transformed from a specialist 35-40,000 car a year business to one pushing out at least five times that number. To achieve this, they would need to Continue reading “Stretching a Metaphor”
“Citroen’s newest car!” In what very much looks like a verbatim transcript of a period review, Archie Vicar considers Citroen’s 1978 Visa. Does it have what it takes be a proper Peugeot?
The article first appeared in the Evening Post-Echo in November 1978. Douglas Land-Windermere provided the accompanying print photos. Due to the poor quality of the images, stock pictures have been used.
French car-firm Peugeot’s buy-up of the perennially troubled French car-firm Citroen could not have come soon enough. The new Visa is the last of Citroen’s lunatic inventions, engineered under the former rule of Michelin, surveyors of food and purveyors of tyres. It takes a good six years to devise a new car so the germ of the Visa hatched long before Peugeot could rescue Citroen from itself. That’s why Peugeot find themselves watching Citroen launch the deliberately eccentric and challengingly strange new Visa yet it is still a car with a hint of Peugeots to come.
Up to now we’ve managed relatively few words on the subject of Aston Martin. It’s probably time we remedied that.
It wasn’t necessarily a matter of prejudice, but I suspect a degree of ambivalence might have crept in. Certainly in recent years under the leadership of the over-rated Ulrich Bez, the storied British marque came to rival Bentley as purveyors of overstyled and increasingly vulgar trinkets for the well heeled and indolent. Continue reading “Drophead Candy”
Our item yesterday on the demise of the Citroen C4 made me consider blandness yet again.
Here’s the car. Despite its many small styling features there’s nothing to focus on. Unlike the Alfa Romeo 164 it suggests nothing more than what is there. Like the Tagora, the car has undynamic proportions, a generic contemporary design which offends no-one except to the extent one considers it a waste of resources. Continue reading “A Potato For Sunday”
The other day I posted an article about blandness in which the Talbot Tagora had another drubbing.
Above is a very roughly revised version. What I learned in making it look a bit better (I believe) was that a) it a had a slightly over-tall glass house b) the front axle-to-scuttle distance needed to be longer c) the boot needed to be longer and d) the c-pillar is too far back. In executing these rough changes I noticed how much parallelism is deployed.
The outgoing C4 is a car that will pass without comment or eulogy. Except here. Well, of sorts anyway…
They say that above every cloud lies blue sky, so while we get over our disappointment with the creative execution of the heavily facelifted C4 Cactus, its advent has brought about the demise of perhaps the least worthy bearer of the double chevron ever. Seemingly killed for lacking that now essential Citroën quality, its lack of joie de vivre and cynical adequacy has ensured that it no longer fits within Linda Jackson’s (bouncy) castle moat.
Today I’ll ask why the 164 is ace and why the 2017 Mazda Vision Coupe is like a naked lady.
An article and a comment by our colleagues on the Alfa Romeo 164 constitute the launch position of this particular rocket aimed into Inquiry Space. The article by Eoin Doyle can be found here for your review but I will cite part of S.V.Robinson’s follow-up comment as it suggests the direction of this piece today: “I remember one commentator stating that the 164’s styling had that same balance and immediate sense of effortlessness as the Supermarine Spitfire and, oddly, it stayed with me as a very left field but accurate point if view…. I see a beautiful red 164 V6 regularly and it still stands out for its stance, raffish good looks and nice details”.
DTW touched on blandness before, using the Toyota Avensis as a subject. That car, it turned out, consisted of watered-down references to some other cars. This time, the inquiry into blandness starts with an anti-example, the Alfa Romeo 164, and contrasts it with the famously unsuccessful 1980 Talbot Tagora. While we must feel a little pity for the poor old Talbot, at least someone remembers it and, if I Continue reading “About Really Nice Cars and Boring Ones Too”
Fiat received most of the credit, but the 1987 Alfa Romeo 164 was a genuine Alfa Romeo, despite what some might retrospectively suggest.
In 2014, then Alfa Romeo chief, Harald Wester illustrated the marque’s latterday decline with an image of the 164, stating that by making it front wheel drive, it had diluted the carmaker’s bloodline. But instead he demonstrated both an eloquent disdain for his forebears and a blind ignorance of history. Dismissing the 164, perhaps the most accomplished and rounded product the troubled Milanese car maker had produced since the 1960s, not only made Wester Continue reading “When the Poets Dreamed of Angels”
The powertrain of this Toyota sets up the framework for this concept car which has strong points and a major weak point. The fuel-cell arrangement allowed the designers to have another go at re-defining the luxury car: a flat floor, a short nose and a wheel at each corner so lots of room can be crammed inside. From a creative point of view, the freedom from the constraints of the RWD petrol-engined three-box saloon should mean a chance to be a bit daring. On first examination, I want to Continue reading “From Within Outside Turns Upside Down”
Visually speaking, the 2006 Citroën C-Triomphe didn’t quite live up to its name, which may explain why it remains something of an automotive unicorn today.
PSA announced this particular iteration of their C-segment contender in 2004, a car which replaced the unloved and visually underwhelming Xsara model line. This car, believed to have been the work of Donato Coco and Bertrand Rapatel under the supervision of Jean-Pierre Ploué marked the beginning of a renaissance at Citroën’s Vélizy styling centre. Adieu to the creative torpidity of the Blakeslee years, welcome back creativity. Theoretically at least. Continue reading “Arc de Triomphe”
Don’t be fooled by the musicals, the rain in Spain falls on the coastline too.
Marbella in October can be precipitous and to be fair, this was the only day it rained during my recent visit, so I’m not complaining. The Irish are used to getting wet anyway, so I was hardly going to let a drop in atmospheric pressure interrupt my ongoing quest for a green car. However, while pounding the streets, I Continue reading “A Photo for Sunday – They Grow Up so Fast”
From certain viewpoints, the 2000-2005 Kia Magentis looks quite acceptable.
With the passage of many seasons and, especially in the context of engine downsizing, the V6 allied to a comfortable ride make the Magentis seem even more acceptable. The very same day I saw the Kia, a retired policeman and his wife proudly showed off the engine bay of their (metallic green) Volvo S70: a 2.4 litre quint. Both of these Continue reading “Nothing Sundered, nay: Ambivalence Restored”
Citroen’s C4 Cactus is a popular choice in Southern Europe, but signs are that it’s fading. Is the fun over already?
One of the drawbacks of being something of a novelty act is that there is often a risk that its appeal will fade. Upon its introduction in 2014, Citroën’s C4 Cactus was viewed as something of a character amidst a sector somewhat devoid of it. With styling which combined a studied practicality and ruggedness with a cheerful and largely unaggressive demeanour, initial sales for the model were strong, with 28,974 registered in 2014. Continue reading “Cactus World News”
“More and more than before!” In what appears to be a period review of the Peugeot 204 by legendary motoring critic, Archie Vicar, the car is assessed in the course of a drive in Portugal.
The article first appeared in the Neath Guardian, January 12, 1973. Douglas Land-Windernere (sic) is credited with the photography.
The French do like these peculiar little cars, the English less so: 130 a month is all Peugeot can sell around here compared to 1300 Renault 12s. One doesn’t have to look hard to see why this might be. The coachwork demands concentration to behold, the price is high and the interior is Spartan. But Peugeot want to Continue reading “1973 Peugeot 204 Road Test”
Driven to Write’s accidental tourist discovers an unusual way to amuse himself on holiday.
Following a recent sojourn back in Ireland, your correspondent has pitched up in the Costa del Sol for a well-merited change of scenery – and climate. But given that I appear to have forgotten how to behave on holiday, how is a Driven to Writer to spend his downtime, other than to Continue reading “Green Car Bingo”
Chopping the back off a saloon can lead to unfortunate results.
The 1978 A-body cars at GM lost a lot of fat in the downsizing wave of the mid-70s. Half a tonne of car vanished per model. For the Aeroback cars such as this 1979 Century coupe even more metal got sliced off (the same went for the very similar Olds Cutlass Salon). The 1977 Talbot Sunbeam and 1975 AMC Pacer underwent the same sort of radical surgery in the name of making one car out of another. But if you want to Continue reading “As They To The Lychgate Draw Near So Waxes Quick The Quiet Fear”
Volkswagen’s T-Roc compact recreational SUV is not some belated attempt at jumping on the bandwagon. It’s worse than that.
Despite decades of commentators claiming the opposite, being a designer at VW never was an easy job. One needs to be within spitting distance to current fashion, but still keep the technocratic aloofness that’s characterised the brand’s best products intact. Which is no mean feat under any circumstances. Continue reading “Getting Down With Da Kidz, Heide Style”
Amid a landscape characterised by an unremitting and frankly repugnant aggression within mainstream European car design, thank heavens for the Japanese.
September’s IAA motor show at Frankfurt was as dispiriting a illustration of an industry adrift as one could realistically hope not to witness. (Thankfully, I didn’t). Whether it was the remote and soulless autonomous concepts, (step forward Audi), the endless parade of evermore vulgar and over-wrought SUVs, or the even more depressingly torpid production offerings, Frankfurt was (with one or two exceptions) something of a bore. Continue reading “Reasons To Be Cheerful”
The code names HT51S, E-28, W-124, CDW27 and SD-1 surely no longer remain obscure enough to demonstrate proof of your car design knowledge. Add, please, G20, G30 G40, G50 to the list. Toyota’s third Century, G60, arrives soon.
Elsewhere here I have discussed the possibility of technical updates of classic designs where the styling remains much the same even as the engineering gets revised on an evolutionary basis. The Porsche 911, the New Beetle and New Mini approximate to this ideal. Cars like the LR Defender didn’t change enough to count and nor did the long-lived original Mini or Renault 4. For an exemplar of gradual, engineering-led evolution, we must turn to the Toyota Century, now only getting to its third incarnation since 1967. Continue reading “Lineaments, Landmarks and Leys”
Advance apologies to the Délégation générale à la langue française et aux langues de France and their eagle-eyed cohorts regarding the title header.
Earlier in the year I spoke at some length about Renault’s Mégane Grand Coupé offering, a car which is not only unavailable in drear old Blighty, but also (somewhat surprisingly) within Renault’s homeland. Introduced to the Irish market earlier this year, the Mégane sedan (sorry, but it’s neither grand nor a coupe) appears to have taken off here, with my highly unscientific visual survey suggesting Continue reading “Mégane à Trois Volumes”
The newest generation of one of VW’s non-Golf evergreens stands for the greater malaise of the German car industry – and acute deficits chez Wolfsburg
To the untrained eye, this newest generation of Polo looks pretty much the same as its predecessor. Alas, this couldn’t be further from the truth.
Whereas the Polo V was a small stylistic gem, boasting subtle craftsmanship of the highest order, from its expert surfacing to the delicacy of its detailing, this new car’s styling achieves the feat of managing to Continue reading “Missing The Ball At Polo”
Among the numerous small obsessions nurtured, nay, incubated at DTW is a concern for brightwork. Here’s another example of the art:
The car is a BMW 425d, complete with the rather supernumerary, superfluous and unnecessary label in the rearmost sideglass. Isn’t that the kind of thing you’d expect of a lesser marque in the 1980s? (Prizes for finding the kind of thing I have in mind). We’ve reflected on brightwork here (very good) and here (interesting) here (shocking, frankly) and here (a bit technical but ultimately rewarding) but not here (more people need to read that one). At this point, readers might be wonder when we are going to Continue reading “Combing The Hair Underwater Again, Are We?”
Ford’s pre-millennial coupé didn’t gestate in an Erlenmeyer flask, but it was something of an amalgam nonetheless. We take a look at the Puma’s moodboard.
The design theme for the 1997 Ford Puma bridged the blue oval’s early ’90s ovoid, organic design era and the ‘New Edge’ theme which arrived at the dawn of the millennium. But the roots of the Puma programme lie deeper. Continue reading “Barchetta to Bobcat”