The Jaguar iconography was founded upon a small number of significant characteristics, but of these, visual appeal was perhaps the most crucial – and certainly the most obvious. For any car design to succeed in the marketplace, and to do so for an extended period of time, this appeal must be apparent, not only from the outset, but be capable of being maintained throughout a lengthy production run.
Fortunately, in Sir William Lyons, Jaguar had an arbiter of form, line, proportion and more importantly still, taste, which gave the carmaker a significant edge over both domestic and non-domestic rivals. However if Lyons had been a chef, he would have been one who had himself never cooked a meal, yet could still Continue reading “Altered States”
Citröen’s Méhari was a far more fecund species than one might have imagined. We plot the mutations.
From the mid-seventies until sometime in the following decade, I spent most summer holidays with my family at my uncle’s second home in Les Marines de Cogolin near St. Tropez. Being in my early teens at the time, amongst the things I always looked forward to -apart from the usual French Riviera attractions – was getting to ride along to get groceries and bread in the Citroën Méhari they had at their disposal for local errands.
Once dominated by the twin pillars of Bertone and Pininfarina, the leading Italian car-design consultancies found their hegemony (and profitability) threatened by the dramatic arrival during the early 1970s of a precocious interloper by the name of Giorgetto Giugiaro. His ItalDesign consultancy quickly established itself as a formidable adversary, capable of delivering turnkey projects in both product design and engineering.
A decade or so later, and seemingly just as abruptly, another significant player entered the field. By the tail end of the 1980s, the Institute of Development in Automotive Engineering (I.D.E.A) was going head to head with the big-hitting Italian carrozzeiri, having gained the patronage of Fiat with perhaps the largest and most ambitious vehicle programme in its history. Yet they appeared to have arrived from nowhere. Continue reading “The Big Idea”
And so we turn to the matter of the 604’s image and fate.
The 604’s history reveals how the buyers of the 1970s were less constrained by expectations of brands. What one notices in the reviews from the time of the 604’s launch is that there isn’t a single mention of image. Today motoring writers have internalised perceptions of what constitutes a desirable car: it is what others might also desire.
Even if a particular model is objectively deemed to meet measurable expectations one can find remarks to the effect that the car lacks image, or the brand has insufficient appeal. Quite simply journalists now would never put a large, powerful and luxuriously equipped Peugeot into a test with similar vehicles from established prestige marques simply because it isn’t deemed to be a prestige brand.
I am no expert when it comes to the subject of car design, lacking as I do the in-depth knowledge, training, vocabulary, or indeed, ‘eye’ to interrogate or illuminate a car’s form in a truly meaningful manner – mercifully, others upon these pages are better placed to do just that.
“Black Badge is for those who reject conformity and live life on their own terms. It’s for the innovators, trailblazers, rulebreakers – and above all – those who dare.” Rolls Royce Motors.
The highly decorated former British soldier, subsequent historian and writer, Lieutenant-General Sir John Bagot Glubb published his noted essay, The Fate of Empires and Search for Survival in 1978. Having spent over forty years in the British army observing England’s Glorious Empire wither into insignificance, he was probably well placed to Continue reading “The Fate of Empires”
The 1989 Dedra brought Latin style and a more competent package to the compact executive segment. Sadly, it left behind a few more pressing concerns.
Italians have never needed to be convinced that a luxury car could also be a compact car. With a land and cityscape which militated against corpulence and a taxation system which proscribed large-capacity engines, Italian carmakers made something of an art out of geographical and fiscal necessity.
As artforms went however, it wasn’t the most expressive, the post-war Italian upmarket berlina conforming to a degree of visual rectitude that was almost flamboyant in its subtlety. Foremost amongst its exponents was Lancia. From the Ardea, its Appia successor, to the seminal Fulvia, these saloons gave the upwardly mobile a refined, well engineered and reassuringly patrician vehicle – one which could Continue reading “Euro Standard”
Not wishing for one moment to hasten the demise of our favoured personal transport, we must take into account the future. With planners believing we’re all to live in mega cities and have no need to own or run a car, we seek out alternatives and as is so often the way, we must look to the past to see the future.
In March 1972, the last of the UK’s once huge trolley bus network was hooked down from the frog* in Bradford, West Yorkshire. Neighbouring Leeds toyed with resurrecting such a wild idea in the early 2000’s but came to nought. A sixty year fling with this curious hybrid (that ironically had started in Bradford), of an omnibus and a railed, electrified tram was deemed non-standard and the spiders web of must-be-followed grid was removed, never to Continue reading “The Quiet Revolution”
The compact Jaguar saloons were landmark cars for the company and did much to raise the carmaker’s profile and profitability, but in its first generation form it was not a model which Browns Lane engineering staff viewed with terrific pride, owing to a number of significant compromises buried beneath its shapely envelope.
As development progressed upon the more powerful 3.4 litre version, the handling deficiencies consequent to its narrow rear track (acceptable in the lighter, lower powered car, but less so here), forced engineers to Continue reading “Taming the Cat”
A flawed masterpiece is still a work of art, as our German correspondent discovers in Maserati’s most comely of four-door models.
Sometimes, one can win the lottery without ever having to enter. As on the occasion of our recent trip to Antwerp, when we weren’t at the mercy of the Rental Car Lottery, but had, thanks to a generous friend, a confirmed reservation for the front seats of a car I’d always admired – the Maserati Quattroporte V, also known as Tipo M139 in marque parlance.
First unveiled in 2003, the Quattroporte V re-established the model at the luxurious end of the performance car market, after its immediate predecessor had gone for a more unusual/contrived positioning. As originally developed by Ferrari, Tipo M139 was initially available only with the kind of sequential gearbox Modenese engineers were besotted with in those days. The inherent clunkiness and appalling lack of refinement of this set-up did little for the sales prospect of a model that was otherwise deemed spot-on for its brand and intended market.
The example we sampled during our 1400 kilometre trip across western Europe was, thankfully, a later Sport GT model, which means it was equipped with a more mundane, yet far more serviceable ZF torque-converter six-speed auto. The Ferrari-based V8 engine’s output remained unchanged though, at 400 hp.
A great deal of attention is paid to the exterior of cars though the interior is where we spend our time as drivers and passengers. For the 604 Peugeot had, for at least some of the time, the services of Paul Bracq. In the 60s he oversaw some of Mercedes-Benz’s finest vehicle exteriors, the ones that people think of when they think of a Mercedes (our image of these cars is four decades out of date). They are chromed, formal, upright, solid and faultless.
When the shakes get real bad, I like to reach for a tried and tested medium, a mechanism that’s bound to work; the Deutsche Tourenwagen Masters.
The 2019 season has concluded and without beating about the bush, German fellow René Rast who pilots an Audi RS5 DTM was crowned champion. With seven victories, thirteen podium visits and 322 accrued points, his preparation along with exemplary teamwork proved decisive over the eighteen races.
Like most racing drivers on the TV he appears amiable, that is until it all goes wrong when he can surprise the unwary commentary team or home viewer with just how many English expletives a German can vehemently put across. Apology accepted, heat of the moment, although who taught you that word, René?
The investment and pressures on teams and drivers are huge which is why salaries and sacrifices are equally so. I’d argue detrimental to health though it’s all too easy to Continue reading “Suffering The Dee Tee’s”
We’ve all experienced it at some point in our lives, have we not? You want something so badly, you feel there’s almost no privation you wouldn’t endure to obtain it. Rationality be damned; even to the point of detriment, just as long as you Continue reading “The Cost of Entry”
In the final part of our ownership experience review of the Skoda Octavia Estate, we discuss service intervals, sloths and dodgy DRLs.
Living with the Skoda Octavia is a pretty pain-free affair. As mentioned previously, it’s very parsimonious with respect to fuel consumption, it’s comfortable and spacious to sit in and drive, it rides well enough (with a decent level of pliancy), and it’s reasonably quiet.
The Skoda has also been pretty reliable – but not flawless.
I’ll start with the niggles. The Tyre Pressure Monitor Sensors (TPMS) are irritatingly sensitive, and I feel like I have had an ongoing battle with them. The near-side rear, in particular, goes off every other journey, and yet every time I check it, it’s only within 1 or maximum 2 PSI of where it should be. I have had the Skoda service centre have a look at it on many occasions and they can never Continue reading “Long Term Test: No Longer Surprising Skoda (Part 3)”
The 1955 Jaguar 2.4 was overshadowed by its successor, but in many regards, was a more significant car in Jaguar’s evolution as a serious carmaker.
In 1955, Jaguar committed their most ambitious act up to that point with the introduction of the 2.4, an all-new, compact saloon of a sporting mien – every inch a Jaguar, but no hand-down version of its larger sibling. Far from it, because despite the announcement the same year of the revolutionary Citroen DS19, the compact Jaguar was probably as advanced a product as could reasonably be envisaged from what was then a low-volume, specialist carmaker.
Initiated around 1953/4, the Utah compact saloon programme would mark Jaguar’s first departure from traditional body-on-frame construction to a stressed unitary bodyshell. Owing to uncertainty over its strength, two stout chassis legs ran the length of the floorpan, rearmost of which (beneath the rear seatpan) would house the mountings for the unusual inverted cantilever semi-elliptic springs, so devised to Continue reading “Great Leap Forward”
Deep breath. I don’t think the 604’s styling has been given this level of consideration before.
Peugeot had a long standing relationship with carrozzeria Pininfarina, who prepared the basic design of the the 604. As was typical for Pininfarina, the design owed as much to other work they had done as it did to the character of their actual clients’ cars.
The exterior design was by what we might call the school of Paulo Martin, designer of the Fiat 130 coupé and Rolls-Royce Camargue. The record is not clear on the matter of authorship but a clear affinity among these cars can be seen in the angularity of the surface transitions and the flatness of the panels. Continue reading “An afternoon like dusk – The 604 story, Pt. 6”
As the World begins to face up to a growing climate emergency, the motor industry illustrates just how tone-deaf it has become.
Decadence: defined as a state of decay; a decline from a superior state, derived from the Latin, décadentia (dé denoting down and cadere, to fall)
The question of social responsibility is one with which carmakers have been (vainly) grappling for some considerable time now. Indeed, what little has been shown up to now appears to have been jettisoned by many in a heedless dash for market dominance.
This decadent spiral has (as we have previously discussed) taken corporeal form in the wholesale embrace of needlessly aggressive visual tropes and ‘to-hell-with-it’ consumption, and nowhere has this state been more vividly illustrated than amongst the three foremost rival German prestige marques; excesses not simply embodied in the vehicles these carmakers serve up, but also in the manner in which they Continue reading “Don’t Look Now”
Research has shown that the number one fear for most people is speaking in public. Fear of death (thanatophobia) comes second – or as comedian Jerry Seinfeld once concluded: “That means for most that they would rather be in the casket than reading the eulogy“.
Still, fear of death is pervasive enough to generate superstition in many forms around the world. In some cultures this effect is stronger than in others and it can be so powerful as to force car manufacturers to Continue reading “Confronting Thanatophobia”
Rounding out our Costa del Sol observations with a tapas of varied local delicacies.
Given that Sundays are intended to be days of rest, rather than framing any over-riding narrative, I’m presenting these automotive gleanings largely without much by way of comment and even less of insight.
Firstly, we find a current generation Fiat Panda. Nothing of terrific note here, you might say and I might even agree, but isn’t that Tangerine colour marvellous? An added bonus being the Jade green of the Ford Focus in the background – a handy nod to Green Car Bingo of distant memory. Continue reading “Small Plates”
Today’s Andalucían postscript is Seat’s shortlived Fura. What, if anything can it signify?
When Seat parted from its Italian benefactor and fell into the arms of Wolfsburg, it was necessary to place some distance between the two former partners. So while prior to the severance of connubial relations, all Seat models simply took the equivalent Fiat nameplate (or number), from around 1981/2, Seat products would have (to varying degrees) their own, distinctly Spanish identity. Continue reading “All Sound and Fury”
While undoubtedly both clever and worthy, the Toyota Mirai has up to now singularly failed to ignite automotive lust at ten paces, but this could be about to change.
Bypassing me and virtually everyone else it would seem, is the fact that you can now pop into a Toyota showroom and purchase a hydrogen powered car. Well, in theory. Reality always tastes differently, for you’d have to meet many and varied criteria, more of which later.
What began for the company that originally built looms as the Fuel Cell Vehicle experiment, continues with the Mirai (Japanese for The Future), which Toyota brought to the UK market in 2016. Prior to this, you needed to be Californian or Japanese to steer one. Few did. Numbers suggest a little over 5000 sold globally. In Blighty, we’ve scraped into the teens – just. Sales were never meant to Continue reading “I Fancy Her Sister”
How did the ultimate 1960’s bit of rough evolve into the best loved classic Jaguar saloon of all?
It has been said that by the mid-Sixties, it was common operational procedure for UK police patrols to stop and search any Mark 2 Jaguar with two or more male occupants aboard – such was the car’s association with criminality. After all, Mark 2’s were easy to purloin and were the fastest reasonably inobtrusive getaway car that could be obtained by fair means or foul in Blighty at the time.
It was perhaps this aura of transgression, coupled with its exploits on the racetracks (at least until the US Cavalry arrived) which sealed its iconography. So it is perhaps ironic that despite the forces of law and order also adopting the 3.8 Mark 2 as a high-speed pursuit car, that it latterly would become synonymous with that most cerebral of fictional police detectives.
The Mark 2 Jaguar was a paradox in that while it was undoubtedly handsome – a finely honed conclusion of styling themes which had begun in earnest with the 1948 XK120 – it was not only a bit of an overweight brute, but a car which never quite managed to Continue reading “Working Class Hero”
In this middle section of our long term look at the Octavia Estate, we review how the mid-range Skoda drives.
Driving the Octavia is a bit of an unexpected bonus – it’s a much sweeter drive than I expected. The steering is direct, well-weighted and helped by a well sized, shaped (it’s actually round!) and covered steering-wheel. When I say ‘well weighted’, actually, that depends on which driver setting you choose – in this case it’s ‘normal’ as ‘sport’ is just heavy and gloopy.
Let’s review the reviews of the 604 and maybe go a little further.
Having looked (in the last instalment) at the engine from the strategic and the cost-accountant’s point of view, I turn now to how it compared in road tests. The matter of performance is far from clear. Conventional wisdom now has it that the 604 couldn’t move fast enough. A look at reviews spanning from 1975 to 1983 shows a more complex story than this.
In 1975 Motor claimed the carburetted SL was the quickest of a group of likely competitors which included the BMW 520, Ford’s Granada 3000, the Jaguar XJ 3.4, the Renault 30 and the Volvo 264. In 1977 Motor Trend felt the car was only just about able to keep up with American traffic, adequate but not brilliant.
This remark was qualified by noting the 604’s handling was far above average which, as mentioned above, made up the speed deficit quite pleasingly. In 1977 Car found the carburetted 604 SL to be slower than the Mercedes 280E and BMW 728 but only by a matter of half a second. It won the test overall so the slight tardiness did not hold the vehicle back.
Driven to Write suffers from heat stroke – for your benefit.
It’s hardly revelatory of me to point out that in this corner of the Costa del Sol, the ratio of sunshine to overcast is overwhelmingly in the favour of the former – after all, the hint is in the name. No great insight either in suggesting that in the warm glow of a sunbaked afternoon, everything looks more attractive – except perhaps, pale, light-averse Irishmen. The effects of ambient lighting is a subject that has reared its head on more than one occasion on these pages, so if I repeat myself, I can only suggest you Continue reading “The Glare”
The works car park is frequently a mundane beast. The same people in the same cars, day after day. Occasionally though, a visitor might just drive here in something a little more exotic, expensive or preferably just different.
In the past we’ve had a few Porsche’s, Boxsters and Cayennes though never any form of 911. Once a Mustang was heard burbling through but we believe the driver was lost, for once the exit was pin-pointed, the throttle was floored and the dust disturbed.
Well, what is one supposed to do on vacation anyway?
As regular readers may have appreciated, I have of late been on holiday. I don’t do this sort of thing as often as I ought, but when I do, I like to set myself a little intellectual challenge, and given that my predilections tend towards the automotive, it is here these exercises more than usually rest.
The last time I ventured to this part of Southern Spain, the task I placed before myself was that of Green Car Bingo, which was an enjoyable (for me at least) divertion, but not really replicable. So given that the Andalucían city of Marbella would form my base for the duration, the quest I set myself was to was to Continue reading “Dos Marbelleros”
Continuing a habit of testing cars which other motoring journals have already tested ad-nauseum, here’s a LTT of my Skoda Octavia Estate 2.0L Diesel SE-L
We have had our Octavia since the middle of July 2017. In that time, it has travelled over 37,000 miles and proved to be a very capable and worthy steed. it’s painted in vibrant metallic Rio Red (in the sunshine it looks a bit like Heinz Tomato Soup – other tomato soups are available), with a very fine, tough, finish.
The Octavia arrived as part of my rejig of our car portfolio (pretentious, moi?) where a Mazda3 Fastback (also subjected to numerous LTT articles here) and Xsara Picasso (ditto) were replaced by the Skoda and a FIAT 500 (which I have, again, written about here). A C6 still lurks on the driveway. By and large, the Skoda is driven by me to get me to Continue reading “Long Term Test: No Longer Suprising Skoda (Part 1)”
Music history has frequently been littered with the broken wreckage of bands who blasted into the public consciousness with an precocious debut, only to lose it with the follow-up. Artists such as the Stone Roses, The Sugarcubes, Franz Ferdinand and perhaps most notoriously, 80’s pop sensation, Terence Trent D’Arby all followed their well-reviewed debuts with what were varying degrees of disappointing to disastrous.
We owe the existence of the gorgeous Giulietta Sprint Speciale to the racing career it never actually got.
From the moment the Giulietta Sprint was unveiled in 1954, it was clear that its technical specification made it a phenomenal contender for class wins in both circuit and road racing.
Alfa Romeo knew this well, and in 1956 the Sprint Veloce was born: power from the 1290cc twin-cam four was up to 90HP, while bonnet and doors (which got Perspex sliding windows) were aluminium instead of steel. Nevertheless, Portello was considering a Giulietta variant aimed even more explicitly towards motor racing, based on the short-wheelbase platform made for the Giulietta Spider.
Turning to the engine, one can see how an attempt to save money here also proved forlorn. The one clear advantage of using the 504 architecture was never exploited: the 604 never had the same range of engines as the earlier car. What it had was a 60° V6 engine designed in co-operation with Renault and Volvo.
As Motor pointed out in 1975, engine development requires a very large investment. Peugeot did not see the sales volumes of the 604 being large enough to justify designing a wholly new V6 on their own. This strategy certainly saved investment costs but did not lead to Peugeot having a competitive motor.
A rare encounter prematurely cut short. Sorry about that.
I’m aiming to keep this brief, given that it’s Sunday and I’m nominally on holiday. A two week sojourn on Spain’s Mediterranean coastline is hardly anyone’s concept of a mortifying act and let’s face it, there are plenty of other, more pleasant diversions to be found around these parts.
Consequently, it’s probably just as well that I am driven to write, because otherwise you, dear readers would stand a better than even chance of facing an empty page today. But my duty to DTW, as I trust you appreciate, is absolute.
But to the subject at hand. One of the more diverting aspects of places such as this are the areas of diversity and digression – and the automotive end of the spectrum is no different. The Southern European markets have long diverged from their Northern neighbours, although needless to say, a growing and regrettable conformity is starting to Continue reading “A Line Foreshortened”
A brake (or should that be a break?) from the norm for the Lion of Belfort.
The idea of the three-door shooting brake estate probably originated in the US (the 1955 Chevrolet Nomad being a prime example), but it was popularised – if such a term can be considered appropriate for such a rarefied product – by Ason Martin’s 1965 DB5; itself initially a one-off, built for AML’s chairman, David Brown, and later produced in miniscule numbers at owners’ behest by the Harold Radford coachworks.
In 1968, the Reliant Scimitar GTE also employed a shooting brake silhouette to positive effect, which not only proved transformative for the carmaker’s profile and reputation, but also gained them patronage from the British Royal family. Continue reading “The Riviera Set”
Just as the choice of car tells a lot about its owner, car advertising can say a great deal about its subject’s sensitivities.
Here we have the BMW 3 series, hitherto known as the Dreier or 3er in its home market – before it was recently rechristened ‘The 3’, because nothing rolls off the German tongue with quite as much aplomb as a ‘TH’.
I have spent 4/5ths of my life growing up with the MPV. Over 40 years, we have seen some memorable cars. In the main, they have stood out for either their styling (the pioneering, TGV-aping Espace, the ovoid Xsara Picasso, the lovably grotesque Multipla, to name a few), or the innovation of their packaging – the latter really being the point and purpose of the genre.
We have had MPVs which have front seats that can turn around to face passengers in the rear to create a mobile meeting space. Rear seats which can fold, tumble, be removed entirely, or disappear into the rear floor. There have been five seaters which enable the middle rear perch to Continue reading “The New Untouchables (2)”
On DTW, we have touched upon the slow and largely un-mourned death of the MPV recently, but a small footnote in Autocropley caught my eye and leads me to consider how things got so bad for the ‘people carrier’.
Forgive me Father, for I have sinned. I have owned two MPVs in the last 20 years, both of which served me well – in one case, as I have written before, all too well. Both were purchased to carry my family and their stuff around in their day-to-day lives without taking up too much space on the road or on our driveway.
Interestingly, when it finally came to finding a replacement for our Xsara Picasso, I bit the bullet and bought a considerably longer estate car (Octavia). I did this mainly on the basis that I wanted a larger boot, but, if I am honest, I think a narcissistic piece of me couldn’t Continue reading “The New Untouchables (1)”
Nobody quite realised at the time, but 1959 would mark peak-tailfin – this styling device falling out of fashion almost as abruptly as it emerged. But while the tailfin’s retreat would be particularly rapid in its country of origin, the European industry, having been slower to adapt in the first instance, was equally tardy in abandoning it.
Of course, it’s worth reminding ourselves of motor industry lead-times – the period between styling sign-off and job-one. Certainly, when Ford’s UK arm conceived the 105E-series Anglia, nobody could possibly Continue reading “Fin de Siècle”
In part 3 of the Peugeot 604 story we consider the market of the mid-1970s.
The market in the mid 70s was open to a wide variety of contenders in the upper price ranges. Opel in particular was just on the cusp of reaching what we now call the rank of “prestige” with its Senator saloon and Monza coupé. Lancia outsold BMW in the UK.
The mid 70s were also still a time of strong national markets and of far less global competition than today. However, the world of 1975 was not what Peugeot’s planners envisioned when the 604 programme began in 1970. Oil prices had increased markedly, making the 604’s thirsty V6 seem unattractive, the more so over time. Continue reading “An Afternoon Like Dusk – The 604 story, Pt. 3”
A municipal stroll through an Andalucían streetscape elicits a shameful case of neglect.
There’s something almost unbearably sad about a nice car being left to ruin that even a sun-dappled Costa del Sol setting cannot quite assuage. Initially somewhat thrilled by the now ultra-rare sighting of this 1988-1991 era second generation Honda Civic CRX, your (temporarily) Andalucían correspondent’s initial enthusiasm quickly gave way to dismay at the manner in which it’s been maltreated.
The CRX was one of those brief flowerings in coupédom which promised much but somehow fizzled out in the end. While Europe had put all that frivolity behind them during the 1980s, establishing that instead of expensively developed bespoke coupé bodystyles, they could Continue reading “Civic Minded”
We compare a couture twinset from the tail-end of the GT era.
It’s an incontrovertible fact that the end of the 1960’s marked the apogee of the Gran Tourismo concept, both in design terms and in appeal to the broader swathe of the car market. Certainly by then, the choices available to the upwardly mobile individual who wanted to express their more indulgent side were of the more fecund variety. However, those who couldn’t Continue reading “Il Sarto Piemontese”
30 Years ago this week, the Rover Group launched perhaps its best realised product. We look back at the R8, née Rover 200-Series.
In the late 1980s it really did seem that at last Rover Group had finally found its place. Much of the credit was due to their new Japanese friends, but the rump of British Leyland was at last demonstrating a new found competence and confidence. However, agony would eventually follow the ecstasy of these heady days.
On 11 October 1989 Rover Group presented, with justifiable pride, the second-generation Rover 200 series, and with it the eagerly anticipated and all-new K-series engine. Every new Rover of the era had an equal and opposite Honda, and the 200’s was the Concerto, which had gone on sale in Japan in June 1998, only 16 months after Rover and Honda had signed the contract to build Project YY as a joint venture. Continue reading “The Brightest Hour Is Just Before Twilight (1)”
Pointless. Arguably polemic. Undeniably watchable. The on screen car chase has been with us for many a year. This isn’t to be a internet best of, a list of you have to see this or indeed real-life chases, they have no place here. My leanings are courtesy of (frequent DTW contributor) Matteo Licata – the more European-centric film chase from the late sixties and nineteen seventies.
Through Matteo’s lovely website “Roadster Life” he introduced me to some, in my eyes, positively excellent entertainment from dubiously acted, scripted and quixotic movies. These films are definitively of their time but have, akin to the cars used, become amenable in their advancing years. Continue reading “Inseguire!”
The carmaker synonymous with Ian Fleming’s fictional superspy is in a tight spot. Just how bad does it look for Aston Martin?
It really wasn’t supposed to go this way. Following in the footsteps of Ferrari, in the wake of their highly successful floatation on the stock market, Aston Martin’s fortunes, while shining fleetingly, increasingly look like reverting to all too familiar type. But this time the stakes are much higher.
Ever the British second fiddle to the eternally gilded Maranello stallion, Aston’s Martin’s balance sheets can only be viewed as consistent insofar as they inevitably end up drowned in scarlet ink. Last year AML was floated on the stock exchange, its management attempting to Continue reading “No Mr. Bond, I Expect You To Die”
In the last instalment we had a short introduction to this neglected car. Today we will take a deeper glance at the car’s inception.
Of all the material reviewed for this essay, the text quoted at the start of the previous instalment was the most thought-provoking. Clearly the 604 was viewed as a credible car with a bright future ahead of it.
Today the 604 is remembered, if it is remembered, not for its refined solidity, the remarkable ride quality or, as Motor Trend wrote, its reordering of priorities around comfort, quality, roadholding and safety. It’s remembered for rust and listed as one of the world’s worst cars in Craig Cheetham’s 2006 book and its triumphs forgotten.
Today, our Northern correspondent admires a civil architectural landmark.
The Romans: famous for liking wine, partial to dividing and conquering, proficient with straight ways and bridge building. But what to do when your legions find a wide estuary literally, in the road? Diversions are costly and in this instance, a bridge too far*
Study a road atlas in North Humberside and you will see from Lincoln (Lindum Colonia) the dual carriageway A15 or, to Roman aficionados, Ermine Street, leads to junction 4 of the M180, the A18 to steel town Scunthorpe but also depletes to what is now a minor road. Roman historians believe a ferry crossing was made from either Winteringham or Whitton in order to Continue reading “Bridge Across The Humber”
As Suzuki prepares more Kei car retro-conceptual joy for Tokyo, we dip into their toybox. Gosh it’s fluffy in there…
Scribed within the official automotive aficionado manual, [chapter 37, paragraph 8, subclause 14.7] is the injunction that both interest and enthusiasm for that unique Japanese phenomenon, the keijidōsha, or light vehicle is a prerequisite for full and unfettered admission.
Here at DTW, we’re not exactly slavish in our fealty to motor-enthusiast norms, tropes or mores, so it would, you might imagine be in our purview to take a less than conventional position on the subject. Believe me, we tried, but faced with such an unrelenting tsunami of Kwaii, it takes a very firm resolve indeed not to Continue reading “Kei Car Compendium – 2005 Suzuki LC Concept”
It is said that the lotus flower comes from the murkiest water but grows into the purest thing. The subject of this story certainly ticks the box for the former part of this saying, but it did not exactly grow into anything even remotely pure.
Perhaps the least known Lotus of all, and it is dubious if it rightfully wore the famous badge at all, is the Emme Lotus 422T. Presented to the public by the Brasilian company Megastar, a company up to then known for producing scooters, the Emme Lotus 422T debuted at the 1997 Sao Paulo Motor Show. Megastar’s facilities were based in Pindamonhangaba, near Sao Paulo. Continue reading “The Lotus from Pindamonhangaba”
Carmaking is a brutal business, as Renzo Rivolta discovered to his cost. But was Iso’s ultimate failure the consequence of prejudice or simply outrageous fortune?
A humble background, while rarely a barrier to financial success, can often prove an impediment to the doors behind which respectable society resides. In the high-end car business, such things as provenance and exclusivity matter, but the right name and a racebred track record is better still. By consequence, Iso Autoveicoli S.p.A, during their short heyday as purveyors of exclusive, swift and sultry Italian gran turismos, found themselves fighting their Modenese rivals with one hand tied behind their backs.