Old Concept Cars is a fine resource for people looking back at forgotten designs. This one is the 1998 Lada Rapan.
Not a lot of information exists on this one. What I can gather is that it is under 4 metres long and is powered by a 25 kW electric motor. It´s a concept and no series production occurred. The car could manage 90 kmph and got to 60 kmph in 14 seconds. Presumably modern battery packs could dramatically improve those figures. AutoVaz showed the car at the 1998 Paris motor show. Continue reading “As Athos Confounded Xerxes”
In this concluding part, we delve further into the Range Rover’s dynamics.
One could be excused for expecting the Range Rover’s road behaviour to be ponderous and unresponsive, and while one never loses the sensation of driving something quite vast, the RR can cover ground with an alacrity and poise that is both satisfying and deeply impressive. Even on the narrow, meandering and frost-scarred roads of West Cork’s ‘Wild Atlantic Way’, the air suspension’s ability to Continue reading “Driving Range – 2009 Range Rover Vogue TDV8 : 2”
Porsche is a deeply irritating company for the casual on-looker.
Porsche, eh. All I wanted to do was to present a small treatise on the Porsche 944. You know the score: a bit of technical background, some chronology and then a respectful look at the aesthetic elements. But Porsche don’t let outsiders in so easily. Their clubs must be full of people who crouch ready to pounce on those who can’t Continue reading “Theme: Porsche – Don’t say it: “To loud Irena”.”
Part one: Driven to Write gets ideas above its station.
‘Above and Beyond’: As advertising taglines go, this one speaks to an essential truth. Because driving a Range Rover genuinely does suggest an altogether loftier plane, and it is this sense of elevation, otherwise the sole preserve of Rolls Royce owners, that is perhaps the car’s defining characteristic. Continue reading “Driving Range – 2009 Range Rover Vogue TDV8”
After sighting a few dark and tatty examples I saw this conveniently clean and pale W-201 yesterday. Where’s quality hiding?
I asked this of a BMW 3-series (E-30) recently. Both came out the same year, 1982 (as did the Ford Sierra). So, presumably the cars gestated at the same time and without a large likelihood of designers and clay modellers migrating between studios. First let’s take a close look to find Ms. Quality… Continue reading “Can’t, and Will Anyway”
BMW’s new hatchback is upon us. It isn’t better than the last one. In fact it’s worse.
When the mighty Vierzylinder announced the 5-Series GT in 2009, it was met with almost universal ridicule. So much so, its passing last year was at best unmourned and in some quarters, openly celebrated. There was little wrong with the 5-GT, a large, practical hatchback with a cavernous interior and all the versatility this layout entails. No, the big problem appears to have rested upon the fact that BMW produced a vehicle which placed practicality and convenience above style. A conceit which didn’t play all that well with the marque faithful, or indeed the press.
People often accuse me of being overly critical about the current range of Jaguars and it’s true that I have been at times unsparingly harsh. I’ve said rather a lot on this subject in the past, but just for the purposes of clarity, and to reiterate, my issues with the current crop of JLR’s Jaguar-branded saloons and crossovers are as follows: Continue reading “Holding Station – Jaguar XF Sportbrake”
Philippe Charbonneaux is known for this work on the Renault 8, the Renault 21 and the Renault 16. In 1984 he teamed up with Franco Sbarro to produce a proposal for a Renault 25-based limousine.
Charbonneaux showed the car at the 1984 Paris automobile salon. Sbarro fabricated the showcar while Charbo (hereafter) conceived the theme – an antimodern limousine. If the actual Renault 25 is a study in French design rationalism, the limousine version seems to be a study in undoing most of that concept.
Three new models from three distinct manufacturers. Each playing the same notes – but in a different order.
Last week saw several new car announcements, three of which we’re specifically interested in today. We open with the official release of what has felt like one of the least titillating stripteases in recent history – the Hyundai Kona crossover. This vehicle, the Korean car giant’s entry to the Captur/Juke sector has been seen in various forms of reveal for weeks now, so its advent has at least stemmed the vexing but unavoidable PR-drip-feed throughout the automotive tabloids that appears de rigueur these days. Others better qualified than I might Continue reading “Pitch Perfect”
Which colours will be catching our eyes soon? This one is about coatings, a topic we have touched upon at DTW a few times before. Here and here and here (but not here. )
BASF have revealed their predictions for the colours of 2018 – something of a self-fulfilling prophecy or else whistling down the wind. By that I mean that the “prediction” could shape preferences, in which case it’s not a prediction but an influence on the market. Alternatively, people will choose their colours regardless and BASF´s prediction will be disproved.
Overall, the Ignis is a neat little car with a robust appearance that belies its size. I am a little unsure if I am as enamoured of its reference to earlier Suzukis as I was originally; the previous Ignis was delightfully, eccentrically its own. See below. Continue reading “Not Now, Mr Loos”
Zuffenhausen recently celebrated production of the millionth 911. How the heck did that happen?
Let’s allow this one sink in for a moment. A million 911s. It’s a staggering achievement for a car that should never have lived as long, much less become the default ‘usable performance car’, given an inherently unbalanced mechanical layout considered retrograde even by mid-Sixties standards. Thought: could it have been a reaction to the original 911’s propensity to Continue reading “Theme: Porsche – Cheaper by the Million”
Yes folks, Henrik’s back in business, having learned from past mistakes. Learned how to replicate them exactly, that is.
Name: Fisker Emotion.
Age: It’s brand flipping new. Are you blind?
But it looks like the last one, the what was it called again? Karma thingy. That’s probably because you have dead eyes. The Fisker Emotion looks nothing like the Fisker Karma – or a Karma Revero for that matter. You’re simply imagining it, because, as I’ve already pointed out, your eyes are dead. Continue reading “Oops, I Did It Again”
So goes the old saying anyway. In the year 2000 when we were supposed to be floating on hover-drones and wearing alufoil skinsuits, Porsche still had the engine in the back even if air cooling was out.
And BMW offered the 1950s-inspired Z8 while Aston pursued girth and heft with the Aston Martin Vantage Volante, a V12 topless GT. Where did the future actually go to?
It is hard to be sure of if the three convertibles are comparable even if period reviews seemed to think so.
Dud big Fiat or misunderstood mongrel? Lets get our feet wet, shall we?
We should get a couple of provisos out of the way before I commence. Firstly, the 132 began its lengthy career in 1972, so by 1977, it had already entered its third iteration. Secondly, while I admit it’s probably a little unfair to directly compare Fiat’s big saloon with British Leyland’s cynically conceived Cortina-baiter, some compelling parallels do suggest themselves. Continue reading “Torinese Marina – 1977 Fiat 132”
1988. Let’s read that back: nineteen eighty eight. Which is half a year short of three decades.
There really is something about the form language of industrial design that is verging on the timeless. Credit for this car goes to one J Mays who penned the Audi 80 in 1983. This one is known as the B3 (35i). While there are a few oddities on the car, they are far below the detection limit of normal humans.
It’s been a while since we reported on NEVS. How goes it in the netherworld?
Recently, National Electric Vehicle Sweden AB (NEVS) released official images of the ‘forthcoming’ 9-3 and 9-3X EV’s based on the decade-old former Saab bodyshell. These images, shown on SAABSunited.com appear to show both models in production specification, demonstrating if little else, that hope really does spring eternal.
From 1995 t0 2002 this was the Ford Fiesta, an evergreen staple of the supermini sector.
The same dashboard ended up in the Ford Puma too as well as the Mazda 121. It’s the ashtray we are interested in here, a pull-out drawer, designed to accommodate the presence or absence of the centre cubby which was not fitted in some markets. The cigar lighter is positioned in the drawer. The position is not quite optimum as the gear lever gets in the way when in 1st, 3rd and 5th gear. Continue reading “Micropost: 1995 Ford Fiesta Ashtray”
How come the 1982 Mercedes-Benz 190E was W-201 and the 1984 200E cars were coded W-124?
We see in this quite small car the effect of the well-evolved centre console. The ashtray is situated in an undercut of the fascia and it’s a decent sized ashtray too. The ashtray is a chromed metal item, with a cigarette lighter built into the drawer. Under that is a cubby for bit and bobs. Continue reading “Micropost: W-201 Mercedes 190E Driver’s Ashtray”
This is something of a marvel, a relic from the Ulm Design School ethos at Untertuerkheim.
This article is one of three items today which pay special regard to ashtrays.
For the 1991 W-140 rear ashtray the designers located the tray and adjusted it to the surrounding forms and materials. That meant it got a matching carpeted panel when, purely functionally, a one-piece cover in plastic might have sufficed. The Ulm attitude involved taking great care to Continue reading “Micropost: Mercedes-Benz W-140 Rear Ashtray”
Not all of the products wearing the Porsche label have received good press. Burns hot, too expensive, can’t breathe. Which Porsche merited these criticisms?
Well, as a clue, this Porsche is not made in Stuttgart but Holland. Even new it cost in the region of a few hundred euros and it weighed under a 75 grams. The Porsche in question was a pipe, designed by the Porsche Design studio rather than the automotive design studio.
Not unlike Pininifarina and Zagato, Porsche has separate divisions for industrial design and licencing. Rather unusually, I think, for a design consultancy, they tend to stamp all their projects with a distinct look and, indeed, with an actual label saying “Porsche Design”. At Copenhagen Airport one can Continue reading “Theme: Porsche – If Only Tomorrow Could Pass Us By”
As China’s Geely acquires a controlling stake in Lotus, we ask whether this could mark the end of the sportscar maker’s struggles?
Last year, we reported on Jean Marc Gales’ progress at arresting Lotus’ decline following the Bahar debacle. At the time, the auguries were positive, if somewhat finely balanced. If not entirely profitable, losses had been stemmed and Lotus’ order book was looking a bit less bare, but real financial health still looked some way off. Continue reading “By Dawn’s Early Light”
Porsche makes a good business out of selling endless variants of the 911. This one seems to have been a bit forgotten. Why?
The 911 GT2 did what buyers expected of Porsche: supply lots of power with a forceful gob of acceleration and a butch price to match. For this version, the 2001 GT2, Porsche’s engineers eschewed all-wheel drive, sending 461 bhp to the rear wheels only. The top speed got close enough to 200 mph too. Was it a bit too much though? Why did … they?
Car designer Tom Tjaarda has died. He was 82. DTW takes a look back at his career.
Two things stand out about Tom Tjaarda. One was the prolific and varied body of work: the 1976 Ford Fiesta, the de Tomaso Deauville, the 1964 Ferrari 330 GT2+2 and Fiat 2300 coupe. The other thing is that he wasn’t as well known as Giugiario, Gandini or even quite a few younger designers with only a few cars from the same brand to their name.
As well as having talent, Tjaarda arrived in the world of car design at a time when there was considerably more room to flourish, not unlike Danish architect Arne Jacobsen – both had space into which their abilities could be projected. Tjaarda designed a wide range of cars and Jacobsen could do everything from door handles to buildings. Continue reading “Tom Tjaarda”
Two of the most distinctive cars of their time; bitter rivals, yet with much in common. Driven to Write counts the ways.
They couldn’t have looked more different, yet the fates of the Porsche 928 and Jaguar XJ-S were intrinsically bound. One seemed more like a car from the Cinzano era, the other from the future, yet both shared a purpose, appealed to the same customer base and lived out similar career paths – misunderstood and derided by those who didn’t expect their preconceived notions to be so roundly challenged.
Over the 928’s production life, various attempts were made at producing additional variants. Few were successful and fewer still went beyond the prototype stage. We look a few notable examples.
When the 928 was being schemed during the early 1970s it appeared as though several US states would outlaw convertibles. This led many European marques to abandon the format entirely, lest they wind up saddled with an expensively developed product they couldn’t sell. This explains the lack of a convertible 928 at launch, if not the fact that Porsche never quite got around to Continue reading “Theme: Porsche – 928 – Less and More”
The most interesting part of this car is on the inside
But my phone ran out of power. Drat.
I paid close attention to the dashboard and trim and didn’t find very much to criticise. Specifically, I looked at the dashboard which is a terrific slab of shiny wood and convincing plastic with an immense dual ashtray (hanging open – unphotographed). The two things which let it down were the coarse steering column cover which had rather crude detailing and the ashtray liners which were zinc-coated stamped items that were far smaller than you’d expect given the 15 cm width of the drawer they sat in. Continue reading “Long”
A brave and modernist masterpiece from Porsche – of all people.
During the early 1970s, contemporary music’s centre of gravity saw a shift away from the UK and America, Eastwards to Germany, where so-called ‘Kosmiche’ bands like Can, Cluster, Faust, Kraftwerk, Tangerine Dream and Neu! forged an alternative soundscape, laying down a sonic basis for the post-punk, new wave and electronic music that followed. Dismissed at the time as ‘Krautrock’, without its influence, music would most likely have evolved in a very different direction.
This little number is up for sale in Jutland. It’s too good to fall under the rubric of Something Rotten In Denmark.
The photo is a screenshot (a deliberate choice). Bilbasen should adjust their web-page so as to show the complete photo; evidently the entire photo is uploaded but it is cropped to fit the box. A thumbnail in the screen shot shows the entire car. What about the design story? Continue reading “Nice Old Datsun With Italian Flavour”
Driven to Write will this month devote itself to drawing to your collective attention the works of Dr. Ing. H.C. F. Porsche AG. Where to begin?
Normally it is appropriate to start with the facts. It is a fact that Driven To Write has not devoted so very much space to the cars of Dr. Ing. H.C. F. Porsche AG. What we have written has even been about how difficult it can be to write about their output since 1931. It is a fact that Archie Vicar, the renowned motoring correspondent, wrote only one known review which you can read here. It also a fact that, on the face of it, Dr. Ing. H.C. F. Porsche AG’s reputation is either one that needs no burnishing or one that is decaying as rapidly as it can betray its reputation for treacherously mannered, rear-engined coupés. Continue reading “Theme : Porsche – Introduction”