Further to last week’s dissertation on the 1979 Alfa Six, we examine the contemporary reception to Giuseppe Busso’s Alfa Romeo 2.5 litre V6 unit, through the acerbic eye of LJK Setright.
Some engines arrive fully formed, others however, enter the world imperfect, but through a process of development and retrospective correction evolve to defy their early criticism.
A fundamental element of Alfa Romeo’s iconography was intrinsically linked to its engines, especially its pre-war thoroughbreds, those patrician in-line fours, sixes and eights which powered the carmaker into history books, not to mention the hearts and minds of all those with the blood of Portello coursing through their veins. Continue reading “Opus di Busso”
Outside of the Driven To Write bubble, a number of new cars were launched over the past few weeks. Time to do a bit of catching up.
The Audi Q3 Sportback is Ingolstadt’s take on the BMW X4. It features all the overwrought details that can be expected from a Marc Lichte-era Audi, including the token overly accentuated ‘shoulders’ above the wheels. Continue reading “The Beat Goes On”
Nearly four years have passed since neue Borgward presented the BX7 at the 2015 Frankfurt IAA. DTW’s Borgward-obsessive shares his impressions of one of the first Shanghai-built cars to arrive in the great lost carmaker’s home city.
The car is a left hand drive BX7 TS Limited Edition, not long arrived at Bremerhaven from Shanghai, but tested in south-east England. The first visual impression is how easily the car fits into the British carscape, registering in the visual continuum as just another big European SUV, not quite an Audi Q5 or XC 60 clone, but only by the grace of some well-executed details of its own. There’s nothing awkward or ham-fisted about the styling, but neither is there much that hints at the brand’s ancestry in a subtle or ingenious way. Continue reading “Have I come in at a bad time? The Borgward BX7 TS”
The traditional large-format motor show it appears, is dying, as increasing numbers of carmakers are not only baulking at the expense of these lavish affairs but also the fact that in an era where data can target customers far more effectively and cheaply, the car show has for some considerable time now been seen both as something of a blunt instrument as much as a throwback to a more naïve time.
Triumph’s far-East hybrid-swansong receives the Longer Read treatment.
It is possible to argue that despite a track record of producing frequently ground-breaking, if sometimes ill-judged and inadequately realised car designs, the various iterative companies that eventually became the Austin Rover Group enjoyed greater commercial success (and profit) from producing vehicles of a more conservative technical composition.
Equally debatable is the notion that successful carmakers rarely fall prey to over-estimating the intelligence or discernment of their customer base, and certainly in BMC/BLMC/BL/ARG’s case, a case could be made that in doing just that, they were in fact acting against their own best interests. Continue reading “Summer Reissue : With All Due Acclaim”
Forgive the rash of smartphone holiday snaps, but a recent stay in Rome provided an opportunity to check out the local motor cars.
Sadly, the biggest impression left on me by scanning the roads of Rome from the Borghese Gardens down to the Colosseum was what I did not see: not one of my beloved Cinquecenti. And, I don’t mean bright, Broom Yellow, Sportings, I mean none of any type or colour; not one! I am not sure what that says about that model – I saw examples of both its replacement (the Seicento) and antecedents (the 126 and the Nuova 500), but of the Cinq, ‘niente’!
I don’t think you’re ready: Was the 2009 5-Series GT too ‘bootilicious’ for its own good?
Looking back at matters from the distance of a decade, it does appear that niche-filling was the post-millennial pastime du-jour for the automotive industry – at least for those cash-rich and expansionist prestige German carmakers who weren’t busily reinventing them. BMW were somewhat late to this particular party, albeit having introduced the vulgar and corpulent X6 SUV fastback in 2008, they hadn’t exactly been idle.
During the protracted run up to its 2009 introduction, the Bavarian carmaker made much of their forthcoming Progressive Activity Sedan, but when the covers came off the PAG concept, earlier that year, the reaction was let’s just say, somewhat tepid.
The times are clearly a-changing at Wolfsburg, if Volkswagen’s smallest ‘SUV’ offering is anything to go by.
One of the nicknames given to Herbert Diess during his tenure at BMW was ‘Scrooge’. Even though he’s in charge of the VAG empire in general and the VW brand in particular these days, it would appear his business instincts haven’t changed one bit. Certainly not if the VW T-Cross, one of the first products into which he had any significant input, serves as an indication. For this Polo with rugged pretensions barely feels like the kind of car one expects a Volkswagen to be.
Obviously, it wasn’t just Herr Diess’ parsimonious tendencies that cast such an unflattering light onto the T-Cross during the week I and my partner got to sample it. The sometimes merciless nature of the rental car lottery was equally to be blamed. After all, just a few weeks prior, we’d truly been spoiled with the excellent VW Golf GTI Performance – a car that highlighted what Wolfsburg can be capable of, in truly impressive fashion. The contrast with the T-Cross therefore could scarcely have been any harsher.
Obviously, the T-Cross is supposedly one category below a Golf-size car (which is what we’d booked and I insisted upon, to no avail), and a 1.0 litre three-cylinder engine, producing the grand total of 115 metric horsepower cannot hope to Continue reading “Driven, Written: VW T-Cross (2019)”
Eight days and 1100km through Andalucia – DTW introduces reader, Martin Franklin who reviews the new BMW G20 320d.
As far back as memory goes, I’ve loved BMWs. I’ve owned two to date: a 2003 E46 325i M-Sport Manual Convertible, followed by a 2005 E46 330i M-Sport Manual Convertible; the latter fixing the primary issue with the former, and both a satisfying driving and ownership experience. But living and working in central London since 2009, owning a car hasn’t been a justifiable luxury, so I compensate on holidays by hiring the cars I’d maybe like to own and then designing some good driving into the travel plans.
This mid-June trip to Andalucia would see us picking up a car in Malaga, and following a more or less circular route through Granada, Cordoba, Seville, Jerez, Cadiz, Vejer, Ronda, Marbella and back up to Malaga. Eight free and sunny days on a mix of Andalucian roads: I was keenly looking forward, pending my luck with the hire car allocation gods. Continue reading “¿Qué pasa, mi alma?”
Among the cars that turn 40 this year, there is the most misunderstood and underappreciated Alfa Romeo ever: the Alfa 6. It’s about time to set the record straight on Arese’s failed ammiraglia.
Presented to the international press on the shores of Lake Como in the spring of 1979, the Alfa Romeo Alfa 6 (that is its actual name) has been mostly forgotten by everyone bar the most hardened Alfisti. That shouldn’t come as a surprise, given that in period the Alfa 6 was mostly ignored by its target market.
Alfa Romeo planned to sell 10,000 Alfa 6 models each year, of which 7000 were expected to be absorbed by the Italian market. However, the company eventually managed only to sell 12,000 over an entire production span of seven years! Continue reading “The Forgotten Alfa”
Reflecting upon the 75’s younger, leerier brother.
The Rover 75 is one of those cars which will probably form the basis of reflection and examination for decades to come. On paper at least, perhaps the most comprehensively realised Rover Group product of all, yet it proved to be a flawed product, courtesy of its problematic K-Series power units and what transpired to be a somewhat quixotic marketing proposition.
The Yaris was one of Toyota’s better efforts. It still looks good today.
Toyota signalled a stylistic change of heart at the 1997 Frankfurt motor show when they presented the Funtime concept, a cheerful looking five door hatchback marking a significant departure from the rather anonymous looking Starlet, which by then was being left behind by the increasingly sophisticated and considerably more modernist European opposition.
Mercedes-Benz contemplates euthanising the X-Class. Good.
If the current febrile automotive and geopolitical climate is any reliable indicator, there may well after all be limits to growth. Certainly, the premium heyday within the auto sector appears to be hitting the buffers with both BMW and Mercedes recently issuing profit warnings.
Intended as the crowning glory of a newly-independent, never-more-glamorous Aston Martin, the One-77 turned out to symbolise something else entirely.
2007 must have been a year of triumph for Dr ing Ulrich Bez. Over the course of the previous seven years, the German engineer and Aston Martin managing director had turned an outdated, but well loved marque trading on past glories and an awful lot of goodwill into a serious prestige sports car brand. On top of that, he’d overseen the sale of the company from Ford to a consortium backed by Kuwaiti investors. Bez was now no mere executive henchman anymore. He was the true boss.
After having spent most of his career playing second fiddle (most notably to his direct superior at BMW, Wolfgang Reitzle, who’d also hired Bez to run Aston Martin during his brief stint in charge of Ford’s Premier Automotive Group), Bez had become the undisputed boss of not just any old business, but a company that had refused to Continue reading “Best Of The Bez”
Audi’s A2 confounded the buying public and lost its maker billions, but it was a stellar achievement nonetheless.
Carmakers are for the most part, pathologically averse to matters of risk, and for good reason – the costs of failure can be ruinous. For instance, a cogent argument could be made that Fiat Auto never recovered from the commercial failure of their 2003 Stilo programme, precipitating a decline from which they have never truly recovered. Not so Audi, nestled safely within the VW Group mothership, and for decades now, a significant profit centre within the vast German multi-brand automotive titan. Nevertheless, the luxury carmaker is no stranger to the bitter tang of failure, or its financial cost.
Twenty years ago Audi announced the A2, a revolutionary and futuristically styled monopod aimed at elevating the Ingolstadt carmaker’s perception as technological pioneers. Six years later, it was summarily axed, following losses which amounted to around €1.3 bn*, having failed to Continue reading “Space Oddity”
We’re pleased to welcome another reader turned author. Andrew Miles makes his DTW debut.
I love cars. I’m proud to say that they’ve dominated my forty eight years of life. From childhood memories of bashing up Matchbox (c) cars, gaining that hallowed piece of paper allowing me to drive on the queen’s highway and onto only recently discovering this site, it’s been quite a journey and one I’m hopeful of continuing for some time yet.
It is the way my car interest has diversified over time that continues my fascination and finds ever differing avenues to pursue. From motor racing in general to specific drivers. From specific brands such as Jaguar or Rolls Royce for example to focusing on but a handful and delving into their designers, methods, history. That final word is key. Continue reading “Bringing Home the Bacon”
Today we remember former Jaguar technical director, Jim Randle in the words of the man who perhaps knew him best.
My Dad, Engineer Jim Randle, died at home on the 6th July after a prolonged battle with cancer.
Jim served his apprenticeship at Rover, where the P6 2000TC was his first major project. He then moved to Jaguar, where he was swiftly promoted to Head of Vehicle Development. As a boy I often accompanied him to his office in the corner of the development shop at Browns Lane on a Saturday morning. Continue reading “Jim Randle 1938-2019”
The Bristol Motor car, from its 1948 inception has always proven to be a rarefied and somewhat piquant recipe. Because for every individual who admires and covets the earthbound products of Filton, there are those who find them ungainly, crude and overpriced. But even amongst the former group, there are Bristols and there are Bristols.
A nice pair of Bristols? We go in search of shutline nirvana – by air and by road.
Earlier in the week, we spent a fair amount of time examining shutlines and the lengths to which some carmakers will go to engineer solutions to the issues left by the stylists, not to mention the depths to which the marketing team will descend to cast them in the best possible light.
A timeless flight may be drawing to a close as Rocketman, via China’s Great Wall, finally comes home. Well, maybe…
The word icon is often bandied about and for the most part misplaced, but in the case of the original team-Issigonis BMC Mini, it is probaly a justifiable one. Of course, like most people or objects who have this soubriquet thrust upon them, the Mini’s iconography came about over time and in no small part from a combination of factors: motor racing successes, becoming symbolic of an entire epoch and a certain comedy motion picture filmed amid the streets of Turin. Continue reading “Summer Re-issue : Rocket’s Tale”
Analysts Bernstein Research rediscover a lost art, but in doing so have they shifted the paradigm?
Something unprecedented has happened. It’s probably too early to tell whether it will prove to be an isolated occurrence or a sign of a wider shift in the manner in which the industry operates, but the implications could well prove to be far-reaching.
Max Warburton, the senior automotive analyst from Wall Street financial analytics firm, Sandford C Bernstein, and leading soothsayer on matters pertaining to the motor business wrote an open letter last week to Renault Chairman, Jean-Dominique Senard, suggesting he Continue reading “Mr. Warburton Writes a Letter”
There are some things a writer never wishes to put to paper, so I write these words today with a heavy heart.
In the summer of 2016, I did what one should never do and met a personal hero, fulfilling a long-held ambition by interviewing former Jaguar Director of Vehicle Engineering, Jim Randle. At the time, he had been out of the public gaze for some time and was perhaps understandably wary of this pair of interlopers from afar asking him questions about a past he had largely put behind him.
Yet as he warmed to his interrogators, the memories of people, places, events and above all, the vehicles he helped create flooded back and between the quiet ironies and the uproarious laughter, he not only lent us almost five hours of his time but for myself, memories I treasure. Continue reading “In Memoriam : Jim Randle”
The Porsche Boxster we ultimately received in 1997 was quite unlike the Porsche Boxster we were promised in 1993.
Porsche has become so synonymous with success over the past two decades, it’s easy to forget that the erstwhile sports car maker form Stuttgart Zuffenhausen was on the brink of bankruptcy more than once.
On one such occasion, in the early 1990s – amid a significant recession, on top of internal issues (such as poor productivity and ageing products) – the powers that be at Dr. Ing. h.c. F. Porsche AG decided that the then-current range of products overstretched the company’s resources and therefore wouldn’t be replaced like-for-like.
Today, we’re pleased to introduce DTW reader, Bruno Vijverman, who poses a question which has been bothering him of late.
Bill Mitchell considered the 1965 GM cars to be his best work. And he may very well have been correct: The already beautiful Buick Riviera’s styling was cleaned up with the hidden headlights it was always supposed to have, the Chevrolet Corvair was restyled in a faintly Italianate fashion, while the regular Chevrolets had a more dynamic and flowing look if compared to the somewhat boxy 1964 models.
The same could be said of the other full-size offerings from Oldsmobile, Buick and especially Pontiac. The GM flagship Cadillac was of course also fully restyled for 1965, and is generally regarded as a handsome, and in view of the era and fashion, relatively uncluttered and cleanly styled car.
I also like the 1965 Cadillac. Apart from one thing: the weird trajectory of the shutline between the front and the rear door on the four-door models. Since this caught my eye I cannot Continue reading “Unsightly Shutline Syndrome”
Or if not dead entirely, it’s certainly deep into the arena of the unwell…
When was the last time you simply got into your car and drove – simply for the loving hell of it?
You are reading this today because, we are minded to assume, you are an enthusiast of the automobile. Of course it’s also possible you are here by accident, and if so, we can only apologise for your trouble.
A timely reminder of a fine but forgotten Honda concept leads your correspondent into a bout of fruitless hand-wringing.
Before continuing, I am impelled to point out that I deserve no credit for highlighting this vehicle once more. It was fellow scribe, R. Herriott (currently en vacances) who first brought the Honda Gear to our attention during DTW’s formative months in 2014. I should also make clear that it is purely coincidental (if convenient) that this piece appears the same week that Honda invited journalists to sample its forthcoming electric-drive E model.
Just how resilient is a strong brand? BMW are in the process of finding out.
Supposed elitism is one of the car industry’s preferred counter-arguments/excuses. When challenging a particular product, particularly with regards to its design, one is quickly dismissed as a snob, out of touch with what ‘the market’ really wants by those who conceived that product. Any criticism is therefore at best a matter of ‘personal taste’ or, at worst, highly patronising.
The secretive nature of a car designer’s job makes it very difficult to give credit whereit’sdue, to the point that actual authors of celebrated design icons often remain unknown, even among enthusiasts.
This sad, age-old state of affairs is particularly unfair in the case of Federico Formenti, quite possibly the greatest car designer you’ve never heard of. While the mention of the name “Carrozzeria Touring” is likely to send most car enthusiast’s minds fantasizing about graceful, elegant mid-20th Century cars, it’s far less likely said enthusiast will know that those timeless beauties were mostly designed by one man.
A mad niche car or a CUV pathfinder? We examine the Honda HR-V.
Had we realised how the mainstream motor vehicle would evolve over the intervening time, we might have paid a little more attention to the announcement of Honda’s HR-V, an event which occurred all of twenty years ago. As it was however, the automotive press were content to file it with all the other amusing, if slightly lightweight offerings from the more whimsical side of the Japanese automotive juggernaut.
The HR-V, which rather un-memorably stood for High Rider vehicle was previewed in mildly conceptual form at the 1998 Geneva motor show as the even more memorably coined J-WJ, where the positive reception was said at the time to have stiffened Honda’s resolve to Continue reading “Ode to Joy”
They still know how to design and engineer a decent car at Wolfsburg, as proven by Germany’s premier hot hatch.
The rental car lottery: Source of frustration, surprise and disillusionment. In the case of myself and my partner, the feeling of an outright win had eluded us so far – until I was handed the keys to the car I’d booked as ‘VW Golf Automatic or similar’, which turned our to be not just a VW Golf indeed – a first in itself. Moreover, this Golf was arguably in the model’s most appealing guise, which meant we would be crossing half of Germany in a Golf GTI Performance. Hurrah!
The relative conventionality of the Delta dismayed marque aficionados in 1979, but it would go on to embody marque values of both performance and commercial longevity far beyond its seemly narrow remit.
The old guard was falling away. After a decade on sale, Lancia’s entry level Fulvia Berlina ceased production in 1973. The patrician compact saloon had proven a modest commercial success in its native Italy over that period, appealing to those who had both the means and the discernment to appreciate a such a finely wrought and technically noteworthy vehicle.
But while its mechanical specification left little to be desired, the level of complexity it incorporated would not square with that of Lancia’s new owners, who were masters of cost-control. Furthermore, its uncompromisingly rectilinear three-volume style had become widely viewed as outdated.