An NSU with Royal aspirations, and its first and only station wagon that came as far as an audition with NSU management in Neckarsulm.
The Ramses brand, named after the ancient Egyptian dynasty of kings was founded in 1958 by the Egypt Light Transportation Manufacturing Company (ELTRAMCO), in collaboration with the Egyptian government, NSU and Carrozzeria Bertone. Later, Vignale would also do some work for the Egyptian firm. Because Egypt did not have any experience in building cars, the German firm’s role was to Continue reading “From the Neckar to the Nile and the Rio Negro”
The German and Swedish car manufacturers have long tested the safety of their products, with even non-car enthusiasts applying the safe label to the solidity of a Mercedes or Volvo. But hidden behind the Iron Curtain fifty years ago, Škoda was also to participate in regular crash testing with an independent team bringing such action to light.
The ÚVMV (Ústav pro vŷzkum motorovŷch vozidel), the Czechoslovak Motor Vehicle Research Institute, were tasked with providing coherent and central research for engineering companies, not solely car manufacturers. Under leadership from ČAZ (Československých automobilových závodů), or Czechoslovak Auto Works General Division, the ÚVMV beginnings can be found at the end of the Second World War.
First impressions are very positive, but trouble lies ahead.
The UK automotive press were inordinately impressed by the apparent sophistication of the new Sierra. Car Magazine featured it on the cover of its October 1982 issue with the headline, “Sierra Shock! It really is a good car.” The magazine devoted a six-page feature to the Sierra including an analysis of the design by Steve Cropley, driving impressions from Mel Nichols and an interview with Bob Lutz, Ford Europe’s (former) chairman, who had recently been promoted and returned to Dearborn.
Cropley’s opening remarks set the tone for his piece: “If ever a car… deserved a complete break from the cloying, boring image of the ubiquitous Ford ‘nail’, this Sierra does. It is wholly different; wholly better.” He continued thus: “It is good enough to be compared with the new Audi 100, and to be mentioned in the same conversation as a Mercedes-Benz W123.(1)“ The eulogy continued: “Never again will a car maker be able to Continue reading “Sierra Shock (Part Two)”
What we are looking at today are images from a period sales brochure for the second-generation Ford Granada. A brochure whose well-thumbed pages serve as mute testimony to your editor’s youthful aspiration; notions, as we’d describe them round these parts. When a Ford Escort would Continue reading “Taking a Stance”
Our man in Sheffield innocently goes on holiday, gets Saabed for his trouble.
Holidays: Billed as the great getaway from it all, but even with the nine to five out the window, nerves can still get frazzled, just in different ways. Extra traffic and roadworks, snaking ice cream and café queues, soaring blood pressure under a relentlessly torrid sun, along with phrases I have no wish to hear – staycation being the current one to infuriate. Add to this, the plethora of grey utilities which, no matter how remotely one wanders, seem to permeate every car park, blocking the high streets.
When asked to name a small Japanese manufacturer famous for its modern day renditions of iconic (and mostly British) classic cars, the first answer given by those with some knowledge of the automotive world would likely be ‘Mitsuoka’. And they would be right, of course, but the majority might have trouble naming others that operate or have operated in the same market niche. Here are a few of the lesser known but no less amusing – or sacrilegious, depending on your viewpoint- manufacturers of such cars on the Japanese archipelago. Continue reading “Staying at the Ritz in Goodwood Park with my Princess”
In July 2012, the London Olympic Games was officially opened with a spectacular opening ceremony created by a team under the curatorship of film director, Danny Boyle; a skilful weaving of a complex historical tale, combining creation myth, popular culture and a few pointed semi-political thrusts, not to mention no small measure of beauty, humour and outright whimsy to craft a compelling vision of a modern, pluralist Britain at peace with itself and its often troubled past.
At the time, there probably was not a more quintessentially British automobile extant than the Range Rover, with its unique blend of the time-honoured and the contemporary; with roots both of the land yet above it, despite more latterly forging a identity as a distinctly urban-centric creature. These qualities, while present from the outset, were both underlined and vulcanised by the 2002 L322 iteration, a car which despite its Anglo-German bloodline, maintained an insouciance, which successfully tempered its studied formality and ever-increasing mass. But by 2012, its successor was ready, and at that Autumn’s Paris motor show, an all new Range Rover made its world debut.
Love it or loathe it, but the generational reinvention of the Range Rover remains not only a genuinely noteworthy automotive event, but from a purely creative and engineering perspective at least, one of the industry’s tougher gigs. Few cars have such a broad remit, carry such a hefty weight of historical baggage or are required to Continue reading “Isles of Wonder”
We look at Dodge’s 2023 Hornet, a compact CUV with muscle-car ambitions, newly arrived from Pomigliano d’Arco.
After a year of rumours, renderings and speculation, the Dodge Hornet was presented to the eagerly-awaiting world on 16th August 2022. As was already widely known, it is the Alfa Romeo Tonale’s re-branded twin. Of that, more later. There is rather more interest in the company it will keep, and the future of Brand Dodge, now a very small component of the Stellantis machine, but one with a unique proposition and a home market fan-base almost religious in its devotion.
With 2021 USA sales of 215,724, and a market share of 1.43%, Dodge still counts as a mass-market nameplate, in number but certainly not in its breadth of sector coverage. Even before the 2008 reshuffle which saw the creation of RAM as a stand-alone division for commercial vehicles, Dodge was on the road to Continue reading “Hived Off”
Ford of Europe bets its future on a car that appears truly radical.
Exactly forty years ago, the European automotive landscape was upended by a new car that looked like nothing we had seen before. Even more surprising was that it came from Ford, that most conservative of automakers, which had made its fortune from producing cars that were… just as expected. Ford was emphatically not in the business of challenging its customers’ expectations, but meeting them head-on.
The company’s ultra-cautious approach to product development had created generations of cars that were only modestly and iteratively updated from their predecessors. This suited both conservative private buyers and cost-conscious fleet operators, for whom reliability and low running costs were by far and away the most important factors for them to Continue reading “Sierra Shock (Part One)”
Above and Beyond: As advertising taglines go, this speaks to an essential truth in advertising. 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 the car’s defining characteristic. Of course the corollary to splendid isolation is one not infrequently experienced by the privileged classes in wider society; a distancing from street level realities, something which can be observed in the manner some luxury SUV owners conduct themselves upon the roadway.
It is probably fair to say that the SUV as we know it originated in the USA, but on this side of the Atlantic, the advent of the Range Rover marked the beginning of our love affair with the concept of a luxurious off-road-capable vehicle. Originally created as a car for affluent farmers, the Range Rover quickly became an adopted urbanite, where its tall stature and panoramic visibility made them surprisingly effective city dwellers. As Land Rover’s BL masters belatedly realised its market potential, it increasingly became a more overtly luxurious machine and once it was introduced into the US market in the late 1980’s, its original utilitarian remit was swept away entirely. Continue reading “Home on the Range”
Reeling from his part-expected firing by Henry Ford, Iacocca was almost immediately offered roles in companies across the globe. One being as a global consultant for Renault, which he turned down, citing a desire for a more hands on role. He also envisaged what he termed Global Motors, a collaboration between Chrysler’s engineering prowess, Volkswagen’s scale and dealer saturation, along with Mitsubishi’s technologies.
Iacocca even had finance plans in hand and seemed openly confident of attracting, if not these car manufacturers, then others such as Honda, Fiat, Nissan or Renault to create a global car superpower to Continue reading “Try A-Coke-Ah (Part Two)”
An admirable philosophy that ultimately proved to be unsustainable.
Unwillingness to compromise in any way on craftsmanship and quality may be a noble pursuit but, in a highly competitive business, it can ultimately prove to be one’s undoing. Founded in 1908, the Pierce-Arrow Motor Car Company produced automobiles that were unequivocally aimed at those of elevated social status and discriminating taste. Imposing in size and, in some cases, larger than life(1), they found favour amongst the chauffeur-driven elite to make a suitably impressive entrance at high society social functions.
When the highest authority in the United States commissioned the first official car for the White House in 1909, it seemed only natural that Pierce-Arrow should be chosen to Continue reading “The Cost of Complacency”
Be it in art, commerce, cartography or simply behind the wheel of a large automobile, there has always been something to be said for an elevated position. Because in the motoring field (not to mention stream or bridleway), not only does stature have much to commend it, but on the thoroughfares and highways a loftier perch also serves to convey a distinct aura of superiority over the huddled masses below.
Despite Land Rover’s time-honoured marketing tag line, the modern Range Rover evokes images, less of the wild yonder so beloved of advertising creatives, but a distinctly more built-environment aesthetic. Certainly, when Gordon Bashford and Spen King defined the parameters for the 1970 original, the creation of a luxury car was furthest from their minds. Yet to a great extent, that is what the Range Rover evolved into, a matter which became solidified by its third and perhaps now definitive generation. Because regardless of where you might Continue reading “Elevation”
Searching for a horse’s mouth account of that pioneering purveyor of horseless carriages, a recent read was the well known autobiography of the irrepressible, late and lamented Lido Anthony (Lee) Iacocca. (1924-2019) With the internet nowadays a deep-mine of information, such a move maybe described as unnecessary, but to this author at least, that misses the point.
For those of you who seek the inner nuances concerning his fathering of the Mustang, therein lies a smattering – just eighteen pages given over to that mother of all car launches, but since other aspects of his career overwhelmed such matters, we ought not Continue reading “Try A-Coke-Ah (Part One)”
Twenty years on, DTW recalls the shock factor of the mundanely named but highly distinctive Renault Mégane II.
I have had in mind to write something about the Mégane II for a while now, but other distractions have prevented me from doing so. Then, in starting to do some research on the subject, I came across ‘The Surge’ series on Christopher Butt’s irresistible ‘Design Field Trip’. As a result, I nearly didn’t bother writing this piece, because Christopher and Patrick le Quément (no less!) have put together the definitive articles on the boldest C-segment hatchback design since the Golf. However, I decided to carry on so that, if nothing else, this piece can act as a signpost to that series of articles.
Remembering GM Europe’s pretty but clawless felines.
Over the past fifty years or so, the B-segment supermini has been a staple of the European automotive landscape, to the extent that it has, so far at least, managed largely to resist the onslaught of the crossover. In the early days, there was some experimentation with the precise mechanical layout, but most automakers quickly settled on what they realised was the optimum in terms of cost and packaging; a transverse four-cylinder engine with an end-on transaxle gearbox and unequal-length driveshafts to the front wheels, MacPherson strut front suspension with a torsion-beam axle at the rear, disc front and drum rear brakes, all wrapped up in a three and/or five-door hatchback body.
Many young people began their driving careers in a supermini, not least because they were so popular with driving schools, then widely available second-hand. They were cheap to buy and, crucially, relatively cheap to insure, even for a novice driver without the benefit of a no-claims discount and with a better than evens chance of having a bump in their first year on the road.
The fifth generation Fiesta of 2002 was model of restraint.
Editor’s note: First published on 13th December 2016, this piece is being re-run today to commemorate the 20th anniversary of the 5th generation Fiesta’s introduction.
“It was designed to please the public, men and women alike, with those big headlamp eyes, and that smiling radiator mouth.” Those were the words of designer, Chris Bird. The project started in 1998 and is one of the unalloyed Bird Fords. The project bore the code B256 and featured a new floor pan for three variants: the five-door, the three door and the Fusion. At this point Chris Bird had replaced Claude Lobo as design director and wanted to put his mark on Ford.
In the first few days of January 1998, Mitsubishi revealed their first ever American designed and fabricated vehicle at the Chicago motor show. With a styling theme described as Geo-Mechanical, this muscular looking brute showcased not only a study of future potential but also the trajectory Japanese/American market appeared then to be following. Solid in stance, the SST (Sophisticated Sports Touring) roadster bristled with confidence with its acid lemon colour scheme, side strakes, singular central exhaust and independent suspension. The engine remained the two litre and good for 210 bhp but the transmission had become automatic.
Guiding his Oldsmobile carefully up the driveway to the garage of his house in the suburbs of a typical midwestern American town, Scott Hewitt had something planned for the evening. It was 1968, a year that would prove to be pivotal in world history as well as a bloody one. Presidential candidate Robert Kennedy would not see the end of the year alive, and neither would Martin Luther King.
The war in Vietnam escalated with the fierce Tet offensive, and the awful My Lai massacre would change many people’s minds about why and if the USA should have ever been involved in it in the first place. Violence and unrest were not limited to Southeast Asia- witness student riots in Paris, the Soviet invasion of Czechoslovakia and the ignition of ‘the troubles’ in Northern Ireland. Significant if less deadly pointers to Continue reading “1968: A Question of Choice”
Depending on one’s viewpoint, celestial eclipses can be viewed as either a beautiful or foreboding event. They are a covering shadow, something which could easily be applied as a metaphor for this Japanese born motor car, produced in the USA. A further metaphor: In 1764, an English race horse named Eclipse hacked up (comfortably winning in racing parlance) 18 races in 17 months. Owing to his winning ways, competing racehorse owners would refuse to Continue reading “Equus Celestial – Part One”
In the summer of 1979, the UK airwaves were dominated by the synthesized sound of Gary Newman and Tubeway Army’s ‘Are Friends Electric’. A single inspired by a novel which dealt with the subject of artificial intelligence was hardly your usual chart-topping fare, but as the decade moved towards its conclusion, it was becoming apparent that more than just music was moving in an increasingly technologically-driven direction.
It’s been a while since I contributed anything to DTW other than a few comments pegged onto others’ well-researched and insightful offerings. A rather thorny operational issue at the company I work for has meant that I’ve been somewhat distracted, but I would like to keep my hand in, so I offer some musings on our family’s current ‘garage’ of cars, all of which have previously featured in one form or other on these pages.
In our household, the hard work is done by our diesel (sorry) Škoda Octavia estate, the running around town and learning is the preserve of the FIAT 500 and the twice weekly, 90-mile round-trip schlep to the office is usually the domain of the Citroën C6. The Škoda is now over five years old, the FIAT is over six, and Citroën has been registered for almost thirteen years (although it was built fourteen years ago, according to records).
…adequately to describe how awful this was (but I’ll give it a go anyway).
From its very earliest days, the automobile was more than just a machine for personal transportation. It represented freedom, independence, individuality(1) and, of course, affluence. Automakers quickly realised that the wealthy could easily be persuaded to part with large amounts of money for a car that not only conveyed them in great comfort, but also conveyed clearly to others their social standing.
For some, Rolls-Royce stood at the pinnacle of the automotive hierarchy, with its superlative, hand-wrought quality and understated, refined elegance. For others, Mercedes-Benz was favoured for the excellence of its engineering. In the US, Cadillac proclaimed itself ‘The Standard of the World’ with at least some degree of justification before General Motors had done its worst to Continue reading “There Are No Words…”
Recognised as perhaps the most significant commercial automotive illustrators of the modern era, Art Fitzpatrick and Van Kaufman made their names from evocative, highly stylised, yet beautifully wrought promotional illustrations for General Motors in the United States, and for the Pontiac marque in particular. But in addition, this gifted duo would also define a mode of expression, one few have equalled without accusation of parody or copy.
Towards the latter portion of their career, with their services no longer required in Detroit, Fitz and Van were commissioned by GM’s European division to Continue reading “Drawn Out”
Upon leaving school back in the (very) late eighties, finding gainful employment wasn’t much of a priority at all, rather something we were forced to achieve by parental coercion. Aged seventeen, being told for the umpteenth time that money doesn’t grow on trees, and that it’s time to begin contributing, not just to home finances but to society as a whole was to be frank, boring. Work journeys necessitated the use of public transport for a while, but then my mate, Michael found a welding job, which came with a vehicle; a Peugeot 504 pick up in pale blue, quickly labelled, ‘The Battle Bus’. Better still, Michael’s boss allowed him to Continue reading “Bus de Combat”
Editor’s note: A more condensed version of this article was originally published on May 6 2017.
The introduction of the Maserati Biturbo in the Autumn of 1981 came as something of a shock, both for marque aficionados and industry watchers alike; Maserati, une grande maison, as former Citroën President (and Maserati overseer), Pierre Bercot might have put it, was at the time more associated in the mind as purveyors of automotive exotica of the most rarefied variety, with a hitherto unsullied pedigree and bloodline second to none. Hence the advent of a compact sports saloon bearing the fabled Trident of Bologna appeared incongruent to some, a matter of profound embarrassment to others.
But there was little room for sentiment or much by way of respect for tradition in the mind of Alejandro de Tomaso as he moved heaven and earth during the late 1970s to first re-establish the Maserati business on a firmer commercial footing, while simultaneously, expunging every trace of double chevron influence from the Viale Ciro Menotti. A cultural revolution then, as much as it was a creative one. But today we must Continue reading “Via Biturbo”
A beer brewer, a candymaker, a travel agent(1) and a car manufacturer get together for a meeting…
It may sound like the opening line of a joke, but the vehicle you see here was the product of a serious business initiative. Incidentally, other representatives from various sectors in the consumer products industry were also part of the think-tank that gave birth to the WiLL brand at the turn of the millennium; the electronics giant Panasonic, a cosmetics company named Kao, and Kokuyo, a manufacturer of office furniture and stationery products. The aim of the venture was to Continue reading “Where There’s a WiLL…”
In the wake of BLMC’s 1968 marriage of convenience, Donald Stokes and his management team began piecing together a product strategy for the multifarious (and in some cases) overlapping marques that constituted the increasingly unwieldy British car giant. Amid this new order, the fate of MG would be subordinated to that of Triumph. And while some speculative MG designs were proposed, the reality was that Abingdon came virtually last in the BLMC Chairman’s priority list – the MGB remained a successful, profitable model line – a cheap nip and tuck and it was good for another couple of years.
The pall of smoke hung closely to the clattering, diesel din. The gruff acceleration, occasionally squeaking, yet hollow sounding brake alongside the hiss of the air compressor; these, more than any roaring car engines were the sound of my childhood as we rode the buses, and one in particular, the Leyland National, fifty this year.
By nature, Coachbuilt meant craftspeople hand building the bodywork onto a supplied chassis and taking anything up 1,000 man hours to complete. The National was “designed like an aircraft, built like a car” and took around 300 man hours, the idea being to Continue reading “Reluctant To Fall – The National”
Concluding the story of the Biturbo and the models developed from it.
Apart from the coupé, saloon and Spyder variants, the Biturbo’s platform and mechanical package was the basis for an additional five closely related Maserati models. The first of these was the 228, unveiled in December 1984 for launch a year later as a 1986 model. This was a two-door coupé, but was based on the Biturbo saloon’s longer 2,600mm (102½”) wheelbase. The 228 was intended to be a grand touring coupé in the Maserati tradition and featured the first application of the enlarged 2.8-litre V6 twin-turbo engine. Although superficially similar in appearance, it shared no body panels with the Biturbo coupé, being both longer and wider than even the saloon.
The 228 was again designed in-house by Pierangelo Andreani. Overall length was 4,460mm (175½”) and width was 1,865mm (73½”), making it 60mm (2¼”) longer and 135mm (5¼”) wider than the Biturbo Saloon. The Biturbo’s geometric lines had been softened, with a gently upswept lower DLO line and more curvature in the bodysides. Continue reading “Maserati for the Masses (Part Three)”