Founded by Yataro Iwasaki in 1870, what was then named Mitsubishi Shokai would eventually grow into one of the largest and most diverse companies in Asia. Shipbuilding was the company’s initial field of business but, as time went by, diversification took place into activities such as mining of coal and precious metals, insurance, banking, aircraft production, real estate and, of course, automobiles.
The name Mitsubishi is made up of two words: ‘Mitsu’ meaning three in Japanese, and ‘Hishi’ which is a species of water chestnut. When these two words are combined, the ‘h’ of hishi is pronounced in Japanese as a ‘b’, hence Mitsubishi. The logo of the company was chosen by Yataro Iwasaki himself and combined the triple crest of the coat of arms belonging to the Tosa clan, Iwasaki’s ruler and employer before the Meiji restoration(1), and the Iwasaki family sign, which was three stacked diamond shapes. Continue reading “Hercules’ Celestial Steed”
Described by the UK’s Guardian newspaper as “a slow, precise and beautiful film”, Italian filmmaker, Luchino Visconti’s 1971 adaptation of Thomas Mann’s 1912 novella, starring Dirk Bogarde and set in a ravishingly filmed Venice was a sombre meditation on art, beauty, creative attainment, age and desire. Critically acclaimed, Death in Venice would come to be viewed as an arthouse cinematic masterpiece.
Slow, precise and beautiful were adjectives that could at various times have been attributed to Lancia’s 1960s mid-range offerings – although the latter two were undoubtedly the more apt descriptors, especially once the power to weight aspect of the Flavia’s performance envelope was addressed towards the latter part of the decade. In its post-1967 Milleotto evolution, the Lancia berlina offered a refined, modernist, yet utterly Italian dissertation on elegance in motion, its seemingly unprepossessing style masking a highly considered technical and aesthetic package. Continue reading “Morte a Venezia”
Half a century ago, BMW quietly launched its first 5 Series. The automotive world did not realise what a seminal car it would become.
The trio of German so-called ‘premium’ automakers like to represent themselves as operating at the cutting edge of automotive engineering, technology and design. Hence, instead of using whimsical or ephemeral names for their cars, they instead identify them with scientific precision, using alphabetic and/or numerical model designations that are entirely logical in their construction and impossible to confuse(1).
In earlier times, the business of model nomenclature was much more straightforward. Smaller cars had smaller engines and vise-versa, so the engine capacity alone was often enough to distinguish between different models. When BMW introduced its ‘Neue Klasse’ mid-sized saloon in 1962, it was simply called the 1500. Larger-engined versions followed and these were duly called 1600, 1800 and 2000. However, when BMW introduced a range of smaller saloons using the same engines, they had to Continue reading “Der Fünfer (Part One)”
News broke this week that London’s Ultra Low Emission Zone is now certain to be extended outwards as far as the London Orbital Motorway (M25) which encircles the outer reaches of the metropolitan area, a decision which will be greeted with some dismay amongst certain (older) car owners amid the UK capital when it comes into force next August. And while most can probably agree in principle that a reduction in airborne pollutants is likely to benefit air quality, it will mean that swathes of perfectly serviceable older vehicles will be taken off the roads – or simply shunted out of London entirely.
Similar strictures would decimate the car pool in this part of the Costa del Sol, given what remains in daily use there, but I would posit that it’s only a matter of time before such matters eventually come to pass. But in the meantime, we at least get to Continue reading “Sketches of Andalucía ”
On my first morning, a Sunday, I crept out of my lodgings and strolled around the grid-system streets of old Savannah.
This postcard concerns what resembles an alternate-reality Ford Mondeo, the Mercury Mystique which Ford USA sold from 1995 to 2000. Why did it exist? It looks perhaps like a rejected Mondeo proposal. What it is, is evidence of increasing rationalisation of the global Ford product range. The Mondeo upon which Ford based the Mercury Mystique was intended to drag Ford’s mid-sized offering into the front-drive world where its main enemy, the GM Cavalier/Ascona, had been thriving for some time. Continue reading “Savannah Postcard (4)”
A dozen or more reasons prevent your author from driving more diverse vehicles, but determination and perseverance can warrant its own reward. Anyone can pop down to a dealership and sample something new to them, but on the other hand, the total number of places you can Continue reading “You Wait for Three Years and Then…”
For a place where locals appear to think nothing of maintaining thirty-year-old cars as daily runners, the proliferation of German-manufactured cars in this part of Southern Spain amounts to less than one might reasonably imagine. Did German cars fail to chime with the Andalucían sensibility, or was it more a factor of up-front cost? Only a native could possibly Continue reading “Sketches of Andalucía ”
From the moment the Austin-Healey Sprite met the world in Monte Carlo in May 1958, there was a widespread and urgent demand for much more power than the 42.5 bhp at 5000rpm delivered by its Healey-fettled 948cc A-series engine. Professional and amateur racing drivers, and road car owners who just wanted to Continue reading “Elemental Spirit Part 5: Building the Perfect Beast”
Some will be of the opinion that ‘SAAB oddity’ is something of an oxymoron, in particular when it concerns the Swedish company prior to its acquisition (and homogenization) by General Motors. That may be so, but over the course of its existence, the Swedish marque produced and, in some cases, inspired its fair share of projects that were noteworthy and unusual, even by the company’s own sometimes eccentric standards. Today we will Continue reading “Swede Dreams are Made of These”
Renault replaces French style with Euro-blandness, with wholly predictable results.
The 1965 Renault 16 was highly unusual for a large European car. Firstly, it was a hatchback when all of its contemporaries were three-box saloons. Secondly, it was front-wheel-drive when large saloons were mainly driven by their rear wheels. Thirdly, its styling was highly distinctive and didn’t observe any of the norms expected in such models. Ask me to Continue reading “Missing the Marque: Renault Safrane”
Occasionally, we get the opportunity to glimpse other possible lives. These are commonly known as holidays, although I prefer to imagine them as being more akin to dreamscapes. For the first time since before the Covid pandemic, I (very) recently found the opportunity to return to the Andalucían coast, and despite the lateness of the year, was mostly blessed by the weather deities.
As is now habitual, I spent a sizeable amount of time getting a feeling for the place, which involved a good deal of legwork – a happy consequence of which was that there was usually something notable (or simply unusual) lurking down a side street.
Truly one of the great and lovely names in the back catalogues of car history: Electra.
General Motors has produced some very charming cars and they have also been incredibly bad custodians of their brand equity. Here is an example of a great name on a good car, relics of an abandoned market and an abandoned badge. More than 30 years after it ceased production, the Electra name still casts bright-blue light, and it made my afternoon when I saw this one while I was about to Continue reading “Savannah Postcard (3)”
Twenty-five years after the nameplate made its debut, “just in time for the 21st Century”, and six years since the introduction of its astonishing looking predecessor, Toyota have revealed a new generation of their hybrid trailblazer. Billed as the “Hybrid Reborn” by its maker, the 2023 Toyota Prius is set to Continue reading “Who Shall Go to the Ball and What Shall Go to the Ball?”
Gest (a hard G) is an old English word meaning acts, or deeds. While it’s unequivocal that Robin Hood lived in the fourteenth century – but a stone’s throw from my own abode – his character will forever be open to speculation. Was he a thief who gave his plunder to the poor (à la Hollywood), a vagabond cast out to live life alone in the forest, or a plain woodsman who like many Englishmen from that time was skilled with bow and arrow?
My personal thoughts are that Robin Hood was indeed skilled in the art of thievery, along with a flashing blade and the gentle twang of a bowstring, to fell boar or errant henchman. But a benevolent thief; head honcho with an understanding side, engendering a brotherly, welcoming mien, to Continue reading “The Gest of Robin Hood”
Following the carmaker’s remarkable return from near-death only three years previously, America’s movers and shakers were once again buying Jaguars in number. “The word has got out on the cocktail circuit that the Jaguar is the car to have”, as Jaguar Inc Press Officer, Mike Cook told journalists in 1983. But the lack of an open-topped XJ-S model would soon become a genuine impediment to sales growth. From this point onwards, US requests for a convertible would become increasingly strident.
The Jaguar board realised that the expediently engineered XJ-S Cabriolet could only buy them a certain amount of time, but meanwhile something needed to be done to mollify potential US customers, for whom nothing but a full convertible would suffice and who would otherwise simply Continue reading “Welcome to the Machine – Part Seven”
The revered Italian styling house of Pininfarina has designed, and in some cases also built, cars for a multitude of manufacturers spanning the globe. As far as French triumvirate of mass-market automakers is concerned, the decades long collaboration with Peugeot is, of course, well known. With Renault, however, the only styling work commissioned has been for the Argentinian IKA-Renault Torino and, with what could be argued is the most distinctively French of the trio – Citroën – the counter stands at zero.
A little over two decades ago, Pininfarina did, metaphorically speaking, ask for the hand of PSA’s ‘other daughter’ by presenting the Osée research prototype at the Geneva Motor Show in 2001. This was the first and so far only Citroën conceived and clothed by the Italian styling house. The word Osée is French for daring and, even ignoring its rather radical appearance, the moniker was certainly apt as the Osée was a mid-engined rear-wheel-drive sportscar, a specification unheard of for a Citroën. Continue reading “Talk to the Hand”
Innovative designs, and better built than one expected from Fiat.
Prior to the inexorable rise of the crossover, the C-segment hatchback was the bedrock of the European automotive market. Every mainstream automaker knew the vital importance of success in this class, the champion of which was the VW Golf. The Volkswagen Group prospered on the enduring success of this car, while other manufacturers strived to match its qualities and capture its appeal in their own offerings. Some slavishly tried to build near-replicas(1) of the German car, an effort lampooned by Volkswagen in its witty and memorable 2009 ‘Just Like a Golf’ television advertisement(2).
Editor’s note: David Pye OBE (18 November 1914 – 1 January 1993), was Professor of Furniture Design at The Royal College of Art, from 1964 to 1974, in addition to being a respected wood turner and designer in his own right. He also wrote several notable volumes on design theory. This article was originally published as part of DTW’s Compromise theme in January 2017.
His argument rested on the idea that no design can optimise every aspect. The more complex the object the more likely this is to be the case. If we take a simple example of a knife, it’s a compromise because unavoidably the designer had to work within constraints of time and materials. The knife has to function but be affordable and attractive to enough people to Continue reading “Compromise – The Paradox of Failure”
Best start with the facts. This is the cover composite from the November 2010 edition of Car magazine. It was, as we can discern, a busy month for the UK periodical. Big Georg Kacher was flown out to the United States (business class no doubt) for an exclusive ‘drive’ of Jaguar’s shapely CX-75 hybrid-supercar concept, while the fullest possible coverage was provided of the three conceptual offerings from the fevered imagination of Lotus’ then CEO, the much unmissed Dany Bahar.
Britskrieg ! screamed the headline, as stridently as a dive-bombing Stuka; a tortured and needless piece of bellicose verbiage which previously only the UK’s Red Top editors might have considered. Such language was not only rather inappropriate, but references such as an “all out sports car war” were really Infra Dignitatem for a once high-brow title such as the EMAP monthly. It would be interesting to Continue reading “Punctuation Bingo!”
The Century nameplate adhered to Buick’s mid-size cars from 1973 to 2005. In this postcard we look at the last two iterations.
Buick is a brand I think of as approximating to a combination of Rover, Lancia and Volvo but with a distinct veneer of the Ghia-character of European Fords. I hope that evokes the idea of the middle-market with comfort-orientated accoutrements. If we Continue reading “Savannah Postcard (2)”
Famous of course for being the spiritual home of Renault, but before Louis built his factory in Billancourt, an altogether different engineer set up shop here leading to some perhaps unexpected diversions. As with so many Victorian-era small time engineers, Émile Salmson (1858-1917) ran a workshop where he produced steam powered pumps for railway and military applications. Attracting the likeminded Georges Canton and Georg Unné, the company changed name to Émile Salmson & Cie, manufacturing pumps, magnetos and engines.
Further plans would include producing radial aero engines. Investment and excellent results found ES & C at the forefront of French aircraft engine production as the Great War began. At full capacity in Billancourt, some aero engine production migrated to Villeurbanne, near Lyon. This too would include an unsuccessful helicopter.
With hostilities over, priorities altered. Demand for aero engines fell, so typewriters and woodworking lathes would become the company’s mainstay, but the burgeoning private car business was seen as the way forward. Management realised the fastest route to Continue reading “SMS”
At the dawn of its existence, painting an automobile was done in the same manner as one would apply a coat of paint to a horse-drawn carriage: by means of a brush and, in some cases, paint-rollers. Since cars were in those days built more or less in the same manner as their animal-powered predecessors, this was only to be expected.
The introduction of the moving assembly line by Ford in 1913 and the consequent rising demand for cars revealed the limitations of this method of application(1), but it would not be until 1924 that the first car to be spray-painted rolled off an assembly line, not at Ford, but at competitor GM with the Oakland model, a precursor to the later Pontiac. Continue reading “Gems on the Assembly Line…”
Nobody ever purchased a grand turismo motor car for its load-carrying capabilities, there being vehicles better suited to such tasks. But for a select few, such binary propositions exist only as orthodoxies to be upturned. It requires a certain mentality to envisage the recasting of something as indulgent as a 2+2 GT into an estate car. But in order to fill a vacuum, one must first Continue reading “Welcome to the Machine – Part Six”
Two decades before BMW launched its first production EV, there was the E1 Concept.
Energy Density and Specific Energy are the twin holy grails for any automaker wishing to bring a viable electric vehicle to market. These two units of measurement are often confused, even by people who really should know better(1). In simple terms, energy density is the amount of energy that can be stored in a given volume, whereas specific energy is the amount of energy that can be stored in a given mass. The S.I. unit for the former is joules per cubic metre and for the latter is joules per kilogramme. In the context of electric vehicles, the energy component is more usefully measured in kilowatt-hours, since the joule is a very small unit of energy(2).
Petrol has a specific energy(3) of around 12.5kWh/kg. Diesel is slightly lower at around 11.5kWh/kg. These numbers might appear meaningless in isolation, but compare them with the specific energy of a traditional lead-acid battery, which is a tiny 0.04kWh/kg and you can Continue reading “E1 before i3”
The Japanese luxury carmaker had something it wanted to make clear in its 2009 Geneva press release: “What Essence is not is merely an indulgent birthday present from Infiniti to itself“, it asserted, immediately planting the germ of doubt into those of a more cynically minded bent.
2009 marked Geneva’s 79th motor show. Infiniti was present that year, celebrating twenty years since its inception. To mark this auspicious milestone, they displayed Essence, a petrol/electric/hybrid concept GT coupé. Essence’s mission it appears was twofold. To showcase a new design ethos, forecasting a range of more exciting vehicles to wear the Infiniti badge, but also to generate excitement around the brand as it made a late entry into the European market.
Nissan’s upmarket sub-brand needed to make up for lost ground. Having made its US debut in 1989, it arrived concurrent with, yet somewhat on the tail of Toyota’s more impactful Lexus nameplate. Over the intervening two decades, while its Toyota City rival became an accepted member of the ‘prestige’ firmament, Infiniti, owing in part to Nissan’s US-centric focus, not to mention a somewhat half-baked commitment to product development, remained something of an also-ran.
“No mashed Swedes!” Archie Vicar on the Volvo 244 saloon.
Auto Motorist, September 1974, pages 23-29. Photos by Ian Cambridgeshire. Owing to unexplained fermentation affecting processing of the original images, stock photography has been used. [Editor’s note: This transcript was first uploaded to DTW on 2 November 2013.]
The Swedish like eating tinned rotten fish. It’s an acquired taste, I am told by those with experience in such things. One is advised to open the tin can under water so as to contain the noxious aromas that would otherwise emanate. And one is also advised to drink plenty of schnapps to kill the taste. That’s really the only part of the whole palaver I can really see my way to agreeing with. I mention all of this by way of an introduction to Sweden’s other acquired taste, their Volvos.
Buick have form when it comes to concept vehicles, especially since a certain Harley Earl began such pioneering strides with 1938’s seminal Y-Job, which helped to define the Tri-shield’s design credentials. In 1949, GM’s Autorama car show was held at the Astoria Hotel in New York to promote new concept designs to a public desperate to Continue reading “Livonia, There’s Something About You”
Concluding our recollection of a phenomenon now in danger of extinction: the traditional motor show.
Chrysler’s PT Cruiser was styled by Brian Nesbitt(1) with the assistance of Gilbert Clotaire Rapaille, a French medical anthropologist, which may well have been an automotive industry first. The reason for employing the services of Rapaille was to Continue reading “Show and Tell (Part Seven)”
It has been stated with considerably greater authority than mine that the current automotive design centre of gravity no longer resides in Europe, the US, nor indeed (as yet at least), China. Car design’s True North now points inexorably towards South Korea. Several factors have contributed to this enviable state of affairs, not least an influx of senior European design talent to the Hyundai group over recent decades, but the end results are entirely their own and can now Continue reading “Grand Horizons”
The Spridget turned out to be a difficult product to replace. We look at a diverse selection of proposals developed through the 1960s.
Far from perfect, and never very advanced in its design or engineering, replacing the Spridget became one of several long-running displacement activities within BMC and pre-Edwardes BLMC, although in a far lower league than The New Mini, and ‘The Little Engine That Could’ (replace the A Series). All turned out to be as pointless and unproductive as parlour games, with the participants’ abundant creativity never rewarded with a tangible prize.
When Leonard Lord and Donald Healey first imagined the low-budget car which would become the Austin-Healey Sprite, they probably envisaged a production life of possibly 3-4 years before technology and fashion left it behind. Within MG a ‘New Midget based on Sputnik FWD’, was registered in the experimental department register as EX 220, four months before Sputnik (better known as the ADO15 Mini) went on sale in August 1959. The project was given a proper Longbridge code, ADO34, despite the strong disproval of Alec Issigonis[a], and progressed for some time with competing design teams from Abingdon and Longbridge. Continue reading “Elemental Spirit Part 4: The Sisyphus Game”