We conclude our Global tour of Méhari-derivatives.
The acronym FAF stands for “Facile A Fabriquer – Facile A Financer” (Easy to build, easy to fund). FAF was Citroën’s official response to the Baby Brousse that predated it. The aim was to have a range of vehicles based on the “A” platform intended for assembly in developing countries with limited -or no- resources and experience in producing cars.
The first FAFs were produced in 1973 in Portugal but later, factories were opened in Guinée Bissau, Central African Republic, Senegal and Indonesia. There were six available bodystyles: a Saloon, 3-door Estate, Van, Pick Up, 4×4, and a Runabaout in Méhari fashion. The 4×4 version was purchased by the Portuguese army and saw action in the Angolan civil war. Continue reading “Herding a Dromedary’s Lost Siblings (2)”
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.
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”
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”
Concluding our examination of the 1961 Lincoln Continental’s domestic design influence.
The first major change for the Continental: to silence criticism of its comparatively somewhat stingy rear legroom once and for all, the wheelbase was increased by three inches (from 123 to 126 inches).
The overall appearance of the Continental was unchanged however. Other alterations were a slightly altered roofline/DLO and the replacement of the previously curved side glass with flat glazing. This was a cost-cutting decision which was not universally liked by the press as it was seen as a step backward. The buying public obviously could live with it because sales increased by 20% over the previous year. Continue reading “Continental Congress (Part two)”
Supersize becomes rightsize – how the 1961 Lincoln Continental subtly altered US luxury car design.
The 1961 Lincoln Continental is almost universally regarded as one of the finest car designs ever to come from the USA. Daringly sparse of embellishment and relatively compact (by the standards of the day at least); smoothly geometrical and slab-sided, it marked a breakaway from fins, complicated shapes, panoramic windshields, gaudy colour schemes and superfluous decoration.
This accomplishment would alas prove to be only temporary, as witnessed by the majority of American cars (Lincoln included), that would follow over the next decade. Nevertheless, the 1961 Continental was such an influential design–gamechanger that its competitors Cadillac and Imperial reacted swiftly to Continue reading “Continental Congress (Part one)”
Bruno Vijverman looks back at a time when not only were cars objects of wonder, but the buildings that housed them.
On my first trip to Tokyo, one of the must-visit locations would probably not have made much sense to the typical tourist, but it did to me, being not only a car lover but in particular a brochure collector: Toyota Amlux.
This huge flagship showroom, housed in an equally impressive building, showcased all Toyota’s cars over six floors. Each one employed a different
theme- for instance there was a floor with only SUV’s and one containing luxury cars.
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”