The 1991 W140 S-Class was a technological tour de force, and possibly the finest car Mercedes-Benz ever made. Its arrival was also painfully mistimed. We remember the Uber-Benz on the thirtieth anniversary of its launch.
The arrival of a new Mercedes-Benz S-Class was always a seminal event for the automotive industry. It often heralded the introduction of new technology and safety features that would subsequently be adopted by other Mercedes-Benz models and, eventually, by its lesser competitors.
The 1959 W111 predecessor to the S-Class was the first car to feature a rigid passenger safety cell with front and rear crumple zones, to slow the deceleration that occurs in a high-speed impact and dissipate the kinetic energy released(1). In 1978, the W116 S-Class was the first car in the world to Continue reading “Der Zenit (Part One)”
We wonder if the 1991 Mercedes-Benz W140 might have fared better, both in stylistic terms and in the market, if Bruno Sacco had been allowed to realise his original vision for the car.
One of the surprising nuggets I uncovered in my research on the W140 was that Bruno Sacco, Mercedes-Benz’s highly talented but modest and self-effacing Head of Styling, was an admirer of the Jaguar XJ saloon. Sacco very much liked its low and sleek lines. His original concept for a replacement for the W126 S-Class was a Germanic interpretation of that car. Unfortunately, his vision was corrupted by demands that the cabin should have generous headroom, even for two 190cm (6’3”) adults sitting one behind the other. This resulted in what most would adjudge to be an excessively tall glasshouse, making the car more suitable for monarchs and dictators on parade than fast and discreet point-to-point travel by captains of industry.
For the past two decades, one manufacturer has proved that there is still significant sales potential in Europe for large mainstream saloon and estate cars.
At the dawn of the new millennium, the market for large non-premium saloon cars in Europe seemed to be in terminal decline. The traditionally big-selling Ford Granada/Scorpio series had ended production in 1998. The Rover 800 and Renault Safrane followed suit in 1999 and 2000 respectively. Sales of the Opel/Vauxhall Omega were falling precipitously, from 74,753 (1) in 1997 to just 15,542 in 2003, its last full year on sale. Like the others, it would bow out without a replacement.
Concept cars are often used to gauge public reaction to a new design direction before applying it to mainstream models. Not so the BMW Z07 concept, which became the Z8 Roadster.
By the mid 1990’s BMW had acquired an enviable reputation as a manufacturer of finely wrought and handsome drivers’ cars. The 1990 E36 3 Series and 1995 E39 5 Series were both rightly regarded as dynamically superior to their competitors from Audi or Mercedes-Benz, so possessed a more youthful appeal (to drivers of all ages). Plans were already well advanced for the 1997 E46 3-Series which, in design terms, would be a careful evolution of its predecessor.
Half a century ago, South Korea’s auto industry was in its infancy. We recall its inauspicious start and chart its early progress.
With global sales(1) in 2020 of 6.52 million vehicles, Hyundai Motor is the world’s third largest auto manufacturer, behind Volkswagen Group with 9.31 million and Toyota with 8.90 million sales. Hyundai, which includes the Kia marque, overtook General Motors in 2019 and continues to move ahead of the troubled US giant, suffering less of a reversal in the Covid-affected 2020 market than either it or the two market leaders.
Fifty years ago, things were somewhat different. Hyundai was building just one Ford passenger car model under licence, while Kia was confined to building Mazda light commercial vehicles. Both manufacturers shared an ambition to Continue reading “Small Beginnings”
Today we recall DAF’s sixteen years as a manufacturer of small passenger cars alongside the heavy trucks for which the Dutch company is famous.
Mention the name DAF to those interested in matters automotive and their mind will immediately turn to the heavy trucks that are a familiar sight as they carry freight across the length and breadth of the European road network. Based in Eindhoven, the Netherlands, DAF Trucks is a subsidiary of the US manufacturer, Paccar Inc, which acquired the Dutch company in 1996. Paccar’s US truck brands include Kenworth and Peterbilt. It also owns UK truck maker, Leyland, which it acquired in 1998. Paccar is one of the world’s leading manufacturers of medium and heavy trucks.
Concluding the story of the original Ford Mondeo and how it confounded the expectations of those who drove it.
The launch of a new Ford was always big news in the UK, so it fell to BBC Top Gear motoring journalist Jeremy Clarkson to pronounce upon the Mondeo. Clarkson tested the car in 1.8 litre manual four-door saloon form shortly after its launch in March 1993. He was underwhelmed by the car’s appearance but impressed by both the interior design and quality of finish.
The Ford Mondeo will soon be consigned to automotive history. Today we recall the 1993 original and how it confounded the expectations of those who drove it.
Ford recently surprised nobody(1) by announcing that the Mondeo will be discontinued without a direct replacement in March 2022. The D-segment saloon, hatchback and estate has fallen victim to a fatal cocktail of countervailing forces that reduced European sales to just 21,222(2) in 2020. This is a far cry from the model’s heyday in the 1990’s when annual sales exceeded 300,000 units. Its North American equivalent, the Fusion, was discontinued in July 2020.
The Mondeo was initially hit by the encroachment of smaller premium models, which could be had for similar monthly leasing payments to the mainstream Ford, thanks to their stronger residuals. Company car drivers and personal contract purchasers, who comprised the vast majority of Mondeo customers, were happy to Continue reading “Ford Rediscovers its Mojo (Part One)”
Today we tell the story of the Batmobile, the automotive hero of the 1966 children’s television series that was based on the comic book adventures of Batman and Robin.
DTW readers of more mature years will immediately recognise the apparently random selection of words in the title above. They are lifted from the opening credits of Batman, a 20th Century Fox children’s television programme that ran from 1966 to 1968 and made an indelible impression on one childish mind at least.
The hero of the programme was Bruce Wayne, a wealthy bachelor played by Adam West, who led a double life as Batman, protecting the good citizens of Gotham City from the dastardly deeds of a variety of colourful, if inept criminals including The Riddler, The Joker and The Penguin. At Batman’s side was Robin, a.k.a. Bruce Wayne’s young ward, Dick Grayson, played by Burt Ward, and their indefatigable and unflappable butler, Alfred Pennyworth, played by English actor Alan Napier. Continue reading “WHAP!…POW!…BIFF!…OOOF!”
A smart re-skin and an even smarter nip-and-tuck kept the 1972 Ford Granada at the top of its game for thirteen years.
In the 1960’s and 70’s Ford of Europe was the master of value engineering, designing cars that were highly attractive to potential buyers, but engineered to be little if at all better than they strictly needed to be. The 1962 Ford Cortina Mk1 was just such a car. It was a simple, light and efficient design and it effectively killed off the cumbersome, complex and heavy 1961 Consul Classic after just two years on the market(1).
The Cortina’s winning formula was reprised in 1968 with the Escort, another light and efficient design that was simple to build and was tailored to appeal to a wide range of customers via an extensive range hierarchy comprising basic, luxury and sporting variants. Likewise, the 1969 Capri, which easily shrugged off the Cortina in a party frock jibes because it looked great and gave customers exactly what they wanted.
There were missteps too, notably the 1966 Mk4 Zephyr / Zodiac. The lower-line versions were fitted with a new V4 engine, but the designers wanted a long bonnet as they believed that this was a signifier of power and prestige. Harley F. Copp, an American Ford design engineer on secondment to Brentwood to Continue reading “Under the Knife – Taking Care of the Pennies”
The 1961 Consul Classic and Capri were a rare market failure for Ford in Europe. We remember them on the 60th Anniversary of their launch.
Ever since the days of the Model T, Ford had developed an enviable reputation for delivering cars that were finely attuned to the perceived wants and needs of the automotive market. Moreover, the company was a master of what one might call value engineering, the art of designing cars wholly to satisfy the market whilst rarely challenging those expectations through new or radical innovations in format, engineering, equipment or styling.
The author charts the evolution of BMW’s design over the past sixty years and laments the dismal state it is in today.
In the late 1950’s BMW was a company in deep financial trouble. It had been posting losses for a number of years as an increasingly affluent West German middle-class turned away from its motorcycles and Isetta bubble car but could not afford its 501 luxury saloon.
Moreover, the BMW 507 roadster, although beautiful, had proved financially ruinous for the company. Only 252 roadsters were produced over three years in production between 1956 and 1959. It was virtually hand-built and, even at a price of almost $10,000 (equivalent to $97,400 in 2021) in the US market for which it was primarily designed, BMW lost money on every single one sold. Consequently, the company posted a loss of DM15 million in 1959 and found itself on the verge of bankruptcy.
Daimler-Benz considered what would effectively have been a takeover of its troubled Bavarian rival. A proposal for a merger was tabled, but this was rejected by BMW’s shareholders. Instead, it was the Quandt family, whose wealth derived from a wide range of industrial holdings, that came to the rescue and recapitalised the company. A plan was formulated for a product-led reinvigoration of BMW. Continue reading “A Longer Read: Six Decades of Separation”
The jury may still be out on the Mk8, but most commentators would adjudge the 1991 Mk3 to be the poorest articulation of the qualities that made the Golf into an automotive phenomenon over the past five decades.
The 1974 Volkswagen Golf Mk1 was a simply brilliant car. In retrospect, however, it appears to be something of an outlier in the eight-generation history of the model. When one thinks of Volkswagen’s C-segment stalwart, the characteristics that come immediately to mind are the high quality of its design, engineering(1) and build, its sober, timeless styling that eschews fads and fashion, good (but not outstanding) dynamics and most importantly, the quiet self-confidence, perhaps even bordering on smugness, it instils in its owners. Golf ownership says: “I could have spent more, but why would I?”
Unburdened by any of this later baggage, the Golf Mk1 was more Italianate than Germanic in character, with its sharp Giugiaro styling, lightweight construction, and peppy and eager (if noisy) engines, to the extent that nobody would have been surprised if it had emerged as Fiat’s hatchback replacement for the 128(2). It also shared another less desirable Italian characteristic, a propensity to Continue reading “A Poor Round”
A rare market failure for the Volkswagen Group, the 1988 Corrado was a victim of poor product planning rather than its own shortcomings.
Volkswagen’s product planning is the very epitome of Teutonic efficiency and timing. It is difficult to think of an instance when the launch of a new model was greeted with anything like surprise, never mind delight, such is their predictability.
Within the wider Volkswagen group, the other marques have occasionally surprised us with their debutantes: Škoda’s 2006 Roomster and 2009 Yeti arrived during an era of unprecedented and welcome creative freedom for the Czech marque. SEAT’s wholesale switch to monobox vehicles, heralded by the 2004 Altea and Toledo, was brave left-field thinking, if ultimately a dead-end in both creative and sales terms. Continue reading “An Uncharacteristic Misstep”
Today we feature a car that was the product of a highly effective facelift of its stodgy predecessor.
The 1997 Golf Mk4 is widely acknowledged as a masterpiece of disciplined and rational design. Its svelte exterior was handsome and timeless, and a huge improvement over the flabby Mk3. The interior was a revelation, bringing a level of quality to the Golf that had not been seen before in C-segment cars. The Mk4 remained on the market for eight years, during which time it remained virtually untouched, Volkswagen sensibly realising that it was impossible to improve upon its near perfection.
When it came time to replace the Mk4, Volkswagen dropped the ball. The 2003 Golf Mk5, whilst not exactly ugly, looked rather corpulent, and much of the detailing was rather too fussy for a Golf. The Mk5 was partly a product of VW Group Chairman Ferdinand Piëch’s aggressive strategy to Continue reading “Under the knife – Bogey to Birdie”
Ten years ago, Volkswagen attempted to challenge the dominance of the Toyota Camry in the United States with a Passat developed specifically for that market. This is the story of the New Midsize Sedan.
For 22 of the past 23 years(1) and over five generations, the Toyota Camry has been the best-selling car in the United States. Over that time, a staggering total of over 9.6 million(2) Camrys were sold, an average of around 417,000 a year. It was a highly consistent seller too: the lowest annual sales total was 308,510 in 2011(3). The Camry successfully weathered the 2008-9 Global Financial Crisis and a simultaneous unintended acceleration controversy that turned out to be caused by ill-fitting floor mats.
We celebrate the tenth anniversary of the Volkswagen Up! and its siblings and wonder if the city car has a future.
The 2011 Volkswagen Up! is Wolfsburg’s third generation city car. Unlike other models in its range, the smallest car received a different name for each iteration. This is explained, at least in part, by an apparent hiatus in product planning along the way, with the second-generation Fox being a stop-gap(1) import from Brazil.
Volkswagen’s first city car was the 1998 Lupo. It was introduced because the company realised that the increasing size and weight of its Polo B-segment supermini left room in its range for a smaller model. The original 1975 Polo, essentially a rebadged Audi 50, was a petite thing, with a wheelbase of 2,335mm (92”), overall length of just 3,510mm (138¼”) and kerb weight of just 685kgs (1,510lbs). By the time that the Lupo was launched, the Polo Mk3 was 72mm (3”) longer in wheelbase, 205mm (8”) longer overall and an extraordinary 236kg (520lbs.) heavier than the Mk1. Continue reading “Which Way Up?”
Isuzu’s passenger car business is long defunct. It is remembered mainly for two models, the Trooper SUV and Piazza Coupé.
The Isuzu Trooper(1) was a mid-sized SUV that was produced in two generations from 1981 to 2002. The first generation model was sold for a decade from 1981 and was a simple and utilitarian body-on-frame design that came in a short-wheelbase 2,300mm (91”) three-door and a long-wheelbase 2,650mm (104”) five-door version. There was also a short-lived soft-top derivative of the three-door.
Petrol and diesel engine options were available from launch and both were progressively increased in capacity and power output. Petrol in-line fours in 1.9, 2.3 and 2.6 litre capacities and a 2.8 litre V6 were offered, while diesel engines were 2.2 or 2.8 litre in-line fours, either normally aspirated or turbocharged. Manually selected rear or four-wheel-drive was provided through four or five-speed manual gearboxes and from 1988, a four-speed automatic transmission.
Isuzu is a world-renowned manufacturer of heavy trucks, buses and light commercial vehicles, but its passenger car business is long defunct. Its history is a complex tale of multiple alliances, one successful for a time, but all ending ultimately in failure.
Isuzu is the unlikely holder of one notable record, as manufacturer of the first passenger car built in Japan. That car was the Wolseley A9, produced from 1922 under a licencing agreement between the British firm and Ishikawajima Automotive Works, the company that would ultimately become Isuzu Motors.
We conclude our account of the life and career of John Zachary DeLorean.
The DeLorean Motor Company was, from January 1982, under the control of the receivers. Their job, in the first instance, is to see if a buyer can be found for the company. If none is forthcoming, they are required to dispose of the company’s assets in an orderly manner and raise as much money as possible to repay creditors in order of seniority, either fully or, more usually, in part (cents on the dollar). There is rarely anything left over for shareholders after this is done.
DeLorean’s biggest asset was its large inventory of unsold cars, which was increasing as production continued into the spring of 1982. Deep discounts offered on 1981 stock and exhortations to dealers to buy inventory failed meaningfully to improve the situation, and production at Dunmurry was halted in May 1982.
DMC filed for bankruptcy in October, although a skeleton staff completed around 100 partially built cars before the year end. Consolidated International, a US company based in Columbus, Ohio, acquired the remaining stock from the liquidators at a deep discount and attempted to Continue reading “Hero or Villain? (Part Three)”
We continue the story of John Z DeLorean and remember the car that carried his name on the fortieth anniversary of its launch.
The 1970’s was a truly miserable decade for the whole of Ireland. A sectarian conflict that had simmered in Northern Ireland since the island was partitioned in 1921 had exploded into violence and bloodshed in 1968. This unrest continued throughout the following decade, with bombings, assassinations and other terrorist atrocities perpetrated by paramilitary groups on both sides of the political and religious divide.
We remember the life and career of one of the most polarising and controversial people ever to have worked in the automotive Industry, John Zachary DeLorean.
John DeLorean was born in Detroit, Michigan on 6th January 1925 to Zachary and Kathryn (née Pribak) DeLorean. Zachary was Romanian, born in the village of Sugág, which was in a region controlled by the Austro-Hungarian Empire, but is now part of modern-day Romania. He worked in a mill before emigrating to the United States at the age of twenty. After spells in Indiana and Montana, he moved to Detroit and joined the Ford Motor Company as a millwright.
It was in Detroit that he met his future wife. Kathryn was Hungarian and worked for Carboloy Products, a division of General Electric. Neither Zachary nor Kathryn had much formal education and took other casual work as they found it to support their family of four sons, of whom John was the eldest.
The 1991 Cinquecento was a great city car and, in design terms, a hard act to follow, as Fiat found out with its replacement.
Fiat in 2021 is a pale shadow of the once mighty automaker that dominated Italian industry for decades. Half a century ago, the company produced a full range of cars, from the diminutive rear-engined 126 to the handsome V6 engined 130 luxury saloon and coupé. That notwithstanding, Fiat was always best known and most highly regarded for its expertise and success in small cars.
The 1955 Fiat 600 and its smaller sibling, the 1957 500 model, successfully mobilised Italy in the post-war years. They were small, light, economical and robust cars that fitted perfectly into the historic streetscape of many Italian villages, towns and cities, with their narrow, winding streets. Both were notable for their longevity: the 600 remained in production until 1969. The 500 continued until 1975, selling alongside the 1972 126 which was, effectively, a rebodied 500. Continue reading “Small but Perfectly Formed”
The 2001 Fiat Stilo was an attempt to take on the Golf at its own game. It missed by a country mile. We recall Fiat’s millennial C-segment failure.
Ever since its introduction in 1974 and over eight different generations, Volkswagen’s C-segment stalwart has been always readily identifiable. There have been variations in the quality of execution, but all retained enough distinctive DNA to make them unmistakably part of the lineage. This was about more than just appearance. It encompassed dynamic characteristics as well as the cars’ tactile and aural qualities.
The Citroën Visa might have offended some Quai de Javel purists, but it still espoused enough of the marque’s unique character to be well regarded and fondly remembered.
The 1976 Citroën LN was unambiguously a stop-gap car, engineered quickly and expediently to give beleaguered Citroën dealers something new to sell. But Peugeot realised that Citroën also needed a proper supermini-sized contender to replace the ageing Dyane and Ami, and again looked to the 104 platform, this time the five-door version. Prior to their takeover, Citroën had been working on its own replacement (initially in conjunction with Fiat), codenamed Model Y (1). The Peugeot takeover ended that programme however, and the project, renamed Model VD, would now Continue reading “Family Breadwinner (Part Two)”
Although eclipsed by the hugely successful 205, the 104 was a highly competent design that served Peugeot and its sister companies well for sixteen-years.
Mention Peugeot Supermini in the company of car enthusiasts of a certain maturity and their minds will immediately turn to the 1983 205, the delightfully attractive, practical and sweet-handling car that, for many, was the definitive 1980’s B-segment hatchback. In 1.6 and 1.9 GTi form, it was also the definitive hot hatch. What is not as readily recalled, however, is the success of its largely forgotten predecessor, the 1972 Peugeot 104 and its PSA siblings.
Prior to the launch of the 104, Peugeot design was the very epitome of sober conservatism, with understated but well-engineered saloons and estates, and attractive but unflashy coupés and convertibles. The company had ventured into transverse engines and front-wheel-drive with the 204 and 304 siblings, but their conservative exterior appearance belied the engineering innovation within. The 104 would be the company’s smallest model and the first two-box design that was not an estate, but what was becoming known as a Supermini.
Except that, like the Fiat 127 that preceded it by a year, it was not a true Supermini in that it had a conventional boot-lid instead of a hatchback(1). Peugeot was, allegedly, concerned about the impact a hatchback 104 might have on sales of the existing 204 estate, hence the decision to Continue reading “Family Breadwinner (Part One)”
DTW continues the story of MG Motor and asks if things are finally coming good in Europe for the reborn marque.
The summer of 2016 must have been a worrying time for MG Motor and its UK dealers. The MG6 GT and Magnette had failed in the market and were discontinued, so the company was reduced to a single model, the MG3 hatchback. European sales of the MG3 were trickling along at around 250 a month, a level at which final assembly at Longbridge was not viable, so the model would in future Continue reading “Making Good? (Part Two)”
Following its return in 2007, MG Motor was for years a marginal and faltering presence in the European auto market. DTW asks if the Chinese owned company is finally beginning to make a meaningful impact.
The final collapse of MG Rover in 2005 was an ugly, rancorous affair. It was also a long time coming. Since BMW disposed of its troublesome English Patient in 2000, selling it for a nominal £10(1) to the Phoenix Consortium, the company limped along with increasingly desperate attempts to reheat and repackage its ageing product line-up.
The most egregious of these was not the Rover Streetwise which, it could be argued, was simply ahead of its time, but the MG Express(2). Yes, MG Rover really did think (or was desperate to Continue reading “Making Good? (Part One)”
The 1959 Triumph Herald was an innovative and pragmatic solution to a difficult problem. It was also surprisingly accomplished and deservedly successful. DTW tells its story.
In the latter half of the 1950s, the Standard-Triumph motor company was facing a potentially existential problem. The mainstay of its model range, the Standard Eight and Ten saloons, were ageing and in need of replacement. However, Fisher and Ludlow, the company’s body fabricators, had been taken over by BMC in 1953 and was under orders from BMC Chairman Leonard Lord to terminate the relationship with Standard-Triumph once existing contracts expired.
The investment programme behind the 1991 Volvo 850 was the most important in the Swedish automaker’s history. Not only did it deliver an excellent car, it had a fundamental impact on the company’s future direction.
Despite its conservative appearance, which looked like a scaled-down and smoothed off 940, the 1991 Volvo 850 was the fruit of the Swedish manufacturer’s largest and most expensive ever investment in new models, so it needed to be good.
It was not, however, Volvo’s first foray into front-wheel-drive. That honour rests rather heavily on the 400 Series. First to launch was the 480 coupé in 1986, followed a year later by the 440 five-door hatchback and 460 four-door saloon. The 400 replaced the 300 Series, which Volvo had inherited as a largely completed design (the DAF 77) when it took over DAF’s car-making business in 1975.
DTW continues the story of AC Cars up to the present day.
In the early 1970’s AC began developing an ambitious new sports car, the 3000ME. This was a GRP bodied mid-engined two-seater. The initial design work had been undertaken by Peter Bohanna and Robin Staples. Their prototype, called Diablo, used the engine and transaxle from the Austin Maxi. Not having the resources to develop the prototype for production, they showed it to both AC and TVR. Derek Hurlock, who was then Chief Executive of AC, was sufficiently impressed to Continue reading “Born Survivor (Part Two)”
AC Cars is claimed to be the oldest motor manufacturer in Great Britain, having survived many near-death experiences over the past 120 years. DTW recounts its long and eventful history.
The company now known as AC Cars was founded in West Norwood, South London in 1901 by engineer John Weller and his brothers, with the financial backing of John Portwine, a friend of the Wellers and a successful businessman who ran a chain of Butchers in London. The Weller brothers launched their first prototype car, a 20hp open tourer, at the 1903 London Motor Show at Crystal Palace.
Although well received, Portwine considered the car too expensive and instead encouraged development of a three-wheeled delivery vehicle, launched in 1904. This was called the Auto Carrier, from which the company’s name would henceforth be derived. It was a notable success, with customers including Boots the Chemist, Associated Newspapers and the Goodyear Tyre Company. A four-seater passenger version called the Sociable was also offered. It was even adapted by the British Army as a munitions carrier, with a machine-gun mounted up front.
Not exactly ubiquitous in the UK when in production, this 1997 Toyota Camry was a welcome surprise.
I have mentioned previously that my rural backwater, while having charms aplenty to commend it, is not exactly a car spotter’s paradise. There are plenty of shiny and expensive new cars around, but few one might describe as interesting, esoteric or left field.
I have also mentioned my habit of heading for the remotest corner of public car parks in the hope of minimising the risk of picking up a parking dent or scrape. Pulling into my local supermarket car park this morning, my usual space was occupied by this Toyota Camry, an XV20 model manufactured between 1996 and 2001. Although a best seller in the US, the Camry barely made a dent in the UK sales charts, so it was an unusual and welcome sight.
In my opinion, this generation Camry was one of the very best in design terms, with a smooth, linear and unfussy style that might owe more than a little to Peugeot’s 605 and 406 models. There is not a single detail of the design I would change, and Toyota’s 1999 facelift merely altered but did not improve the front and rear ends. It stands as a quiet rebuff to the excessively fussy and overwrought fashion that currently prevails in automotive design. Continue reading “A Photo for Sunday: Peak Camry”
The 2001 Citroën C5 was a spacious, comfortable and practical large car. It was also unforgivably frumpy looking. DTW tries to muster some enthusiasm to celebrate the twentieth anniversary of its birth.
The early 21st Century was a lean time for Citroën design. The company’s glory days of the DS, SM and GS were a distant memory. The sensible men in grey suits at Peugeot, which had owned Citroën since 1975, had repositioned the company as a purveyor of automotive white goods; sensible value-for-money appliances like the 1996 Saxo and 1997 Xsara, whose most attractive features were the deep discounts and cheap finance deals used to Continue reading “Objects you Cannot Polish”
Concluding our latterday examination of DS Automobiles, we draw some conclusions.
The 2015 relaunch of DS Automobiles as a separate stand-alone marque necessitated a facelift for the existing DS3, DS4 and DS5 models. The Citroën badging and logo was replaced with a new, stylised DS badge, while the distinctive Double-Chevron front grille was replaced by a rather generic hexagonal item. The stylised DS initials appeared twice on the front end of the facelifted cars, in large size within the grille and on a smaller square badge on the painted panel above. At the rear, DS also appeared twice; stylised in the centre of the tailgate and offset to the right in a plain script suffixed with the model number.
Did the abundance of badges indicate a degree of unease about DS’s name recognition, and its prospects as a stand-alone marque? This badging led to a certain confusion as to the names of the relaunched models; for example, was it DS DS3 or simply DS 3? The official DS website indicates that the latter is correct.
DTW assesses the progress and current state of DS Automobiles after a decade on the market.
The launch of the Citroën DS 19 in 1955 was unarguably one of the seminal events in the history of the automobile. In its conception, design and engineering, the DS was at least a decade ahead of any competitor and left observers slack-jawed in amazement at Citroën’s audacity in bringing such a revolutionary car to market.
The DS 19 was first and foremost an engineering-led design. Its hydropneumatic self-levelling suspension gave it a peerless combination of superb ride quality and sharp handling. Its dramatically streamlined and aerodynamic body was highly functional, allowing it to Continue reading “Disappointing Sequel (Part One)”
DTW recalls a well-intentioned but misguided and ultimately doomed attempt to establish a motor manufacturer in the Republic of Ireland.
Ireland in the 1950’s was still an impoverished agricultural economy with little industry and systemically high unemployment. The country had fought a guerrilla war of independence against British forces between 1919 and 1921. This was brought to an end by the Anglo-Irish Treaty of December 1921, which partitioned the country and enabled the establishment of the 26 county Irish Free State a year later.
However, the country then became embroiled in a year-long bitter and bloody civil war between the provisional government that supported the treaty and those who regarded it as a betrayal of the principal of nationhood declared in the 1916 Easter Rising.
The bulk of Ireland’s former heavy industry had been located around Belfast and was lost in partition. Subsidies and protective tariffs had limited success in establishing new industries during the 1920’s and 1930’s and the economy’s growth was poor. Although officially neutral in the Second World War, Ireland suffered from the ongoing privations the war caused throughout Europe. Waves of migration to Britain and the US in search of work left the country further weakened with an ageing population. Continue reading “A Leaf Short of Lucky”
Misunderstood and derided by many, the Chrysler PT Cruiser was a brave if misconceived attempt to bring something different to the automotive landscape.
The PT Cruiser should have been a Plymouth, had that failing marque not been put out of its misery by Daimler-Chrysler in 2001 following the 1998 Merger of Equals of the US and German automakers. Chrysler’s traditional entry-level brand had fallen into a serious decline in the last decade of the 20th Century. Its limited range largely comprised badge-engineered variants of other Chrysler group products, including the Voyager and Grand Voyager minivans, and the Neon compact and Breeze mid-size saloons, all of which were comfortably outsold by their Chrysler or Dodge branded stablemates.
The only distinctive and unique model marketed under the Plymouth brand was the Prowler, a wildly styled retro two-seater convertible harking back to the 1930’s hot rod era. This was very much a niche offering and only 11,702 were sold over a five-year period from 1997 to 2002. However, its undoubted appeal led Chrysler product planners to Continue reading “Past Forward”
Because there are only so many times you can watch Gone With The Wind or Frozen without losing the will to live, DTW instead offers you an opportunity to test out your knowledge of all things automotive. Good luck and no Googling!
DTW marks the last of the traditional American body-on-frame sedans.
The Ford Crown Victoria and its Mercury and Lincoln siblings were the last in a long line of traditional body-on-frame full-size rear-wheel-drive sedans that were for decades a defining feature of the American automotive landscape. They were simply engineered, but tough and reliable cars that were perfectly suited to the wide variety of private, commercial and institutional roles in which they served.
Around forty years ago, when I was eighteen and the proud owner of both a newly minted driving licence and my first car, they were to be found on high streets and in shopping centres across the country. I’m referring to car accessory shops, those wonderlands of shiny treasures, not to be confused with their dour and distant cousin, the motor factors.
Motor factors were austere, gloomy and slightly intimidating places where almost nothing was on display. The merchandise was instead piled high on tightly packed aisles of steel shelving at the back of the store, guarded by a slightly grumpy guy who stood behind a chipped black Formica counter.
Mitsubishi Motors is a fading presence in the European automotive landscape and could soon be consigned to history. DTW remembers better times for the marque and surveys its current state.
Since the turn of the millennium, Mitsubishi Motors’ European sales have been in slow, if erratic, long-term decline. The high point was reached in 1999, when Mitsubishi sold a total of 205,009(1) vehicles and achieved a market share of 1.34%. In 2019, the comparative figures were 144,670 and 0.92%. The decline would have been more precipitous had it not been for the L200 pick-up truck, which has since 1978 been the bedrock of the company’s sales, and the 2012 Outlander PHEV, which carved a distinctive niche for itself as the first plug-in hybrid SUV.
Over the past two decades, the company has been rocked by two major scandals. The first broke in 2004, when it was revealed that Mitsubishi had been covering up vehicle defects including failing clutches and brakes and leaking fuel lines, refusing to issue recalls for these systemic problems. The company was forced to recall and rectify over 160,000 vehicles, forcing Mitsubishi group companies to Continue reading “A Long Goodbye”
The author regrets an increasing antipathy towards a pleasure that was very much a part of his earlier life experience and remained so until recently. There are, however, grounds for hope and optimism.
I have been driving for over forty years. In that time, the automotive landscape has changed in ways that were simply unimaginable when, as the proud owner of a newly minted driving licence, I took to the road in my first car, a second-hand VW Beetle.
If there is one car in the past two decades that has, above all others, defied rational explanation, it is surely the Pontiac Aztek. Launched in 2000, this vehicle, which can be described retrospectively as a mid-sized crossover, was met with gasps of amazement and incredulity by potential buyers, rival automakers and pretty much everybody else not directly involved in its development.
There was nothing much wrong with the concept of a crossover and, in some ways, the Aztek was ahead of its time, but why General Motors decided to Continue reading “Breaking Bad”
DTW’s Daniel O’Callaghan remembers the once fraught and risky business of buying a second-hand car.
Before the introduction of effective consumer protection legislation and manufacturer backed Approved Pre-Owned schemes, buying a used car was often a fraught business. At the bottom end of the market, the stereotypical used car dealer operated out of a Portakabin plonked in the corner of a pot-holed lot in the dingier parts of our towns and cities. The recently (and soon to be again) vacant lot was decorated with gaudy flags and bunting to distract visitors from the cheerless and grim surroundings. The salesman was a matey and overly familiar geezer, superficially affable, but with an unsettling hint of menace should you Continue reading “Marginal Motoring”