Down but far from out, Bitter once again looked in Opel’s direction; the Diplomat having run its course, giving way to the Senator in 1978. Following two years planning and hefty external investment, the SC model was brought forth on the Senator platform. Assisting Bitter with production design were Opel stylists, Henry Haga and George Gallion; Bitter also enlisting Michelotti to assist with body detailing, while Pininfarina undertook wind tunnel tests. Quite what those at Cambiano made of the SC is unknown, especially considering this new upstart’s rather similar lines to Mr. Fioravanti’s contemporary Ferrari 365/400.
Initially offered with a 3 litre in-line six cylinder engine producing practically equal power and torque (180/182) the SC was treated to some tuning in 1983 by Mantzel who enlarged the GM unit to 3.9 litres and 210bhp. A no-cost option three speed automatic from GM was the preferred gearbox with a Getrag five speed manual only taken up by around forty customers. Top speeds approached 140 mph from the larger capacity engine.
Bitter had set up a new enterprise Bitter-Italia; and with the Baur build contract for the CD now ceased, Turin based OCRA was employed in their stead. Subcontracted to Continue reading “Best Bitter (2)”
The character of Simon Templar has smoothly transitioned his way from the printed page, to radio and finally the silver screen, both large and small. Created by British/ Chinese author and scriptwriter, Leslie Charteris, the devilishly handsome detective known as The Saint has always needed wheels – real or otherwise – something characterful, with a dash of the debonair.
The world needs characters such as Erich Bitter. At 87, if the Westphalian runs on oil, he must have reserves aplenty, at least from wells of entrepreneurship and dogged determination. For without that close to wind, to blazes with millstones like finance and ruin, his dogged spirit and an array of automotive anomalies would never have been. Although that output may have been small in relative terms, his legacy (of which surprisingly large numbers survive) continues. Mind you, those seeking marriage or financial guidance might wish to Continue reading “Best Bitter”
Alejandro Agag is clearly a well connected sort of chap. It was he who had the bright spark of introducing electrically powered racing cars to the world with the advent of Formula E. Yes, there were teething problems as one could reasonably expect with something so technically unproven. The set up took time, Dallara were chosen for chassis, Williams sorting out the sparks, Hewland the cogs.
Twenty years ago a book revolutionised the auto-industry paradigm – for those who were paying attention at least.
First published in 1990, three enthusiastic researchers set about collating data related to how the motor industry operates, positing how to improve matters, espousing the principle of lean, over mass production.
James P. Womack, Daniel T. Jones and Daniel Roos created the International Motor Vehicle Programme (IMVP) at the Massachusetts Institute of Technology (MIT). Not merely a database of who was building what and how many but a full in-depth analysis into the car making business.
Funding for global research would be task number one. Limiting individual contributions to 5% of the $5M raised from global carmakers, component suppliers and governments, placing monies in just one account and openly inviting two-way correspondence guaranteed their independence whilst also nullifying any form of sponsored influence.
Hunter gatherers only had to find and fend for their food supplies. They didn’t have to circumnavigate the darker reaches of the supermarket car park, seeking out the lesser used spaces away from those inclined to fling open car doors. But silver linings to clouds, those outlying regions often contain spaces filled by esoteric choices and, mercifully bereft of those sporting or cross derived.
One such regular being a dove grey Hyundai Lantra of 1995 vintage. Only ever seen in the darker reaches of the underground car park, this second generation Korean rather blends into the concrete gloom. It was obvious that space was taken but a closer examination proved necessary in order to Continue reading “Supermarket Sweep”
Honda’s Legend was brought to market late in 1985, stealing some of ARG’s thunder. Mark Snowdon, Managing Director of Product Development countered this move with an acceptance that Honda were a little faster to button everything up; “late stage modifications, we have a wider model range and we have different ways of launching cars to our Japanese colleagues.” A foil which did little to mask his chagrin. One of those late stage modifications being the M16 engines, which were not fully ready. 800s at launch instead making do with the Honda 2.5 litre engine. The M16 became available later in the year.
Neither car had been a secret. No camouflage wraps or exclusive spy shots in the mid-80’s. Five (or so) long years had passed from Sked’s reconnoitre in Frankfurt to British launch date (10th July 1986), two days after the company rebranded to Rover Group PLC. Whatever their name, the current financial and political situation was far from rosy. Sales were up but losses remained huge, in the tens of millions.
One contributory factor must be the 800’s launch package; Rover paid return airfare where Swiss roads were subjected to a 3,500 complement of journalists, Chief Constables and fleet managers (and wives supposedly) for a weekend jolly. Northumberland was similarly invaded by British MPs and hundreds more foreign journalists, all eager to Continue reading “Collaborative Applause Part Two”
Mocking the afflicted is pointless when practically everyone suffers in one form or another. Collecting after all is part of what it is to be human. Possibly derived from our early hunter-gatherer instincts or maybe we’re just aping magpies – drawn by the shiny, fascinated by the interrelation? Far from being self conscious, my collections are varied; for instance, twelve Citroën books, genres of CD’s, scale model cars.
When you scratch below the surface or try to intuit the meaning, most of it is pointless. But it’s my pointless and over the years they have given me great pleasure. To enhance or alter a mood, my cd collection can rise to the occasion. Should my eyes wish to Continue reading “OCD plc”
Pity the poor car designer forty years hence. A CAD drove a Jaguar. Engines powered cars, not searches, whilst rivals were (almost) willing to explain their plans. Such was the case when BL chief designer, Gordon Sked moseyed through the 1981 Frankfurt motor show – to gain an understanding of what the opposition were up to.
The first modern motor journalist? In praise of Thomas Jay McCahill III.
“Part of every dollar goes into the redesigning and styling pot, in an attempt to make your current car look doggy, outdated. It’s a successful trick that closely borders fraud.” These words from possibly the last known living descendant of the Scottish highwayman, Rob Roy. And if, as Henry Ford proclaimed that history is bunk, the story of this particular fellow could as easily be a work of fiction.
Thomas Jay McCahill III was once America’s foremost automotive journalist with a character as large as his substantial six foot two, 250 pound frame. The grandson of a wealthy lawyer, he graduated from Yale with a Fine Arts degree (possibly English, his story changed over time) and was surrounded by the automobile – his father had Mercedes-Benz dealerships.
Taking on two garages of his own, the Depression excised the McCahill wealth, leaving him destitute in New York. That city’s Times newspaper carried an ad for an Automotive Editor at Popular Science with a remit firmly stating: simple technical review, no brand names. McCahill’s sarcastic leanings, mentioning those taboo brands got him the sack only to be hired the very same day as a freelance writer with rival magazine, Mechanix Illustrated.
“The industrial gas turbine that’s good enough to fly.”
Unless you have personal involvement within the industry, Henry Wiggin is unlikely to register upon your radar, for his products are hidden, yet well known. But for a brief time some seventy years ago, the automotive world came knocking at his door; the first customer from nearby, Rover of Lode Lane, Solihull. Wiggin’s business was the carburising of steel – extremely hard and durable nickel plating for items that spin at both high speeds and temperatures – conditions typical gas turbines are routinely subjected to.
Based close to the banks of the Birmingham canal on a street bearing his name, Wiggin produced Nimonic 90, an alloy consisting of nickel, chromium and cobalt, coating turbine wheels conducive to smaller applications. For Rover, this meant its JET 1 gas turbine programme could now live.
Consider at that time, Britain was still under wartime rationing, yet pushing engineering boundaries. In the smoky wake of Frank Whittle’s jet engined aircraft, Rover, followed by a select handful of other interested parties believed gas turbines to have a promising automotive future. This palpable excitement sadly failed, but today we can at least Continue reading “Henry Wiggin’s Contribution”
Two contrasting views of motoring journalism from very different worlds.
The BBC has a long-standing history on matters motoring. Some will argue distinguished, others, more disjointed. Long before those hailing from the county of the red rose (Lancashire) took hold of Top Gear, before former Prince (now, Evil Lord) Clarkson and his entourage, before even William Woolard, Chris Goffey*, Noel Edmonds, Angela Rippon amongst others, the information supplied came over the airwaves on what folk knew then as the wireless.
Those enigmatic words once spoken by Carl Borgward when asked about the enthusiastic, engineering-driven young fellow’s aspirations, when older. Whilst this technically minded and for a good while, financially successful man’s eponymous car building history is well documented, we deal today with yet another post-war side line to his empire; that of the car small in name but mighty in stature – the Goliath.
With his Bremen factories – appointed to the German war effort for various armaments – destroyed by Allied bombing, Borgward rose from those ashes with determination. More so after his two year incarceration by the Americans for assisting the enemy – not that he had much choice in the matter. Assessing that the population had little to no interest in anything ostentatious, he realised the opportunity to Continue reading “I Want To Make A Car”
For a company that claims to have brought mass produced direct petrol injection to the engine world, few have heard or remember the short lived German firm of Gutbrod – the English translation being good bread. If Lloyd were a flash in the pan for their eleven years, Gutbrod was the mayfly – forty two months and gone.
Founded in Ludwigsburg 1926 by Wilhelm Gutbrod, their initial wares were motorcycles under the Standard brand name. Light agricultural machinery soon followed as did their first car – the rear engined Standard Superior. Expansion saw them Continue reading “Best Thing Since Sliced Bread”
The Volvo Bertone 780 coupé was dying. When North American dealers were given one to sell, it could sit idling for months as most customers were looking for wagons or heading to rival badges with bigger engines – not choosing an unorthodox coupé, however intriguing. Lead times also proved challenging. A customer could be made waiting twelve months to Continue reading “Dirty Great Volvos – One Last Dash”
Despite his wealth and title, Lord Strathcarron left the RAF in 1947, aged 23 with no qualifications other than that licence allowing him to fly a plane. He swiftly found that Civvy Street rarely needed a fly-boy which meant turning to the dark side of the street – becoming a car salesman. Car Mart Ltd on the Euston Road was his initiation to the car dealing world and a mere stone’s-throw from Warren Street where he could Continue reading “The Strathcarron Movement (Part Two)”
A new conception of executive luxury – 1966 vintage.
The bookshelf has been meticulously rearranged, read and enjoyed of late. However, one among its number is sadly no more. In the recent fine weather, distanced from the world in a sunny back garden, but with a call of nature due to my drink problem (a pint of water every twenty minutes in this heat), I returned to find but one page left and the cover.
The Times Motoring Annual from 1966 was in a decrepit state, the stiff breeze discarding the remainder in various neighbouring gardens I suspect. Saddled with the remains, I felt duty bound to Continue reading “Mint Imperial”
Amateur palaeontologist, Andrew Miles unearths a rare fossil.
79 to 75 million years ago (not that we’re counting), dinosaurs walked the Earth. Known as the Late Cretaceous period, one example to roam the area we now recognise as Canada was the Panoplosaurus or the “fully armoured lizard.” A herbivore growing to some seven metres in length; although vegetarian, that suit provided protection from the king himself, Tyrannosaurus Rex. A survivor of its time – akin to a car shown to the world, itself now a quinquagenarian.
1967, Montreal, Canada. The Universal Exposition is held over a six month period with millions of people witnessing the fruits of man’s labours alongside celebrating world nations days. In the pavilion named “Man The Producer,” the Expo’s stipulations called for the very pinnacle of automotive endeavour at that time. A request was made to Continue reading “(Gandini) Late Cretaceous”
A look back at a different kind of motoring from a different kind of motorist.
David William Anthony Blyth MacPherson was the urbane, charismatic and typically eccentric baron. Known for a commitment to road safety, yet somewhat ironically died in a road accident involving a refuse truck. Not only a peer of the realm, he was also a respected motoring journalist and successful businessman.
During his life, Lord Strathcarron waxed lyrical on motoring matters – mostly those from a bygone age. Equally at home astride a motorcycle as behind the wheel of a ’30s Alfa Romeo or a 1903 De Dion Bouton. A keen traveller, he could often be found in deepest mainland Europe, astride a bike with his wife riding pillion and the butler hastening at the rear with luggage in a three-wheeler, including a parrot in its cage.
Born in 1924, he inherited the lordship aged twelve, and being far more interested in drawing Delahayes and aeroplanes than Latin or mathematics, a lifelong passion firmly pinned to travelling by means of a motor was the result.
Motoring for Pleasure in 1963, sees the Lord of Banchor looking wistfully in the rear view mirror at a point in time when even he thinks the roads are chaotic. The opening chapter of his book is called Our Crowded Roads, where he recommends early starts, breakfast and lunch at one’s destination whilst getting home early. “With sufficient determination and enthusiasm one can Continue reading “The Strathcarron Movement (Part One)”
Seventy years have elapsed since The Motor, magazine both of note and of yore, printed year books (1949-57) to review the recent past whilst crystal balling the future. A 1952 edition happened my way recently, garnering a heady eight pages (from 220) with analysis garnered from the six European shows that year. Remember them?
Compiled by long standing journalists, Lawrence Pomeroy (son of the famed Vauxhall engineer) and Rodney Walkerley; could it be possible they had minions to accrue the information, rather than being sullied by waves of the great unwashed? Attracted more by figures than actual metal, “British cars are rare birds for 1951“, their words provide a very UK-centric view of matters motoring. Equally fascinating as they are frustrating, let us Continue reading “Englishmen Abroad”
Our Sheffield correspondent simply isn’t feeling the Love.
Hit singles – a notorious equation. From that first catalytic germ to the recording studio, everyone and everything balanced; flow without compromise. Who says what works? The adoring/ paying public. Upon that melody entering your ears, it becomes trapped in your psyche; if the song is good, into your heart and soul. The melody no longer the writer’s own, it is for us to worship, hum, love… and eventually abhor.
Human heads (along with tastes) arrive in different shapes and sizes. A hat of one size could never truly fit all. Luckily, the French devised a device equally beautiful in both name and operation: the conformateur. Placing what on first sight appears to be an Edwardian torture implement upon one’s head, the levers Continue reading “Herra Conformateur”
Our North Western England correspondent, with only a torch for company, takes to the lesser populated byways, for your Sunday amusement.
Autocar remains the weekly go-to on matters motoring since its 1895 inception. Born alongside the British car industry, the periodical has witnessed multitudinous change with probably its most profound being the transition to digital. Although the weekly printed copy remains (£3.80 at all good news vendors), one can be updated many times a day via the website. Subjects diverse as Industry News, Car Reviews, Features, Technology News and Opinion, all available without a proper search engine.
A much-derided, now defunct German carmaker comes under the spotlight.
A simple yet honest emblem: name, white and red stripes, triangle. Mathematically sound, an engineers friend, a car company that had two bites of the cherry only to be swallowed up due to that thorny old subject of filthy lucre. Some history: The Bremen based shipping company Norddeutscher Lloyd took the automotive plunge as it were in 1908, building electric powered vehicles under license. Petrol engines soon followed, as did a merger with Hansa in order to Continue reading “The Welsh Sounding Car Company. From Germany”
Odd how certain phrases can cause strong emotions yet in a physical form, leave many cold. The shooting brake is just one such term. It derives from a time (circa 1890) when a British gentlemen required transport not only for himself but his Batman (butler/ driver) along with his fellow shooters, kit, caboodle and most necessary, dogs, in order to Continue reading “When An Estate Car Just Won’t Do”
Today, we talk to freelance car designer and coachbuilder, Niels van Roij.
Very graciously, automotive designer, Niels van Roij allowed me an hour of his time to indulge upon subjects such as tailor-made suits, music and of course, the modern coach-built motor car.
Like so many car enthusiasts, the passion begins at an early age. For this author, Matchbox cars and their exaggerated engine and tyre sounds. For Niels however, the pencil and paper called from around the age of four. His mother has kept some of these youthful outpourings though it’s doubtful his infant designs would have bearing on today’s products for reasons discussed later.
The success of the Bertone and Volvo partnership bred goodwill, long term relationships being established between manufacturer and carrozzeria, which maintained their longevity, thirty-plus years from their labours – enough to tip the scales in favour of a second attempt.
Once the final 262C had trundled off the forecourt early in 1981, the new project coupé was planned under the P202 code number. Lengthy concept briefings took place in both countries over a period of three years, the Torinese producing some typically flamboyant early renders.
Imagine the reaction. Nuccio Bertone himself being informed the initial drawings were “too aggressive.” Paolo Caccamo, Bertone chairman states, “Three designs were drawn. One too similar to the 760, one too sporting, the final of the scissor designs a compromise that both parties were happy with. It may not be innovative but it is elegant.” A further development saw the Italians Continue reading “Light Fogging”
Dirty Great Volvos: Part one – which deals with a mid-seventies international affair.
When Henry Ford II came to town, he got noticed. And when he showed up in Sweden with his entourage of executives to have a look-see at how they made cars in Gothenburg, he, along with his Yankee-Iron cavalcade, caused quite a stir, enough to inspire a new Volvo.
Bias, a weakness akin to pride can lead one down avenues built of pavé. We all have our likes and dislikes which can be difficult to explain rationally, even for humble word-slaves. Such is my bias towards the tin-top racing car, the ones that at least (used to) resemble a vehicle we might actually go out and purchase. In particular the British Touring Car Championship (BTCC) – last year concluding a rather protracted season. One should be thankful we had a season to watch at all – albeit on the television and not trackside.
Choice, the holy grail of sales. Only sometimes too much is just that and those sales either fail to materialise or the product simply confuses potential purchasers. The story of the Vauxhall/ Opel ADAM bears witness to this.
In the early part of the twenty first century, the small urbane hatchback had quite the following, dominated by the Anglo-German MINI and Italy’s Fiat 500. Opel believed an opening in this hegemony could be prized, not only to take sales but also to revolutionise modes of customisation – targeting an increasingly younger (or maybe younger at heart) audience, employing capital letters to draw even more attention.
Mazda jolts into electric life. We take a helicopter view.
Mazda think differently. They once took a rotary engine to Le Mans and won the race. They reinvented the small British sports car, firmly trouncing anything wearing an octagonal badge or hailing from Hethel. They made a sporting car, placing that high pitched, wailing engine into bodywork with funny rear doors – discussed almost as often as the rotary – and sold respectable amounts.
Today, toeing the line is in order; bigger, taller vehicles from the Hiroshima based manufacturer (but styled in Germany) have taken a tangent by listening, studying and evaluating what (some) folk aspire to. One cannot see the competition breaking sweat over this Mazda eXperiment-30 but for those who switch on more, an opportunity to Continue reading “The Red Dot Adds Anxiety”
Time flies: A quarter century has passed since Colin McRae famously clutched the winning trophy for not only the event but the main prize, that of 1995 World Rally Champion. Hoisting the trophy aloft, navigator, Derek Ringer had to inform Colin he’d dropped the trophy lid, the pillock.
Whilst far from the Cheshire finishing line that particular day, McRae’s, co-driver, along with the other protagonists’ results and welfare were prominent in this rally enthusiast’s mind. For the more cynical, this was also the championship where Toyota were subsequently banned; it having come to light that they were using illegal turbo restrictors, but that as they say, is another story.
During the mid-’90s, regardless of the day’s itinerary, my search for rally information would be avid; the BBC’s Teletext service (wot no Internet?), next morning’s newspaper (rarely anything), the eternal wait for the highlights television show the following weekend and that week’s Autosport magazine, which I might Continue reading “A Pillock In Charge”
Individuals buy cars but fleets prop up the market by some distance. Manufacturers providing those fleets, even by small percentages, maintain an active (if not necessarily profitable) factory. Having no insider information other than the latest issue of Fleetworld (a Stag publication) to guide my curiosity, my lunchtime reading thus became electrified.
The cover revealed a new (to me) tagline. “Driven by something different” having ousted the previous “Simply Clever” from Škoda, shows a shiny new Octavia, parked waterside with father and daughter enjoying the view (of the water, not the Lower-medium sector, 26% BIK, one litre TSI from £20,795,) with the tagline(s) Work. Life. Balanced.
Inside, the review proffers four out of five stars, praising space alongside standard equipment with additional points accrued for notching up overall quality, criticising the infotainment as “difficult to use,” and that the hybrid version can only Continue reading “(Electric) Fleet Of Foot”
We mark the passing of a much respected British engineer.
Don Hayter, was born in Oxfordshire on 24th January 1926. His father, a retired policeman, took up a job delivering MG TF Midgets from Abingdon to the docks for export. Meanwhile his son had shown not only aptitude but a flair for technical drawing. Upon leaving Abingdon school, he took an apprenticeship with the Pressed Steel Company at Cowley working on aircraft such as the AVRO Lancaster during the war, progressing to bodywork panels for Jaguar’s XK120 and the ZA Magnette.
Don had taken up an offer from then Feltham-based Aston Martin Lagonda as a draftsman in the early fifties with a return to Oxfordshire when AML upped sticks to Continue reading “Old Red Wine”
As a professor of ignorance based within the university of life, complex issues such as remembering which side the fuel filler flap is on (even with the pointy arrow!) can, dependant upon time of day, prove vexing. How on Earth therefore does one Continue reading “One Small Drive For Mankind”
The town of Preston, Lancashire gave the world Arkwright’s dark, satanic mills; the town at one point becoming an engineering focal point for the entire North West of England. One such intrepid character being Lawrence (Lawrie) Bond (1907-74) who brought the minicar, amongst a host of other engineering feats to fruition. In similar fashion to Colin Chapman, Bond was obsessed with weight and the saving thereof; his original 1949 3-wheeled minicar 2/3 seater tipping the scales at a mere 310lbs (140Kgs).
DTW recalls BL’s last stand: the 1980 Austin Metro.
Friday, 8th October 1980 was the day. The car: most commonly referred to as Metro, others ADO88 (Amalgamated Drawing Office – from when Austin and Morris tied the knot in ‘52) with only those in the know as LC8. Forty years have now passed since the car hailed as Blighty’s answer to the inflow of foreign imports was launched. We deal here with the Metro’s tentative first twelve months (amidst some background) of being.
Any story concerning British Leyland inevitably must invoke the company’s changes of name and ownership, not to mention the impossibility of not mentioning crippling strikes, poor workmanship and the demise of the domestic car industry. Peeling back (most) of the bad apple nevertheless reveals a passion for this new project to succeed.
With experienced hands Spen King and Charlie Griffin at the helm, the Metro plan got off to a better start than most. Perennially cash strapped yet astute at finding talent, Griffin stipulated strict guidelines: larger than the original Mini, smaller than the competition, do not Continue reading “Another One Bites The Dust”
What’s the first thing you think of when considering gearboxes? Have you parked in gear? Does the manual action satisfy your taste? Is that a dog-leg set up? Why won’t the automatic change when I want it to? Where’s my Lego set? That latter, more pertinent point being what led to Renault seeking out a new way of changing gears. Settle in, pop it into D and grab your Lego Technic manual.
Christmas 2010 and we find Renault’s Nicolas Fremau, Powertrains and Hybrid expert, ordering boxes of Denmark’s most prodigious export. Not for his son, either. Fremau hit on the idea that the plastic cogs along with connecting rods could form the potential of a real world use gearbox for use in the coming hybrid/ electrification vehicles. The holiday period allowed him to Continue reading “LocoDiscoBox (16+)”
A slice of contemporary automotive life through the lens of an artist.
Principally known in his later years, alongside better-known contemporary Henri Cartier-Bresson for his photojournalism work, Robert Doisneau captured on camera the working atmosphere of the Renault factory at Boulogne-Billancourt during their pre-war peak in the mid 1930’s. Drawn to the camera aged around sixteen, Doisneau was so shy he preferred to Continue reading “Doisneau’s All Seeing Eye”
Turning the clock back to a millennial from Gothenburg.
Twenty years have slipped by since Volvo entered the shark infested waters of the compact executive saloon market, leaving behind a broadly positive if somewhat small mark in that (now) ever-shallower pool. By the time Ford showed up with a very large cash bag ($6.45 billion) and placed the Swedish brand under their Premier Automotive Group umbrella in 1999, the S60 was all but ready for unveiling.
How swiftly time passes – one moment you’re the talk of the town, the next, tomorrow’s chip paper.
Recently, a more mature Audi A3 in black arrived in our vicinity. Hardly worthy of a fanfare, especially as my initial introduction to this car was as follows; bonnet up, engine internals strewn roadside, stationary. Owner holding aloft the camshaft, almost trophy-like as I drove by. This did not bode well for such a car. If the old girl posses life, ’tis but a glimmer.
For this version of the PQ34 is now a late teenager – and whilst aged is far from long in the tooth, but now appears to follow a darker path. This new to my locale version of the A3 (Type 8L for you nomenclature completists out there) was manufactured sometime in the latter part of 2001, first registered in January of 2002, denoting this model to be post-facelift version.
With the original only being available as a three door, this five door (Sportback) variant has that cleaned up frontal version of Dirk van Braekel’s urban runabout. The headlight treatment still looks fresh, even when most examples have now taken on that milky effect when plastic ages. Can much light emit from lenses so? The car does have a current MOT pass, an effective guarantee for all matters mechanical… and I Continue reading “Pumpe Düse”
Toyota chose the 1970 Tokyo motor show to reveal their own style of pony car to the world. Clearly influenced by significant occurrences with such cars as the Mustang, Firebird and Camaro over in the United States, not to mention a gentlemanly nod to the European Capri, Toyota (with assistance from Yamaha) contributed their own version of mass produced self-indulgent motoring.
Using a Latin derivative, coelica to suggest something celestial or heavenly (in Spanish) and given code name TA22, the Celica’s modus operandi was to Continue reading “Heaven Sent”
Concluding our brief examination of Riley’s ill-fated Pathfinder.
Let us now allow this Oxford flower to flourish a little, let the sunlight dance upon its flanks. One could choose black, maroon, green, blue or grey for exterior hues. Early 1956 models could be had with a factory duo tone effect, the roof having the second colour although a considerable amount of custom effects were available from the beginning. J. James & Co, a London Riley agent supplied Pathfinders finished with a contrasting colour to bonnet, roof and boot lid.
“Riley cars are for the discerning motorist” and their own Magnificent Motoring tag lines were highly applicable, even to the troubled Pathfinder. John Bolster, the Autosport reporter and motor racing correspondent noted in 1955, “I have driven every Riley model produced in the last twenty five years and this RMH is the best to bear the name of Riley.” Continue reading “From A Bench Front Seat (Part Two)”
The 1953 RMH Pathfinder was Riley’s last in-house designed car. Andrew Miles profiles its short and troubled history.
Let the customer do the development work was perhaps never written down, uttered even, but in all too many cases, is what actually occurred. From these unhappy beginnings did the Riley Pathfinder oh-so briefly shine from that hallmark of British engineering, BMC. For just shy of fourteen hundred pounds (and those indecipherable to me, shillings and pence), you got quite the voiture de grande tourisme as designer, auto architect (and outside of DTW devotees) perennial underdog, Gerald Palmer believed his creation to be.
The fact that only 5,152 Riley Pathfinders were built and that worldwide, roughly 250 survive (in wildly different conditions) makes it a rare jewel indeed when (infrequently) seen. Throw in those beguiling hub caps and my knees weaken. Hand on heart, this is my epitome of a Blue Diamond that given an alternative start could, and should have, gone on to be a world beater. The Pathfinder makes me want to Continue reading “From A Bench Front Seat (Part One)”
Balls to the Bronco, Da svisdania Defender. There’s a new friend in town…
“Hey you! Don’t watch that, watch this. For this is the heavy, heavy monster sound.” So goes the introduction to the 1979 Madness song to which the title refers. “The nuttiest sound around” is shouted, followed by the saxophonist’s opening account as the tune then explodes into your eardrums. It’s enough to make your feet get busy.
With research limited to that internet, one cannot say whether the Ska sound from the early eighties had any impact upon the results here or if stronger substances were involved. But those imps at Mitsuoka have produced something astonishing – a likeable, honest SUV. Yes, you read that correctly, but one has to Continue reading “One Step Beyond”
A big car for a big country. Introducing the very first Duesenberg.
“This is pure American history. It’s definitely the most significant vehicle now in the museum’s collection – even if it weren’t restored, it’d still be at the top of that list. It’s not just a car, it’s a family’s history and legacy.” Brendan Anderson.
Using nothing but my imagination, the American car industry of the mid-teens to late 1920s conjures images of cityscapes swarming with Model Ts, Oldsmobiles, Buicks and the like in fast-paced black and white. Or, in glorious technicolour, causing rooster tails of dust on the plains, perhaps outrunning the law or maybe enjoying the thrill of newfound speed. Never once considering the idea of fruit and cars to be connected – other than a vehicle for moving the produce – it has come to light more recently that this fruit/ car intersection goes far deeper than peel.
Gilded lilies, like most things in life are relative. The Golden Angel Wing however, out-guilds most.
Like us poor scribes, the brains behind the processes of car making spend countless hours honing and perfecting, improving and re-checking to ascertain the best that is possible at a given moment in time. Midnight oil is a precious resource which, dependant on the individual, can prove somewhat finite, with unfortunate consequences lingering by.
Concerning cars, now factor in updates, facelifts, upgrades – call them what you will – they must be considered. The 1953 Mercedes-Benz W120 (or Ponton as it was better known) was a plain but honest, safe yet somewhat bland quality conveyance. Built primarily in Stuttgart, these one eighties (as they were badged) made impacts the world over. Continue reading “Destined To Shine”
The English language can be difficult enough to understand for those born to it – what chance the hapless non-native speaker dicing with the contrafibularities of cultural differences? How perfidious, Albion.
Comedy is a difficult mare to ride – relevance at risk to hosts of material becoming lost in translation. Anglophile German comedian, Henning Wehn, by example, once extoled upon the difficulties of learning such English idiosyncratic words as Gubbins (meaning possessions or the antecedent to ‘thing-y’). Contrary to that hackneyed old saw, our German friends are not only adept at comedy, they can also mine that more difficult vein of irony for good measure, as a (fairly) recent trawl through AutoCropley laid abundantly and amusingly bare.
In no particular order, since comedy can be dark just as well as light hearted, we look to our Stuttgart stooges, Mercedes-Benz and their G-Wagen. Well, not directly, since the German tuning firm, Posaidon (their spelling) have deemed it necessary to Continue reading “Some German Car News”
In today’s instalment, Andrew gets up close and personal with his Nimrod.
Waves arrive in many forms; tidal, sound, shock, metaphysical even. Relating to my recent motor purchase, all of these and more were felt, some stronger than others. All made an impact, some longer lasting than others. Ownership (counted in minutes ) can be compared to a stone’s impact in water. The ripple effect: having apart from thirty two years behind a steering wheel, hardly any road testing experience – no car swopping auto journalist am I.
Yet perched on sumptuous leather, the view of that long bonnet out front, the rear in another post code, I felt a swell inside. A comforting sense of justification, an encompassing sense of the surreal – a car detached from reality, in my grasp. Disturbing waves are calmed, replaced by mellifluous currents. And this merely driving away from the Lamborghini hard standing.
Electing to foreswear the entire journey home on motorways by heading off piste provided an opportunity to allow the inner Setright to Continue reading “Sinusoidal”
Humans: funny creatures with emotions, feelings and urges. What was the divining moment, the will to leap from a car I’ve known and enjoyed for nearly five years to one that could be respectfully called a Swedish Bentley? A feeling named ennui – my Octavia was perfectly fine – but that was then. Could it be vanity coming a’ calling, age related issues (knees, back) maybe, appealing to more sybaritic senses, or could it be boiled down to simply wanting a change?
Even with regular washing and polishing, the Škoda sparkle had waned. I’ve compared the feelings I underwent, for no-one forced this issue upon me, to that of a seasoned motor racing driver. Not necessarily a champion, but one in need of a new direction, a fresh challenge with an unfamiliar team, and, most importantly, a new steed. With change, different objectives could be sought out. The daily commute might remain constant but the excitement could be enhanced, surely?