He’ll never sell any ice-creams going at that speed…
School was never a favourite period of life for your author, but one aspect of physics lessons in particular remains lodged in the mind – the fact that water and electricity do not mix well. Therefore, as we career toward an electrical vehicular future, how do we go deal with the worst happening – an electrical fire caused by either malfunction or accident?
Today, Britain has over 23 million vehicles road-bound with around 400,000 propelled by some form of electricity. Exponential growth in the coming years will see these figures shift ever-upwards, so one hopes the manufacturers will Continue reading “The Appliance Of Science”
With Hino’s ventures into the realms of car production hastily truncated, we now rewind to their more staple area of interest: the heavy commercials business.
Rudimentary as most vehicles were during the first two decades of the twentieth century, Hino produced their inaugural solid, reliable workhorse in 1917. The first Hino bus arrived some thirteen years later with another score passing before building Japan’s first trolleybus. Far from a delayed timetable, Hino ploughed on with purpose.
Once inside the comforting cradle of Toyota, Hino became the mirror to Toyota’s cars, their trucks providing plain, honest and reliable machines capable of heavy use and high mileages with minimal service. Over in Europe there were similitudes but tastes naturally showed through; nods toward comfort, adjustability, desirability, the States exacerbating this trend. Hino offered belt and braces trucks, engendering a loyal following.
From their origins as the Tokyo Gas Industry Company in 1910, another thirty two years would pass before the name Hino (Hee-no) Heavy Industry Company Limited began to develop and produce trucks and diesel engines. By the War’s end, their large marine engine production was halted but permission was granted by the ever watchful Allies to Continue reading “The Countess”
Mention the name Max Bygraves to anyone under fifty and you will inevitably elicit blank stares. In the 1970s when UK television was in its heyday, Max was the doyen of Saturday night TV entertainment. Crooning a ballad, he would then relocate to his armchair, emit the title phrase (which had the public impersonating, ad Infinitum) to begin his raconteur session, replete in chunky knit cardigan. Adored for years, by housewives and knitwear aficionados alike, he most likely encouraged an entire generation into the pleasures of yarn.
Looking out my workplace window recently, you can only imagine my surprise to find the automotive version of the London born troubadour – a twenty year old Daihatsu Sirion. Cardigans are somewhat unfashionable garments nowadays but this story contains a few twists, as cable-knit. Get settled in your comfiest chair, grab (carefully) a hot drink and a biscuit and Continue reading “I Want to Tell You a Story”
Venturing onto Suzuki’s Japanese Domestic Market web portal is not only a journey of discovery in itself, its colourful site is quite the joy to behold. And should you find the succinctly melodious Alto not to your liking, there’s a whole host of radical, sophisticated and downright interesting models to whet those with a JDM appetite.
Our Western values place freedom, and power alongside that ole chestnut, sex appeal – not to forget the wonders of that new-fangled electricity in brand advertising. Add in easy terms at every opportunity. That’s our way – the choice is yours to accept them or not. The Japanese, to eyes unaccustomed to such a varied culture, appear to promote fun, safety and economy, alongside more subtle allusions to attracting the attention of whomever one is attracted to. Having had electrical cars since Adam was a lad, Suzuki wish to Continue reading “空と、風と遊ぼう”
For such a wee car, the Suzuki Alto packs a musical punch.
Belgian, Adolfe Sax patented the saxophone back in 1864. A lifelong inventor, any influence upon the nascent motor industry he may have had is doubtful, shuffling off this mortal coil, penniless in 1894. Fast forward to 1909, when Michio Suzuki founded his Loom Manufacturing Works – another 28 years passing before becoming a motor manufacturer. Again, it’s somewhat unlikely that he himself (then aged 92) had any input in the naming or gestation of what became his eponymous company’s smash hit selling vehicle in 1979. But this little car was destined to Continue reading “Play, The Adolfe Way”
When all boils down, Western culture leaves little room for anything other than the normative. If it isn’t masculine, it’s feminine (with slow acceptance of gender neutrality) but when parameters are so rigidly defined we must head to Japan for inspired creativity. The keijidōsha-car dimensions you have to play with are (all maximum) 3.4m long, 1.48m wide and just two metres tall. Go figure out a way to Continue reading “Hello Kitty”
From DLOs to DRGs. Pillars, A through (occasionally) D, manufacturers and commentators spend countless hours unpicking these traits. Directives about placement, rules concerning dimensions, legislative measures, crash tests and, finally, the greasy paws of the customer. However much we admire (or admonish) a car’s looks, our first point of contact with any is that oubliette feature: the door handle.
Through an exhaustive half hour lunch break during the no longer recent summer – cobalt blue skies and the mercury nudging thirty degrees – my gaze became fixed upon the indents and recessed areas our digits seek out in order to Continue reading “For the German Bands”
Situated a thousand kilometres South East from Moscow on the banks of the historically troubled river Volga, lies an enormous industrial plant. Up to 650,000 vehicles wearing a handful of badges are built per year, the area having become known locally as the Motown of the East. But to understand the Autovaz plant, we must first Continue reading “Le Pas d’Acier”
Perennial kicking-post, Austin Rover. Years after their slow-motion demise – still fresh in many motorists minds, an incorrigibly persistent bad taste joke. And the material just keeps on rolling; we all know how the story ends but remain enthralled as there’s often a fresh nail awaiting the coffin’s hammer.
But it’s not all bad. Austin Rover attempted a turnaround, a stoic final stand against the enemy by dropping in the parachute regiment. A cynic might have called this project Operation Market Garden, as in the rather doomed Allied attempt at hastening the end of the Second World War by capturing bridges at Arnhem and Nijmegen. Praise the wag who chose to keep the parachuting theme but with a modern twist – that of the (at the time) clandestine 22nd Special Air Service. Who Cares Wins, the fight to keep the customer happy. Step up to the green light and Continue reading “Send in the Paratroopers”
Hurry! You do still want that classic Lada Niva, don’t you?
The name stems from those areas the car was built to traverse, Niva being Russian for corn (field.) Also described as a “Renault 5 on a Land Rover” body by its designers, the Lada Niva will crisscross fields no more from 2024 so firm up that ushanka and take a trip back to the Soviet Union in the early 1970s.
Tasked by the Kremlin in 1971 with creating a rugged, capable vehicle, one which the many poor farmers cast far and wide along the Russian Steppes could easily use and repair, the loser of this particular design competition was the the AZLK Moskvitch. Yet the first Autovaz prototypes (led by Vladimir Solovyev) known as Krokodil, were deemed “too utilitarian.” A new, more civilised design garnered the internal type number 2121 consisting of a hard top roof and doors to keep the weather out, along with unibody construction, car-like looks, a 1600 cc petrol engine and permanent four wheel drive.
Three years of heavy testing and comparisons against vehicles such as the Land and Range Rover (under Vadim Kotlyarov), in the Ural Mountains, Siberia and the Kazakh desert wastelands brought about the Niva, the first Autovaz to Continue reading “Production Ends 31/12/2023”
When George Lucas survived a serious automobile accident, his ambitions of becoming a professional racing driver ended. Fortunately, his ideas concerning movie making took an altogether less destructive route.
American Graffiti revolves around several characters on the cusp of life changing affirmations – leaving school, home, starting college or jobs – growing up. Gawky, inexperienced teenagers fighting with pent up emotions; some brim with confidence, others Continue reading “The Coming Of Age”
The fine art of badge-engineering – Franco-Japanese style.
Just as Karl had given life to the patentwagen in 1886, the emergent car industry’s Frankenstein-like adoration brought ever newer machines to market. In turn, ideas became distilled, since begging borrowing or stealing ideas was easier than inventing something from scratch. Financial incentives greased wheels leading to similar, if not identical machines wearing different badges; nothing new under the sun.
Concurrently, French composer, Erik Satie experimented to form three pieces for piano, sharing a common structure and theme. Possibly evolved from the French version of the Greek phrase, gymnopaedia, an annual festival where young men would Continue reading “Trois Gymnopédies”
Gardening and plucky optimism; British affairs if ever there were. From hoping the weather will turn to running a cheaper, underdog of a motor, this sceptred isle revels in such hopes, however forlorn.
Starting life as the Proton Wira, which is Malay for Hero by the way, the Mitsubishi Lancer-derived platform gave life to an unpretentious pick-up that caused your author to gasp out loud as not one but three examples were viewed in extremely quick succession recently.
In the UK, Australian and Taiwanese markets, it wore the Jumbuck badge, elsewhere known as the Arena. On sale from 2002-07, the Shah Alam-manufactured pick-up had a market pretty much to itself. As other manufacturers’ furrows lay with larger platforms, diesel engines and distinctly un-British characteristics bordering the violent, Proton appeared quite happy to Continue reading “Gardening Leave”
Turinese ideas have flowed many a year, largely with a great deal of success – on paper at least – diminishing returns, alongside awkward timing often diverting the flow. Having the relative novelty of seeing a perfectly unkempt example in person recently and referencing Mr. Editor Doyle’s take on the Lancia version, we must Continue reading “A Car Rolled Over Not Yet Matters”
We take a brief dive into Volvo’s Italian coachbuilt past.
Turin based coachbuilder, Carrozeria Fissore had confidence aplenty. Founded in 1919 by the four brothers; Antonio, Bernardo, Giovanni, and Costanzo, the reins fell under Bernado’s control in 1936. Originally horse carriage experts then car repairers, by wartime the carrozzeria had moved on to manufacturing – mail cars, vans, even hearses after military service.
No prizes for guessing much of Fissore’s work lay within the Fiat purview. By the 1960s, Fissore may not have been the household name far outside the confines of their homeland but their reputation had grown. To the point that Motauto, the Italian import agent for Volvo believed the carrozzeria possessed the skills to Continue reading “Confidence Might Be Z-Shaped but Knock-backs Wear Iron Marks”
An irregular current blows through the neighbourhood.
Maserati: the very name evokes charisma, although broad Yorkshire tones tend to offer a less divine-sounding Mazz-Uratty. The model names themselves convey equally evocative overtones; even a dusty, dry wind from North Africa manages to cleave enigmatic inflections – Ghibli.
Not the poster boy from the 1960s however – today we pore over the modern, everyday Ghibli – the tipo M157, revealed to the world in Shanghai 2013. Produced in the former Bertone manufacturing plant of Grugliasco, close to Turin, life for the new Ghibli began under FCA’s Centro Stile direction, Marco Tencone seemingly responsible for overseeing those dashingly good looks.
The Pet Shop Boys considered them hell, Chevrolet named a vehicle after them eighty years ago. The award winning band Arcade Fire devoted an entire album towards them in 2010. According to lead singer, Win Butler, the album “is neither a love letter to, nor an indictment of, the suburbs – it’s a letter from the suburbs.” The Canadian band’s genre has proved difficult to pin down; journalists having dubbed them indie or art rock – one amongst them resorting to baroque pop. Today, let’s Continue reading “The Sprawl”
What use has DTW’s South Yorkshire correspondent, Andrew Miles for hairpins?
Once a border between Italy and the Austro-Hungarian empire, nowadays oft-frequented by those choosing to wear multicoloured Lycra® whilst pedalling a two wheeled carbon fibre device. Also, for powered vehicles seeking hairpin heaven, the Passo dello Stelvio has, for practically two centuries, delivered.
Carlo Danegoni’s original pass contains over seventy hairpin bends, but suffers extended closure due to winter snows. In the Great War, fierce battles were pitched here in the Alps at practically 1900 metres above sea level. And of course it has now lent its name to that most bulbous of the Biscione’s range – the Stelvio SUV. It’s a decent moniker; trips off the tongue a little better than the Stilsferjoch for language-averse Brits, though how many Continue reading “Stelvio!”
Why should we let facts get in the way of a good story? History is written by the winners, some say. Henry Ford disregarded such matters, but stories have to begin somewhere, so let us head to America, 1701. The French had cornered parts of the new world, establishing settlements, later growing into towns. Fur trading was big business and its centrepiece was Fort Pontchatrain du-Détroit, the latter being the French word for strait. When the British showed up later, they immediately shortened the name to Detroit.
The town’s founding father was one Antone Laumet de la Mothe Cadillac, who according to history writers was either a soldier who had King Louis’ ear, along with his own heraldic majesty or had fabricated his own importance, to gain higher status. As town governor, he regularly popped over the border to Canada for skirmishes, before an eventual recall back to his homeland, obscurity and never to Continue reading “Fort Pontchatrain, the Ducks and the Dutch Artists”
The idea of designing or styling cars is almost as old as the industry itself. Stemming from coach and carriage works, in the beginning the car was made and effectively styled by those same engineers whose only goal was a mechanically powered carriage. Short framed, high bodied creations, and rudimentary in weather protection, imbuing style was barely considered. Wealthy customers hired craftsmen to create a unique automobile – America had dozens of such custom builders but even with Henry’s Model T, mass production barely stirred the creative soul.
Alfred Pritchard Sloan Jr wrote a letter to the general manager of Buick, H.H. Bassett in 1926 expressing his interest in styling a car in order to sell more. Cadillac general manager, Lawrence Fisher concurred with Sloan’s and Basset’s ideas on appearance. On a trip of Cadillac dealers in California, Fisher was introduced to Don Lee who aside from flogging Cadillacs ran a custom workshop in Hollywood. Contained within were those craftsmen building film stars their dream cars. Fisher was impressed by not only the workmanship, but by the young fellow directing the designers – Harley J Earl.
If George Orwell wasn’t volunteering to fight in the Spanish civil war, he might just have been found causing literary chaos whilst craving a pint of stout in his perfect pub. A turbulent life ended aged just 46, Orwell spent many years inventing (and searching for) the Moon Under Water – his perfect, Londinium watering hole.
In his (final) Saturday essay published in the Evening Standard, 9th February 1946, Orwell set out ten significant bullet points, eight of which he eventually found in one unnamed hostelry. In turn, this led to me thinking can similar attributes be used to Continue reading “The Moon Under Water”
An unsung car design essential under the microscope.
“We’ve simply never found anything better.”
Prosaic words in a modern world where the non-use of a computer or software could be deemed a disability – thank heavens then for a material still requiring skilled human hands to shape and form – clay. Used for eons, clay in the automotive industry requires chemical alterations. Natural clay requires baking to gain its strength and rigidity but which renders the product non-alterable. To allow for modelling complex curves or knife-sharp edges, natural clay contains added oils or waxes and in the early days a volume filler, (sulphur) to maintain its pliable attributes.
Delivered in blocks (or billets), once warmed through, the clay can then be applied to a rudimentary shaped wooden buck or wire armature in clumps, literally thrown on then hand kneaded to express a basic shape. Once air dried, this automotive modelling clay maintains its malleable state and allows the skilled human along with a variety of hands tools to Continue reading “Chavant and Di-NOC”
Philibert Le Roy is credited with turning a backwater shooting lodge into a chateau fit for a king. Then, through a succession of architects along with an army of builders, the Sun King’s dream of the most opulent palace was made real. From small beginnings to a lavish labyrinth, the Palace of Versailles has borne witness to history.
Metaphorically and literally distanced from such overt flourishes lies an altogether different theatre of dreams. A place that too has borne change, seen careers grow to unprecedented heights, scarred many by its inner machinations and created millions of objects idolised the world over. Enter architect, Eero Saarinen (1910-61), creative inspiration for the somewhat bland sounding 1956 GM Technical Center in Warren, Michigan.
Ještêd, at 1,012 metres is only the 347th highest of the Czech Republic’s mountains yet is a coveted location. The reason being since 1973, at the summit resides an award winning single piece circular building, hyperboloid in shape, pointedly aiming another hundred metres toward the heavens. Partly hotel, but mainly transmitting TV signals, this striking edifice which took six years to construct came from the mind of Karel Hubáček, co-founder of SIAL, a Czech architectural studio.
Melding elements of beauty with science fiction, a sense of playfulness with functionality, the tower serves the important function of searching further into the great unknown. And whilst Hubáček, surviving enforced wartime labour, concentrated his work upon buildings for humans, he might perhaps have been influenced by something equally futuristic, but on four wheels.
GM’s Firebird I concept stood for high performance. II being the futuristic family car, whereas III was GM’s own trip to the final frontier – an earthbound automobile with otherworldly ideals. Continue reading “Reaching for the Stars”
Over the years the hair may have lightened, thinned somewhat but his passion remained strong. Edward H. Mertz (1937-2020) took over Buick’s tiller in 1987, steering GM’s original brand for just over a decade. Helping usher in front wheel drive, wanting to make the right impression whilst reserving the typical, reservist, conservative Buick buyer, Mertz immersed himself into the role with a smile as confident as his policies, including better relations between the company and their dealers.
Mertz could be found in his office, alighting a tri-shield, the 19th hole or the affectionately named War Room where ideas and designs were thrashed out for his pre-recorded dealer-eyes-only Curbside Chats. Averaging every five weeks, he hosted sixty six episodes of around thirty minutes length (in total approximately a working week, 35 or so hours) all recorded to VCR tape and posted out to the three thousand stateside dealers. That, in itself is commitment.
Dodging bullets, our resident Mr. Miles offers his thoughts on an underappreciated Pentastar.
I’m Fortunate enough to have a scenic commute to and from work, the route encompassing rolling hills and open moorland before plunging headlong into suburbia and masses of unwashed vehicles. Vicious in winter, the summer weather has allowed occasional non-use of wipers alongside higher external temperatures, accompanied by regular morning sightings of a car whose rarity increases daily.DTW’s Richard Herriott wrote about the Chrysler Crossfire six years ago. Inspired by his words and my daily flash past this black bolide, I wanted to Continue reading “The Gamine”
It never made production, but the Pontiac Banshee was a harbinger nonetheless.
Chevrolet, 1966. Two million passenger cars sold. But for a two front attack, life might have been peachy. Enemy Number One – Henry’s Mustang. Enemy One A being rather closer to home, a GM (un) civil war focussing on the difficulties that family ties can induce.
To the European autophile, American cars often lose their flavour should (or if) they land on soil at least three thousand miles from home. As a 1980s wet behind the ears teenager, all American cars were big, loud, had screeching tyres and could fly (dependent upon TV show) yet possessed an otherworldly draw for this spotty oik.
Beer matters. Not the lagers (or pilsners for that matter) that conquered the world once refrigeration was commercially available but that quintessentially British phenomenon, real ale. Now gaining popularity in other parts of the thirst market, the myriad flavours a British pint of beer can offer remains a highly subjective experience. One’s tastebuds can be tingled by initial fruity overtones leading to complex biscuit hints leaving (perhaps) a sharp but far from unpleasant aftertaste. Its composition comprises of but four vital ingredients: malted barley, hops, water and yeast.
One influential variant of barley is the Marris Otter, found in many a pint; English grown for many years, imparting a sweet and flavoursome basis for the beer. Combining with (normally) Kent grown Golding Hops, which imbue earthy, spicy and honey influences may, with a decent brewer at the stills, create a thirst quenching, tasty, moreish drink. So what on Earth has an English pint got to do with a forgotten American two seater? Leave the driving for another day, open a bag of salted nuts and Continue reading “Maris Otter and Goldings”
Buick’s Regal: sweeping lines, restrained aggression, comfortable but hardly sporting – that being Pontiac’s purview. G-body-on frame, engineering that cut no mustard, but was never meant to. That the second generation Regal became a factory backed NASCAR winner, driven in the early 1980s by luminary Darrel Waltrip triggered a tangential change that, if not for a skunkworks plan, may well have fallen at the first hurdle.
When first shown, the car that was to become known as the Grand National, fell foul to top brass reaction. Ed Mertz and Dick Payne were livid at the thought of potentially sullying the Buick ethos. However, chief engineer Dave Sharpe, Mike Doble (Advanced Concepts), marketing boss Darwin Clark and impetus from then divisional manager, Lloyd Reuss, saw an opportunity to Continue reading “The Doctor Is OUT”
David Dunbar Buick was but two years old when the family emigrated from Arbroath, Scotland for a new life in Detroit, 1856. Upon leaving school he worked for and then later owned a plumbing goods company (The Alexander Manufacturing Company). With an inventive mind, David produced a lawn sprinkler alongside a vitreous enamel coating for cast iron baths. By the 1890’s, the internal combustion engine held more interest than ablutions – the company was sold.
Afforded both time and financial independence, Buick indulged. Incorporating the Buick Auto-Vim & Power Company in 1899, his market was agricultural engines. Very soon the automobile enveloped his life and swiftly draining his finances with just a single car made in 1902 under the new name, Buick Manufacturing Company. Ploughing what little cash he retained into developing an OHV engine, a loan of $5,000 was had from close friend Ben Briscoe in order to make the Buick Motor Company.
From day one to sometime in the late 20th century, the archetypal Buick customer was formed of doctors, architects – the professional classes. Not for me the first 1990 evocation of this particular model, nor indeed the (admittedly beautiful) 1989 Essence concept. The syringe laced with youthful elixir came with in late 1996 in second-generation form, before handing over to the Lucerne (but not before transforming into something less coherent) in 2005. The Buick Park Avenue (BPA) – a sublime sedan.
DTW’s own Richard Herriott sang some general praise here whereas today’s critique ploughs distinctly narrower avenues. Bill Porter, the Park Avenue’s designer offers, “a measure of stateliness is conveyed by Park Avenue’s generous proportions.” Its a soft car in stance, looks and Dynaride set up, almost harmless for a metal object weighing in at 1700Kgs. Continue reading “The Doctor Is IN”
Birdwatching – of a kind. The relevant authorities have been notified.
Pity the poor swallow, flying several thousand miles from a baking African continent to settle on these shores for the summer – and the weather turns, even for our country, wintry. The marble sized hailstones play havoc with the birds’ food supply as little flies in such conditions. But these hardy souls return year on year to grace our skies with their aerial displays and high pitched screams, or perched atop a telegraph wire in comedic looking gatherings.
These are common visitors, observed from bucolic scenes to city landscapes. What of those lesser frequenting species, maybe sent off course or whose inner sat-nav has maybe blown a fuse?
Just as bird watchers (or twitchers) squeal with delight on hearing (emphasis on seeing) that something rare has come to town, we car enthusiasts are not so different. For recently, within yards of each other, your author found not one but two such examples of cars on no account previously heard of or seen. With trusty (and in this case metaphorical) binoculars, flask, bobble hat and recording device, one began to Continue reading “Migratory Species”
Butterflies arrive in many different guises – usually but not exclusively colourful – thumbnail to two large cupped hands in size, yet delicate, even when aggressive. Today, we cast our gaze upon one such farfalla, flying directly to some lucky devil you don’t know proudly carrying a new satin effect trident – the Maserati MC20.
According to lanky, charismatic German designer, Klaus Busse – in post for over five years now – their new supercar took twenty-four months to bring to fruition. A blend of technology and good old-fashioned honing skills brought about the car as a game of two halves.
The upper body being a product of initial fast sketches followed by in-depth projections and clay sculpting. Bereft of ugly wings or basking shark-aping openings is in part thanks to the exceptional attention to detail; over 2000 hours spent with chassis expert Dallara’s wind tunnel, combined with the ground-ward section of the car-attuned aerodynamics. The tub weighs less than 100Kgs: overall MC20 weighs just under 1500Kgs.
Creative design and solid engineering count for little when the regime looks in the opposite direction.
When the (super)powers that be ask you to jump, you tend to ask how high – included in that equation is which way? Late 1950’s Czechoslovakia saw the Ministry of Agriculture ask their most prolific supplier of vehicles, AZNP, to solve the thorny issue of providing a vehicle that would be compact in dimensions, light on its feet, manoeuvrable and be capable of all terrain capabilities. Oh, and whilst you’re solving that conundrum, the army would like to Continue reading “If A Thousand Clarinets”
The Exeo was an attempt at a D-segment offering on the cheap, but was the joke on SEAT?
Perhaps Erich Schmitt’s leylines and shakras had swirled his vision akin to adding milk to a caffeine drink. Internally known as the Bolero, the public knew the car as the Exeo (ex-ay-o) – a Latin derivation of exire meaning to Go Beyond. Herr Schmitt certainly did that.
British localities often have words unknown to their neighbours; breadcake, tea cake and bap(1) can be all the same thing – or not depending where one lives. But taken collectively, it is always the bottom line that receives the most emphasis – how much? With travel restrictions now lifted, thoughts turn to holidays; dreams of the coast, sandy shores, alfresco dining and catching a crest with your board should you Continue reading “What Price the Surf?”
Dr. Stellantis – we need 200ml of adrenaline through the EMP2 platform this minute, otherwise he’ll flatline…
Be still my Yorkshire heartbeat, there remain yearnings for French saloons chez-Miles. For this I blame visits to Le Mans in years past, observing cool-looking battered saloons on the payage or sleek C6s or 607s parked effortless and poorly on village corners. But hark! A contrivance recently reported at AutoCropley – news that Stellantis are to Continue reading “Corde Sensible Pizzicato”
We profile the father of the British motor industry.
Visionary. Pioneering. Complex. Three words amongst many that could be pinned to the suit lapels to those figures in history that brought about great, if not life enhancing change. Subsequently then filed under section Well and truly in the Past, cobweb covered and practically forgotten. One such figure in need of a Renaissance being Frederick Richard Simms (henceforth referred to by his initials). Born in Hamburg on the Glorious 12th 1863, to a Warwickshire, England based business family. Schooled in both Hamburg and later, London, FRS’ first notable business venture was marketing an overhead passenger cableway with a Blackpool associate named Stansfield.
That cableway was shown at the 1889 Bremen Exhibition, catching the eye of one Gottlieb Daimler. This led not only to a personal friendship with Daimler but FRS also becoming a director on the board of Canstatt based DMG. The cable car was swiftly parked.
Even heavy industry must have its more elegant moments.
When Mitsubishi first ordained their flagship they chose a name deemed most apt for their creation. The dictionary offers a definition of confident, dignified and refined: welcome to the stylish, yet formal environs of the Debonair.
Japan in the early 1960’s began riding the crest of an economic wave and Mitsubishi were keen on getting ahead in the larger car stakes. Feasibility studies concerning the contemporary Fiat 1800 ultimately led to them ploughing their own furrow. Should your optics mark this as an early Lincoln Continental facsimile, you might be forgiven. German born, former-GM designer, Hans Bretzner openly admitted to using Elwood Engel’s 1961 design as inspiration, subtly imbuing Japanese characteristics such as squared-off solidity, along with amounts of wheel arch entasis for that refined air.
Many moons have passed since receiving that joyful package by post – my prize – my road atlas. A local newspaper held a competition whereby one had to successfully recognise parts of the UK motorway network as a black line on a map. From memory, the M1, the M5, the M62, the M3 and the one I believe won me the prize being the M55, Preston Northerly to Blackpool and Britain’s first stretch of motorway.
Towards the end of 1986, Reliant had practically stalled GTE and C production. Financial constraints had led to the final thirty chassis languishing in Tamworth until two Nottinghamshire businessmen eyed a line continuing opportunity – just add a couple of million pounds Sterling. Coincidentally, a Japanese (self confessed Anglophile) fellow had his own wish – to create a British built, aluminium chassis sports car with Japanese mechanicals – with means. And within weeks, the Scimitar GTE not only had new owners but a new direction. Upwards.
Ex-Lucas employees Peter Boam and John McCauley had been wooing Reliant to the point that Tamworth would train the BM Industries production staff at their Lilac Grove, Beeston, Nottingham factory when they met with car enthusiast and collector, Kohji Nakauchi, owner of Milton Keynes based Middlebridge group of companies.
Thrilled at the idea of snapping up a readymade, British built sports car, Nakauchi barely hesitated, stumping up the £400,000 for manufacturing and tooling rights with an extra two million invested in infrastructure. Reliant bent over backwards to Continue reading “King In A Catholic Style”
Tragedy is sometimes a double-edged sword. Clearly, it comes with a keen sense of loss, but when it strikes, the human capacity to rise above the situation can be impressive. Firstly, as a means of honouring the departed. Second, not only to survive oneself, but to prosper.
David Ogle was head of the eponymous British design consultancy when he received an exciting commission in 1962. Boris Forter, a director at Helena Rubinstein cosmetics wished to Continue reading “Ogling The Blade”
Attraction is a difficult feeling to describe or give substance to, one man’s glass of Chateau Neuf de Pape is another’s Suzuki X-90. And while I’ve never been allowed into DTW Towers (for reasons that cannot legally be divulged), there is widely believed to exist amid its expansive halls an unbridled acceptance of most things wearing a particular shield badge.
It was through a search for Lancia that these eyes did land upon Driven To Write, a smattering of time ago. Realising the sheer depth upon all matters motoring but leaning heavily towards the FCA (now enigmatic Stellantis) subsumed manufacturer, I dived in – eyes wide – head first. No arm bands, either.
If as it seems, Toyota wears the production crown, at least it’s modest and fits snugly. Naturally, there’s the occasional slip, leaving the odd jaunty angle but on the whole their kingdom is based upon more prosaic, unpretentious values, listening to their customer’s needs.
Much of the decadent West (and Japan) demands vehicles adorned with creature comforts and stratified social markers that depending on nameplate can cause snob levels to rise or fall accordingly. Add in design, a language those interested can weave akin to a boxer’s feet. Today’s subject however contains almost none of these qualities. If the Transit van and its ilk are the trade’s workhorse, then Toyota’s Probox is its beast of burden.
Imaginatively named using the combination of the words, Professional and er, box, this most versatile of vehicles has been a Aichi mainstay for practically twenty years. Simple reliable transport, unadorned by trinkets or jewels – besides it’s not technically a car – one can Continue reading “Mule Variations”
John Riccardo, Chrysler chairman Diary entry October 29 1975: Hold press conference regarding corporation’s loss of £116M in the first nine months. Inform UK government Chrysler can be a gift or closed down – their choice. Rescue package of £55M from HMG plus £12M from US parent snatched up. Use wisely!
Well, you’ve made it. King of the hill, head honcho. Now to get the country sorted, getting to grips with the nitty gritty. But, you’ve made more enemies than friends getting here. Some of those policies have disgruntled the populace. Changing the whole economy didn’t help, nor banning Sunday morning lie-ins. And as for pulling out of the Tufty Club.
Should there exist the phenomenon of an average main battle tank, one is certainly looking at enormous metallic hulks weighing in excess of sixty tons costing millions of anyone’s currency to build. Naturally a secretive beast, tanks remain wieldy objects until disabled by either enemy action or breakdown when an infrastructure is necessary to facilitate their movements. However, if one is not financially replete or that infrastructure non-existent why not Continue reading “Yeoman of the Guard”
A fly on the dashboard documentary series from the early ’90s captivates your Northern England correspondent this week.
My excuse for neither seeing nor remembering this program when first shown is due to the fact I was probably out driving most nights after work. Needlessly, I might add, but so full of enigmatic memories; cutting ones driving teeth, investing the simplest form of driving enjoyment, simply because you can. Continue reading “From A to B”