Good old Automotive News reported some juicy gossip regarding Fiat Chrysler Automotive.
The gist of it is that FCA’s CEO Sergio Marchionne thinks making smaller cars in Italy is a waste of time and money. He is concerned that smaller cars are going to be commoditised and that the real margins lie in making larger cars. Resulting from this set of assumptions, stalwarts of the Fiat range will be axed and anything small and plausibly profitable shifted to outside Europe. The Punto – once a European top-ten car – and the MiTo (never a European top ten car) will be discontinued.
This isn’t a discussion about BMW motorbikes. It’s more about wear and tear which are together a bad thing, generally.
I noticed this old BMW motorbike and the working decay had an appealing character to it. My own bicycle is heading for the same style of worn tattiness which is something I cultivate as I don’t want the thing stolen.
Matt Prior at Autocropley has wondered if cars are becoming less practical. I have another question…
Mr Prior is chiefly concerned about the practical impact of size. He thinks many cars are too wide for European conditions. Before I read the article I thought maybe he would write about the fact some large cars have surprisingly small loadbays, have hatches compromised by goofy lamp shapes or have cant rails that are angled so shallowly that you bang your head getting in to the car. He didn’t actually Continue reading “7JP-546-E (ii)”
Sometimes my academic work overlaps with the kind of thing we do here at Driventowrite. At the moment, I am immersed (again) in Gestalt Theory.
This is not the first time I have handled this topic. In January 2015 (happy days!) I used Gestalt theory to discuss why the 1993 Citroen Xantia’s graphics failed to be seen as the designer intended. This time the cases are not examples of failure but show how Gestalt theory can explain what is happening in the world of headlamp fashion trends style stuff.
Before proceeding, I should note that the 3-door Ibiza went the way of the ear trumpet in 2017 with the introduction of the fifth generation model. That is such a subliminal model-change that I had to cross-check photos.
Hanging about on my camera/s are photos which never seem to make it into an article of any kind. Today, I will try to get some of them out into the public domain and free up some space on my memory cards.
The images constitutes a preliminary non-verbal note to myself. After a while I lose a strong sense of what motivated the images, many of which are not especially striking or nicely composed (as you can see here). On a photo -by-photo basis I have to ask myself what on earth made me Continue reading “Honey and Bleach”
Today we take up once again the baton carried by earlier instalments of this mind-provoking series (Part 1, Part 2, Part 3 and Part 4).
In the last instalment, we reached number six. The pace will slow down as we near the summit. Today we consider only number 5, an example of the “Italian art of living”.
No list of great European cars would be complete without a Lancia, one of Europe’s most storied and, some would say, venerable marques. Lancia embodies low-key classiness, comfort and style with many landmark cars to its credit. Its great cars include the elegant Flaminia, the ground-breaking Aurelia, the innovative Beta, the nimble Fulvia, the rally champion Delta, the aristocratic Flavia, the agile and distinctive Trevi and the practical and refined Lybra.
In another time and another place the founding authors of Driven to write discussed forgotten cars (if we can remember them). To first forget a car you have to have known about it in the first place. So, that’s why this car wasn’t mentioned first-time around.
The 2002-2007 Honda Accord estate might be a car I knew about for a few minutes in 2002. After being informed of its existence, I must have promptly forgotten all about it. I can’t really be said to have known about it in the way I know about/forgot about the Honda Legend, the Mazda Demio or Porche Cayenne. The estate version must have been a slow seller as I have not seen enough of them to register its existence (or re-register its existence) until a week or so back.
It ought to have been a PfS (as it is now referred to by fans, cognoscenti and insiders) but something happened while I was taking photographs of the cars. That means we will be instead applying aesthetic theory to a car to see what happens.
If you had asked me my opinion of this car, a white Fiesta, in 2003, I would not have been able to say much other than to suggest it was nothing special or wasn’t bad.
Fifteen years later I seem to be in a better position to discuss its merits. Merit number one relates to the fact the car is demanding my attention in ways other cars don’t. When I look at it in a variety of ways (in detail and overall gaze) I am noticing that I am registering a lot of impressions (thoughts) and eye-feelings.
“Eye feeling” is a coinage of my own and refers to a sense that is located in the visual system where light lands on the eye. I can’t put words on the precise feeling – it not that I see a car. It is that this and that bit of the car stimulate sensations of things that are not precisely the same as the geometry parked out there on the street.
It is up against almost everyone selling a car for more than 50,000 euros. Almost any car firm can produce a very impressive interior if they put their mind to it**. Take a look at the two images in the slide show and have a guess which one is the most recent. Then we’ll take a little look at what you can sit in for less than the kind of money Maybach/Mercedes might ask for.
We have something of a real rarity here: made in small in numbers in the first place and not merely rare because rust and lack of interest killed them by the thousand. It has to be a Bristol.
Again, like so many of the photos I took in Dublin in Easter 2018, the grey light sabotaged my chances of getting a striking image as one might find here. (And many thanks to our Leinster correspondent for the use of the photographic equipment). However, as with a sighting of Loch Ness Monsters, one does not put down one’s camera and wait until the sun beams at precisely the right angle before snapping. If you want to Continue reading “A Photoseries for Sunday: 2000 Bristol Blenheim”
Automotive News reported a bit of an improvement at AvtoVAZ’s sales. The firm makes Lada cars. How about we find out what they sell right now, this minute. You won’t read this at Car&Track.
“AvtoVAZ said it made a net profit of 609 million rubles ($9.70 million) in the first three months, reversing losses of 2.81 billion rubles for the same period last year,” reported ANE. Which is not all that interesting. More absorbing is the question of what you find if you Continue reading “Sunset and Evening Star And One Clear Call For Me!”
We ought to rename this site Le DTW. After yesterday’s Peugeot review we now have a whole slew of early 90s French cars under the spotlight.
In 1991 L’Automobile ran an article assessing the comparative strengths of the main three French brands, Renault, Citroën and Peugeot. It was a huge group test: 24 cars. The magazine passed judgement on the main classes and in this article I will pass judgement on the 1991 verdict. Were L’Automobile’s assessments in line with mine? Or indeed yours? Continue reading “Anticipation Creeps Headstrong Towards Us”
After a bit of a hiatus, Driventowrite’s ashtray series is back. Today, how the decline in the popularity of cigar smoking made in-car satellite navigation possible.
For this article, I had the pleasure taking a closer look at our Dublin correspondent, Mick’s BMW 728i. At the same time I had a chance for a small and very tame test drive, another one of those revelations that comes unexpectedly now and, to some extent, again.
Nought to sixty in under 5 seconds, courtesy of a V10. No door handles. What do people do with cars like this in Denmark, I have to ask?
I really don’t know. What I do know is that cars such as this are where there is overlap between the mainstream mass manufacturers and the fringe enterprises (covered since July 2016 with forensic thoroughness in the celebrated Far From The Mainstream series). The difference is that large-scale manufacturers can call on the expertise of seasoned car designers and costly, advanced specialist manufacturing processes.
The Wiesmann story ended in 2014 with liquidation. It began in 1988 with the launch of the MF30, a rear-wheel drive retro-inspired roadster powered by a 3.0 six-cylinder BMW engine. What occurred in between?
Weisman produced four iterations of their signature theme, variants of the 1950s roadster idea. Idiosyncacy is the name of the game at Dülmen. The bodies stayed much the same while names and engines changed as time went by. The second car, the 1993 MF-3 (confusingly, a smaller number than the predecessor) had a different BMW engine, a BMW M54 with 3.2 litres capacity.
The first series was the MF, coming in two versions with some lesser variants known as the MF 28 and MF 35, each having a different BMW engine and minor trim variations. In 2003 Wiesmann felt it was a good idea to Continue reading “Far From The Mainstream: Wiesmann”
We see change. I’ve been waiting for a better Focus since the last one appeared in 2011. That car never met my expectations even if it proved pleasant. How have Ford changed the Focus for 2018? Have they made all change change for the best?
To answer that it’s very much a case of needing a side-by-side comparison since the Mk3 lacks the kind of character that’d make it memorable. Let’s start at the front and walk around. The new version shown above is the ST Line, meaning the front clip is probably not going to Continue reading “By the Sahel’s Croceate Sands”
Driven to write has something of a jones for these tiny cars. Hell would be being asked to choose between this and a Bristol 411.
Well, I say Driven to write likes the Honda Beat as if we are a gestalt consciousness devoid of personal preferences. But DTW isn’t really, it’s a concatenation of different automotive tastes that miraculously seems not to be in conflict (except about chrome and brightwork and maybe fake wood in a car interior). We don’t talk about that much.
Today’s car lives in Dublin, Ireland (hence the grey lighting of late March ’18). I’ve seen this example before and indeed, the only other Cappucino I’ve set my eyes on also crossed my trail in Dublin (a black one). Ireland’s roads and traffic conditions being what they are (bad), the Capuccino is a surpassingly intelligent choice alongside a Rover, Cadillac or Jaguar. The roads and country lanes can be narrow. High speed matters a lot less than the sensation of high speed. Being so low to the ground and so Spartan, the Cappucino must Continue reading “A Few Photos For Sunday: Suzuki Cappucino”
This is the third instalment of this series which definitively ranks the very best European cars of all time.
To make cut the cars have been rigorously assessed for engineering merit, technical competence and design quality. Each parameter was subvivided into its essential elements and assigned a number of points. The total number of points possible is 100. The minumum grade was 79. Today we assay an Alvis, evaluate an Audi, weigh up a Wolseley, over-view an Opel and muse about an MG.
An Easter treat. Just as we were discussing great European cars, one of them parked in my neighbourhood. It’s an Opel Kadett D: a two-door fastback.
The photo quality leaves lots to be desired. This is where I would need the skills and photographic equipment of Helmut Newton to do justice to the atmospherics. Instead I have a bad camera and limited skills in photo editing. It has been a long time since I saw one of these. As ever, that means a chance to Continue reading “A Photoseries For Sunday: 1979 Opel Kadett”
Some time back, DTW surveyed the world of cars to produce a definitive top 50 of all time. In this series, we narrow the field to European vehicles and present a run-down of the best Eurocars ever. The ratings are based on a weighted combination of engineering, styling, boot capacity and overall significance.
We will start off by a reminder of why a Seat, a Borgward and a Fiat are remembered as they are.
Dark blue really flattens a car’s form. In all but the best light the shapes are concealed. Let us try and look past that colour.
Rather annoyingly I saw the same model in more photogenic metallic light grey yesterday while on the move. I couldn’t get a snap. We will have to make do with this image.
For a car sold in so many countries and in such large volumes, the limited engine choice is a puzzle. You could only get these with a 2.2 litre four or a V6 of 3.0 litres capacity. I’d expect another two engines for this, or even three: a 2.0, a 2.5 and a diesel of some sort. Continue reading “Despair And Joy Dance Their Pavane”
Over the Easter period there will be a series of articles on the best European cars. I have my own ideas of what these might be.
However, I would like to ask the DTW readership if they have some suggestions. You can propose attributes of a great European car or you can suggest actual candidates for the list. I would probably prefer discussion on the attributes though: is it engineering, style, quality, handling or performance? It is about aristocratic manners or it is about democratic good taste? Is it about the ability to Continue reading “Great European Cars: Help Driven To Write Decide”
This is a small gloss on a news item from ANE about the future of Opel’s Ruesselsheim engineering facility.
Does it have much of a future? ANE reported this recently: “One decision that Tavares has put off for now is what to do with thousands of engineers at Opel’s technical center in Ruesselsheim, Germany. They will be part of a “center for engineering excellence” for self-driving cars and electrification, he said, as well as for a planned re-entry to the North American market.” I have mused about this before.
When this series began first I used stock photos. Since then, I have switched to ones I have taken myself (or have been sent by our local correspondents). Today, I revert to stock images but with good reason.
The author characterised the Fiat as the “underknown sportsman”; the Alfa is portrayed as the “playboy from Milan” and not surprisingly the Lancia they called the “noble professor”. It was also called a “cult car for connoisseurs”. What more did they write?
After a bit of a hiatus, DTW’s non-executive classics sub-editor at-large, Myles Gorfe, reports on a busy month for his car, a 1975 Ford Granada 2.0 L. Costs: £310.00 for towing. £190.34 for sundries. Miles travelled: 0
Myles Gorfe writes – It’s been a busy month for the Grannie. After a bit of a hiatus, work on getting the car back on the road began to continue, albeit in a stop-go kind of way. To recap, the engine stalled during the last test. This has to be handled by my new mechanic, Ken Cutler of Ken Cutler & Co. Carriages.
I suppose I should back-track a bit and explain that my last mechanic, Frankie J, took early retirement in December – he had the car after it stalled and was booked to work on it. The Granny was among six (or seven) projects that needed to be finalized before Continue reading “Our Cars: 1975 Ford Granada 2.0 L”
Recently we posted an article about a concept car from GFG Design and we didn’t much like it. So, asked reader Adrian Tebby, what do we like? And why?
Even if this article might end up being a bit of a restatement, we might get to extract some general attributes of a worthwhile design. I have taken a little while to think about recent cars so if they are here again they can be judged in a broader context and over a longer time. In a sense this article is a “best of” the concept designs we’ve been writing about for the last few years.
We do seem to be having a bit of a BMW binge here, what with last week’s photo having been the illustrious success/catastrophic failure known as the 1977 BMW 7-series. Who can remember the internal code number?
Sales success is relative. Some unimpressive sales figures go unremembered and stay that way. BMW sold fewer 728s per year than Citroen did the XM or Peugeot the 604, both viewed as laugh-until-you-faint failures.
Do I sound bitter? I suppose so. Injustice always rankles. The E23 (write it down, learn it, use it: “e-twenty three”) can be defended by its defenders though. The car represented a new market for BMW so anything was better than nothing. The next model sold a bit better (and not worse). The XM’s sales fitted into a downpointing jagged line, a nose-dive to extinction. Towards the end the production line at Rennes was a carpark. The 605’s sales held steady at or near irrelevance, so they judge it. Continue reading “Photos For Sunday: 1977-1986 BMW 728”
From 1972 to 1984 the VW sold the Passat with the option of a 5-door as well as 2-door and five doors. Today it’s only sold as a saloon and estate. The Citroen XM came as a five-door hatchback and as a fabulously useful estate. Its predecessors and successors could only be had as saloons or estates.
This could also have been Something Rotten In Denmark. However, it isn’t listed on-line so it’ll have to be a Photo For Sunday.
I had not taken two photos before the owner leaped out of his workshop nearby to tell me that this beauty had only covered 89,000 km. The green tinted body-work and phenomenal condensation inside the car strongly spoke against the vehicle in practice. In principle, it’s a Mk 1 Ford Probe which detail further argues against it. One other nice aspect of buying this car is that if you absolutely had to Continue reading “A Photo For Sunday: 1990 Ford Probe”
We have a bit of crystal ball gazing from the chief designer of Toyota, reported in Automotive News. The mainstream car will go extinct. Not that surprising, really. But why do we have a Ford Taunus as the main image?
Starting with the idea that a large proportion of the cars made in the future will be externally controlled (“self-driving”), people’s relationship to cars will change. Simon Humphries’ vision is that most cars will be anonymous containers on wheels and a small remainder will be highly specialised luxury or performance items. He imagines “pure race cars” can be created.
Today’s car can claim to be special by dint of its rarity. GM never sold the G6 in Europe and so this vehicle must be one of a very small handful of examples on this side of Atlantic. In Denmark it has no peers**.
Three hypotheses: it came from the US as a by-product of work secondment from the US to Denmark (“We have to bring the Pontiac, Carol”). Two, it is a very specific and personal import for someone who just happened to really like the G6 (“There is nothing like this car, I must have it”). Three: it came to Denmark via a US soldier stationed in Germany (“We have to bring the Pontiac, Nick.”). A quick call might answer that and maybe I’ll find out.
Slightly unusual this: it’s not on my street. I had to go almost two kilometres to see this one. It’s enormous and really useful. That makes it a Landcruiser, another one.
The title for this regular item could almost be “the odd cars on my street” but this is not on my street. For some reason there haven’t been so very many oddities outside my front door in recent weeks. One exception appeared the day my mobile telephone lay recharging on the kitchen worktop (Wednesday): a Renault Koleos.
Not the new one, the first one, the one nobody bought. That sighting brought to two the tally of said cars observed by yours truly since Renault launched it upon an unsuspecting world in 2007. I suppose it’s ironic that I am addressing the subject of the unphotographed Koleos in an article ostensibly about the VDJ76R GXL** shown here. They are almost polar opposites, aren’t they?
DTW takes a longer look back than usual, to the 1948 Antem Delahaye 148. It’s a sample from a rather forgotten niche, the small-scale coachbuilders who survived between 1945 and the onset of monococque construction.
The name indicates the car is a coach-built special, based on a chassis by Delahaye. Émile Delahaye founded his eponymous firm in 1894, in Tours, France. It survived until 1955. The model history is rather complex and I simply don’t have the patience to reliably boil it down for you**.
The 148 was a derivative of the 135, introduced before the war. The postwar 135 had styling by none other than Philipe Charbonneaux. A 3.6 litre in-line six powered the car, sending its efforts to the rear wheels. The car had three states of tune with one, two or three carburettors. The 148 had a 3.1m wheelbase, this wheelbase being intended for less sporty variants.
“The Porsche is a two seat coupe which does have room in the back for extra token passengers, thanks to an ingenious pair of folding seats, but on anything but the shortest of journeys they would suffer. The front seats are, however, very comfortable, with high seat backs which offer plenty of support. They are beautifully finished and upholstered, and sensibly shaped and positioned, with good visibility all round: you can see both the front wings very clearly, so that pointing the car securely through corners and gaps becomes simplicity itself.
There are all kinds of pleasing little details, which show how much thought has gone into the original design and the improvements which have been added over the model’s lifetime. For instance, there is a knob under the dashboard which unfastens the petrol filler cap, but before the garage man can Continue reading “Catching Up, Part 2”
A few weeks ago I bought a copy of Octane. The edition lay around the house and I dipped into it at various moments. What did I discover?
Tuesday, in the railstation I saw Octane and bought it along with the Interntional New York Times. I felt I needed to read more text on paper. The cover story first attracted my attention, a very Octane style of article where they discuss several generations of the same car. The first copy of Octane I bought, about eight years ago, dealt with the Maserati QP. This edition put the Bentley Continental under the spotlight. The cover showed a 1952 R-Type Fastback, the 2004 Continental and its successor.
“An Experienced driver could be caught out by the Porsche 911 – it’s one of the nearest things to a racing car, says Stirling Moss.” That’s the intro to an article from Harper’s & Queen, a 1975 copy of which I found in a local “retro” styled bistro in my locale. Here is the rest of the text.
“The motor car has come in for quite a lot of criticism of late, and the most recent charge to be levelled against it that it squanders precious energy at a time when we can least afford it. Maybe this is the reason for a profound change in many people’s whole attitude to motoring. Continue reading “Catching Up”
To make up for the dreary news discussed in our earlier post, we can report this item.
Opel will export cars to Tunisia and Morocco. It seems to me that it would be a good idea if Opel could have a stab at the markets that GM denied it: Canada, the US and Australia. It might interest you to know that Opel already have a presence in South Africa. It would seem to me that selling cars in N Africa is a positive step but not a very positive step.
Occasionally I trawl randomly among the newsroom pages of various car manufacturers. What did I find this time?
The first marginally interesting snippet involves MG Cars. Despite it all, they are selling more and more cars albeit not many more cars.
“More than 4,440 new cars were registered by the iconic MG Motor UK brand in 2017, an increase of around 6% year-on-year, according to the latest data from the Society of Motor Manufacturers and Traders (SMMT) released today (4th January 2018). In December alone, MG Motor UK achieved 100 additional unit sales over 2016 figures, thanks largely to the roll-out of the new MG ZS Compact-SUV. ”
Have you noticed the overuse of the word “professional”?
It’s applied to high-spec products where there is little obvious reason why a “professional” might want or need anything different than everyone else. Apple sell a tablet labelled “Pro”. We have one at home. It works like my ‘phone except it can’t make calls. Chevrolet or GMC trucks may presently Continue reading “A Detail For Sunday: 2017 Ford Ranger”