After sighting a few dark and tatty examples I saw this conveniently clean and pale W-201 yesterday. Where’s quality hiding?
I asked this of a BMW 3-series (E-30) recently. Both came out the same year, 1982 (as did the Ford Sierra). So, presumably the cars gestated at the same time and without a large likelihood of designers and clay modellers migrating between studios. First let’s take a close look to find Ms. Quality… Continue reading “Can’t, And Will Anyway”
Philippe Charbonneaux is known for this work on the Renault 8, the Renault 21 and the Renault 16. In 1984 he teamed up with Franco Sbarro to produce a proposal for a Renault 25-based limousine.
Charbonneaux showed the car at the 1984 Paris automobile salon. Sbarro fabricated the showcar while Charbo (hereafter) conceived the theme – an antimodern limousine. If the actual Renault 25 is a study in French design rationalism, the limousine version seems to be a study in undoing most of that concept.
Which colours will be catching our eyes soon? This one is about coatings, a topic we have touched upon at DTW a few times before. Here and here and here (but not here. )
BASF have revealed their predictions for the colours of 2018 – something of a self-fulfilling prophecy or else whistling down the wind. By that I mean that the “prediction” could shape preferences, in which case it’s not a prediction but an influence on the market. Alternatively, people will choose their colours regardless and BASF´s prediction will be disproved.
Overall, the Ignis is a neat little car with a robust appearance that belies its size. I am a little unsure if I am as enamoured of its reference to earlier Suzukis as I was originally; the previous Ignis was delightfully, eccentrically its own. See below. Continue reading “Not Now, Mr Loos”
So goes the old saying anyway. In the year 2000 when we were supposed to be floating on hover-drones and wearing alufoil skinsuits, Porsche still had the engine in the back even if air cooling was out.
And BMW offered the 1950s-inspired Z8 while Aston pursued girth and heft with the Aston Martin Vantage Volante, a V12 topless GT. Where did the future actually go to?
It is hard to be sure of if the three convertibles are comparable even if period reviews seemed to think so.
1988. Let’s read that back: nineteen eighty eight. Which is half a year short of three decades.
There really is something about the form language of industrial design that is verging on the timeless. Credit for this car goes to one J Mays who penned the Audi 80 in 1983. This one is known as the B3 (35i). While there are a few oddities on the car, they are far below the detection limit of normal humans.
From 1995 t0 2002 this was the Ford Fiesta, an evergreen staple of the supermini sector.
The same dashboard ended up in the Ford Puma too as well as the Mazda 121. It’s the ashtray we are interested in here, a pull-out drawer, designed to accommodate the presence or absence of the centre cubby which was not fitted in some markets. The cigar lighter is positioned in the drawer. The position is not quite optimum as the gear lever gets in the way when in 1st, 3rd and 5th gear. Continue reading “Micropost: 1995 Ford Fiesta Ashtray”
How come the 1982 Mercedes-Benz 190E was W-201 and the 1984 200E cars were coded W-124?
We see in this quite small car the effect of the well-evolved centre console. The ashtray is situated in an undercut of the fascia and it’s a decent sized ashtray too. The ashtray is a chromed metal item, with a cigarette lighter built into the drawer. Under that is a cubby for bit and bobs. Continue reading “Micropost: W-201 Mercedes 190E Driver’s Ashtray”
This is something of a marvel, a relic from the Ulm Design School ethos at Untertuerkheim.
This article is one of three items today which pay special regard to ashtrays.
For the 1991 W-140 rear ashtray the designers located the tray and adjusted it to the surrounding forms and materials. That meant it got a matching carpeted panel when, purely functionally, a one-piece cover in plastic might have sufficed. The Ulm attitude involved taking great care to Continue reading “Micropost: Mercedes-Benz W-140 Rear Ashtray”
Not all of the products wearing the Porsche label have received good press. Burns hot, too expensive, can’t breathe. Which Porsche merited these criticisms?
Well, as a clue, this Porsche is not made in Stuttgart but Holland. Even new it cost in the region of a few hundred euros and it weighed under a 75 grams. The Porsche in question was a pipe, designed by the Porsche Design studio rather than the automotive design studio.
Not unlike Pininifarina and Zagato, Porsche has separate divisions for industrial design and licencing. Rather unusually, I think, for a design consultancy, they tend to stamp all their projects with a distinct look and, indeed, with an actual label saying “Porsche Design”. At Copenhagen Airport one can Continue reading “Theme: Porsche – If Only Tomorrow Could Pass Us By”
Porsche makes a good business out of selling endless variants of the 911. This one seems to have been a bit forgotten. Why?
The 911 GT2 did what buyers expected of Porsche: supply lots of power with a forceful gob of acceleration and a butch price to match. For this version, the 2001 GT2, Porsche’s engineers eschewed all-wheel drive, sending 461 bhp to the rear wheels only. The top speed got close enough to 200 mph too. Was it a bit too much though? Why did … they?
Car designer Tom Tjaarda has died. He was 82. DTW takes a look back at his career.
Two things stand out about Tom Tjaarda. One was the prolific and varied body of work: the 1976 Ford Fiesta, the de Tomaso Deauville, the 1964 Ferrari 330 GT2+2 and Fiat 2300 coupe. The other thing is that he wasn’t as well known as Giugiario, Gandini or even quite a few younger designers with only a few cars from the same brand to their name.
As well as having talent, Tjaarda arrived in the world of car design at a time when there was considerably more room to flourish, not unlike Danish architect Arne Jacobsen – both had space into which their abilities could be projected. Tjaarda designed a wide range of cars and Jacobsen could do everything from door handles to buildings. Continue reading “Tom Tjaarda”
The most interesting part of this car is on the inside
But my phone ran out of power. Drat.
I paid close attention to the dashboard and trim and didn’t find very much to criticise. Specifically, I looked at the dashboard which is a terrific slab of shiny wood and convincing plastic with an immense dual ashtray (hanging open – unphotographed). The two things which let it down were the coarse steering column cover which had rather crude detailing and the ashtray liners which were zinc-coated stamped items that were far smaller than you’d expect given the 15 cm width of the drawer they sat in. Continue reading “Long”
This little number is up for sale in Jutland. It’s too good to fall under the rubric of Something Rotten In Denmark.
The photo is a screenshot (a deliberate choice). Bilbasen should adjust their web-page so as to show the complete photo; evidently the entire photo is uploaded but it is cropped to fit the box. A thumbnail in the screen shot shows the entire car. What about the design story? Continue reading “Nice Old Datsun With Italian Flavour”
Rolls-Royce revealed a custom-made car, the Sweptail, at Villa d’Este. What does DTW think?
The Sweptail draws inspiration from a 1925 car called the Phantom Round Door and takes a little from the Phantom II and has some Park Ward features (say, the 20/25 Limousine Coupé). I see a little 1971 Buick Riviera in the shape of the glasshouse but perhaps that car was also drawing on Rolls-Royce influences. Continue reading “Pomegranate Luncheon and the Landgrave”
Reader Shant F. kindly sent this photo which summed up some of the week’s subjects.
This week we discussed the Fiat Punto, quondam class-leader among superminis. The Lancia Kappa came up for more scrutiny (I have to test drive one). Driven to Write also applied its bifocals to rear bumpers – these cars have those. Continue reading “A Photo for Sunday: Jam and Marmalade”
Even the top-of-the-range AR Giulia has no rear centre armrest.
This is the Quadrifoglio version with a 6-cylinder engine and Brembos all around. An absent rear centre arm-rest is a characteristic of cars from two classss down costing a quarter of the Alfa’s asking price.
I will try to focus this one on the aftermarket wheels and not the car they happen to adorn.
It’s a 1999-2003 Opel Omega (B2 to those in the know). As I said before, in the aftermarket we find tricky ground. Who am I to say these wheels are not the ones for this car? My argument is that the wheels have really low-profile rubber and they do not help the rest of the suspension do its job which in this car’s case was high-speed stability and comfort rather than maximum grip at intermediate speeds. Continue reading “Theme: Aftermarket – Let’s All Think About This, Shall We?”
After quite a hiatus, it is time to have another focus on ashtrays. Today we admire the dainty ashtray of the 1976 Citroen CX.
This fine pair of photos has been sent to us by our Hamburg correspondent, Kris, who appears to have been inside one of the cars recently. Lucky him.
This ashtray is quite well positioned: on the top of the rear door. The chrome frame is a generous touch. I have my doubts about the crackle-finish of the flap. Why not neutral chrome too? It is a rear-hinged flip-over design and, in terms of affordance, a little unhelpful. Does one press the front or back edge to open it? This could be quite a good place for the tray but it must be a small bowl. Citroen could have made the door a bit deeper here to allow for a more substantial ashtray.
Whilom a two-door coupe often featured in a manufacturer’s line-up, they are now something of a rarity as we have already discussed.
Honda beforetime sold quite a few different versions of their Civic and Accord cars. This vehicle is from the tail end of the last part of the final bit of the glory days of sub-model variation Golden Age.
This is very likely the most striking car on sale today, the Toyota C-HR.
Inside and out, the car uses extremely expressive forms, taking the deconstructed appearance seen on some front-ends and bringing them around the sides. The exterior is conceived of in a rather different way compared to what, up until now, we have considered standard. It is available as normal petrol-engined car or as a hybrid but that’s not where the interest lies. No, madam.
This photo is as good a representative of tuner culture. You’ll notice the sticker affirming the primacy of self-reliance even if it leads to failure. It says “I’d rather lose by a mile than win by inch if I made didn’t make myself”.
Some time back I harvested a set of detailed photos of a Mercedes W-123. It wasn’t until recently I had a chance to take a corresponding set of its replacement. Alas the correspondence is not complete. Some details are paired for comparison and the rest are dumped in a ragbag of two slideshows. The conclusion is that in replacing the W-123 Mercedes merely wanted to Continue reading “The Two Mares From the Wild Fellow’s Forest”
Another bang from the past, this: the much-lauded but penultimately and then ultimately rather awful Chrysler Stratus.
Whenever I get a chance I take random bike rides or walks around Basel. For many Anglo-Saxons it’s an unknown city, perhaps one that causes confusion as it reminds them of silly toff first names or green leafed herbs used in pesto. Perhaps it suggests a certain degree of Mittel-European obscurity. To some Switzerland is a bit obscure and Basel is a part of that, making it extra exotic. Continue reading “Slowly Spun Cerulean and Azure in the Rays”
The usual place to start with the Kia Opirus is the front.
Followed by a look around the sides and the back. Most of what is said or thought about the Opirus hinges on its looks (the E-class lights and unfortunate grille) and that it’s no match for anything except a rusted-out E-class on concrete blocks. Continue reading “Unseen Portents Hammer Air, Water Trembles”
Very clearly the work of one person’s vision, Michel Boué, the Renault 5 impresses with the clarity of its concept. This example shows how it could be more than a basic conveyance.
In this instance we have here a really tidy, timewarp example with very little sign of tear or wear. We’ll get to the interior in a moment, with its comfortable sports seats and very inviting ambience.
Does the Golf have ten engines because VW believes it leads to increased sales (twice as many as the next most popular car)?
Or does such huge sales volume mean VW can pamper its clientele like no clientele has been pampered before? To answer this I needed to crunch some numbers. Statistical research of the most basic kind is very dull indeed. It does reveal some interesting things in return however. Such work is the reverse of golf, I think, which sport some say is fun to do but which is clearly boring to look at. In that spirit (“ah, look, the tassles are flying”) I decided to get stuck in and see what it takes to be in the top ten, engineswise. There was no point in hand-waving. Some maths had to be involved.
Our correspondent in Dublin, Mick, has kindly sent us a blurry close-up which might be a candidate for a mystery car competition.
What is remarkable is that among our readers are people with the skill to recognise what this car is without having seen one in the metal for what could be years. This says something about how much visual consistency is applied at all scales of a car compared to a building, for example.
I would guess that if you pick 1% of the surface of a car and 1% of the surface of a building then the cars would be easier to identify. Another interesting point is whether a car from today is more or less easily identified from a 1% sample compared to one from, say, 1960. That’s a researchable question!
While I poked around Suzuki’s Japanese homepage I found the Hustler interior which is worth another look.
That is the power of orange. However, the iPhone white interior is good too. I notice they offer two orange shades. That’s an interesting and odd thing to do. Why not a cool shade? Or black or boring grey?
As promised… a closer look at the new Suzuki Ignis.
These photos are very grey and very dank and really only serve to prove I did go to take a look at an Ignis with its wrapping still on. Curiously, all of the cars at the dealer had darkened rear windows so I could not see the interior properly. So, in the metal is the new Ignis going to live up to the burden of expectations? Continue reading “Ignis Inspection”
Genesis have shown this concept car at the New York Auto show.
Some of the images are too smooth and bland to be anything but CGI so perhaps the car will look more substantial in the metal.
Lately I have been thinking a lot about articulation and ways designers show depth and substance on a form. Mercedes used to insist on big radii to express the thickness of the metal (you can’t bend thick sheet steel as tightly as thin stuff). Flushness suggest flimsiness as do sharp edges. I notice architects often Continue reading “Genesis GV80 Design Notes”
If only there had been more time to study this one: a 1976-1979 Cadillac Seville.
With some impatient passengers in the car, I promised this was the last time I’d stop and photograph something interesting that day. Patience was wearing thin. By the time I got back after two minutes and five snaps a brawl had already broken out. I sensed a small battle by photo four.
This is a vignette more than a postcard. I did see these two in Schleswig, on the way west.
We stopped in a supermarket and I thought to stock up on provisions: some JJ Darboven coffee and German-market Aperol which is 15% rather than 11%. In the carpark I noticed an early series 1 Peugeot 406 and a Series 2.