The sunlight really helped in this instance. The car shone out. Modern vehicles mostly don’t come in colours like this. So even from 800 metres I could tell this was very likely worth a closer inspection.
The Audi is parked so close to the wall that you can’t see the badges – or, you couldn’t if they were there. By the time I got back with my camera the light had changed so I could not snap the car from the best view with the best light. However, art is often about rules and what are rules but limitations. It makes things interesting when you have requirements to satisfy. Such binding of the hands actually really helps one Continue reading “After The Middle The Pace Speeds Up”
A random glance at a Mazda Demio made me think again about grilles and the way designers deal with that hole in the front of the car.
The subject unfolds as a matter of design semantics. That means more or less we are concerned with the meaning of the air intake and its expression. This Demio (above) is a bit fancier than the one I saw in my district but it is geometrically the same. The approach was to use an “egg-box” in-fill and to use a U-shaped plastic trim piece to enable them to Continue reading “All the Ways We Sang, All the Songs We Went”
It’s time to round off this short examination of a much-respected, iconic car.
The 604’s particular failing, being composed of elements from a cheaper, older design, was not unique. There were other cars which attempted to make something rich out of what might be considered lesser ingredients. The main difference, which dignifies the 604, is that Peugeot made a very good job of this expediency.
People rather liked the car and it sold decently (153,266 units in total) until the 505 arrived, which itself was partly made of 604 components. The 604 is therefore unique in the pantheon of sow’s ear cars. The Lincoln Versailles of 1977 was based on the US-market Ford Granada and is a legend in the lore of marketing cynicism. Ford wanted a smaller Lincoln to Continue reading “An Afternoon Like Dusk – The 604 Story, Pt. 9”
And so we turn to the matter of the 604’s image and fate.
The 604’s history reveals how the buyers of the 1970s were less constrained by expectations of brands. What one notices in the reviews from the time of the 604’s launch is that there isn’t a single mention of image. Today motoring writers have internalised perceptions of what constitutes a desirable car: it is what others might also desire.
Even if a particular model is objectively deemed to meet measurable expectations one can find remarks to the effect that the car lacks image, or the brand has insufficient appeal. Quite simply journalists now would never put a large, powerful and luxuriously equipped Peugeot into a test with similar vehicles from established prestige marques simply because it isn’t deemed to be a prestige brand.
A great deal of attention is paid to the exterior of cars though the interior is where we spend our time as drivers and passengers. For the 604 Peugeot had, for at least some of the time, the services of Paul Bracq. In the 60s he oversaw some of Mercedes-Benz’s finest vehicle exteriors, the ones that people think of when they think of a Mercedes (our image of these cars is four decades out of date). They are chromed, formal, upright, solid and faultless.
Deep breath. I don’t think the 604’s styling has been given this level of consideration before.
Peugeot had a long standing relationship with carrozzeria Pininfarina, who prepared the basic design of the the 604. As was typical for Pininfarina, the design owed as much to other work they had done as it did to the character of their actual clients’ cars.
The exterior design was by what we might call the school of Paulo Martin, designer of the Fiat 130 coupé and Rolls-Royce Camargue. The record is not clear on the matter of authorship but a clear affinity among these cars can be seen in the angularity of the surface transitions and the flatness of the panels. Continue reading “An afternoon like dusk – The 604 story, Pt. 6”
Let’s review the reviews of the 604 and maybe go a little further.
Having looked (in the last instalment) at the engine from the strategic and the cost-accountant’s point of view, I turn now to how it compared in road tests. The matter of performance is far from clear. Conventional wisdom now has it that the 604 couldn’t move fast enough. A look at reviews spanning from 1975 to 1983 shows a more complex story than this.
In 1975 Motor claimed the carburetted SL was the quickest of a group of likely competitors which included the BMW 520, Ford’s Granada 3000, the Jaguar XJ 3.4, the Renault 30 and the Volvo 264. In 1977 Motor Trend felt the car was only just about able to keep up with American traffic, adequate but not brilliant.
This remark was qualified by noting the 604’s handling was far above average which, as mentioned above, made up the speed deficit quite pleasingly. In 1977 Car found the carburetted 604 SL to be slower than the Mercedes 280E and BMW 728 but only by a matter of half a second. It won the test overall so the slight tardiness did not hold the vehicle back.
Turning to the engine, one can see how an attempt to save money here also proved forlorn. The one clear advantage of using the 504 architecture was never exploited: the 604 never had the same range of engines as the earlier car. What it had was a 60° V6 engine designed in co-operation with Renault and Volvo.
As Motor pointed out in 1975, engine development requires a very large investment. Peugeot did not see the sales volumes of the 604 being large enough to justify designing a wholly new V6 on their own. This strategy certainly saved investment costs but did not lead to Peugeot having a competitive motor.
In part 3 of the Peugeot 604 story we consider the market of the mid-1970s.
The market in the mid 70s was open to a wide variety of contenders in the upper price ranges. Opel in particular was just on the cusp of reaching what we now call the rank of “prestige” with its Senator saloon and Monza coupé. Lancia outsold BMW in the UK.
The mid 70s were also still a time of strong national markets and of far less global competition than today. However, the world of 1975 was not what Peugeot’s planners envisioned when the 604 programme began in 1970. Oil prices had increased markedly, making the 604’s thirsty V6 seem unattractive, the more so over time. Continue reading “An Afternoon Like Dusk – The 604 story, Pt. 3”
In the last instalment we had a short introduction to this neglected car. Today we will take a deeper glance at the car’s inception.
Of all the material reviewed for this essay, the text quoted at the start of the previous instalment was the most thought-provoking. Clearly the 604 was viewed as a credible car with a bright future ahead of it.
Today the 604 is remembered, if it is remembered, not for its refined solidity, the remarkable ride quality or, as Motor Trend wrote, its reordering of priorities around comfort, quality, roadholding and safety. It’s remembered for rust and listed as one of the world’s worst cars in Craig Cheetham’s 2006 book and its triumphs forgotten.
The 1975 Peugeot 604 – smooth, refined and viewed as something of a failure. Today we begin a series taking an unusually close look at the 604’s life and times.
Motor Sport (April 1976 said that “one member of the test team summed up the 604 as a professional car. This takes some explaining because all cars these days are professional or are supposed to be. But one gets the impression that Peugeot engineers never say ‘assez bien‘ but keep on working until each feature is, in their eyes, absolutely right. One may disagree with some of the car’s features but if so it will be because someone at Peugeot actively disagrees with one’s point of view not because they could not Continue reading “An Afternoon Like Dusk – The 604 story (Pt. 1)”
After a long stint hammering out first-rate articles and second-rate headlines I am in need of a pause, dear readers.
As you may have noticed I have been rather quiet of late, concerned mostly with fridge magnets, vacation and vermouth. It has been gratifying to see continued signs of life and active discussion carrying on in my absence. It is time to Continue reading “Are Those The Reflections Of The Tagus?”
The BMW X2 has managed to attract my attention and it’s not due to the colour.
At BMW’s UK website the firm has a set of features it wishes us to be aware of. “With its athletic shoulder line and gently sloping roof line, the dynamic styling of the BMW X2 has a coupé-like character that will definitely grab attention,” they tell us.
Well, yes but at the same time as they have elected to mess with the Hofmeister kink (it doesn’t really have one), they have added a badge to make up for the diminished clarity of the car’s identity. “For true distinction, the BMW emblem has been repositioned next to the Hofmeister kink on the C pillar. Just another case of breaking the rules.” The old saying goes that you should be able to Continue reading “Seduce Me With Meringues And Marchpane, Oh Creature Of The Noon”
Imagine a thrilling Toyota Corolla. It existed, under another name.
In order to get any doubts out of the way this article is about the 2001-2004 WiLL Vs which Toyota designed, produced and marketed under the Will brand name. In order to clarify somewhat, various Japanese companies cooperated to sell their products through a channel aimed at younger buyers and they named this umbrella brand “WiLL“. As well as the cars, the Will brand covered beer, stationary, tourism, sweets and consumer electonics. Wouldn’t you love to Continue reading “Would They, Could They?”
There roam quite a lot of Peugeot 3008 and 308s in my area and generally in Denmark. They have made me think about brightwork and Mercedes.
I read recently that Peugeot is climbing up the estimation rankings of consumers in Europe. And I notice that in recent years Peugeot has not been afraid to sprinkle a little and sometimes a lot of brightwork magic on their cars. It seems to be optional but with a lot of uptake. If we think back to maybe ten years ago and further, this kind of thing did not feature much on their cars. It probably had to to with some kind of reticence regarding ostentation. Worthy as that might be, it led to some decent cars looking a lot less attractive than they could have been.
Now the fine powdered debris has settled, I thought I’d gather up some third party opinions on the mooted Renault/FCA merger.
I’ve decided to amalgamate three sources of information. They are the Financial Times, the New York Times and Autocar. My own view is that the merger is a re-run of the value-incinerating union of Chrysler and Mercedes twenty years ago. But what do the other commentators say if Renault and Fiat Continue reading “Romping Home Into Eighth Place”
We’ve probably said as much as about this car as can be said, short of taking it for a lengthy celebratory test drive. The only new experience to be registered today is about how the car sounds.
Sitting in the car and, now reflecting on the vehicle in hindsight, it sinks home that the effect of putting a Ferrari engine in a Lancia is to make a car much more interesting than anything Ferrari itself has done since, with maybe the exception of the 1992 Ferrari 456 GT.
How can we understand this car? Do we understand the meaning of this car? If it helps to understand the remarkable nature of the Thema 8.32 maybe imagine an Opel Insignia with a Porsche engine. Even that is not quite an analogue because the Insignia, nice as it is, doesn’t mean the same thing as the standard Lancia does. Continue reading “Photos For Sunday: Lancia Thema 8.32”
Without wanting to drag Brexit into this**, I have to note that Larry Elliot at the Guardian is now visibly wrong about another big thing, the Renault-FCA merger (if it is even a realistic prospect). For your information, Elliot has been at the very least tolerant of the lunacy of Brexit. Now he is suggesting that the mooted, hinted, suggested alliance of FCA and Fiat is even worth considering.
The core of his recent article is that “Frosty relations between France’s Macron and Italy’s Salvini could scupper talks over £29bn merger”. It sounds so knowledgeable but Franco-Italian relations are 800 km beside the point.
Second, it’s not 1976 any more, a time when national leaders could push around large corporations as de Gaulle did with Fiat and Citroen. But the problem is so much more fundamental: the idea of FCA linking to Renault is as insane as suggesting someone should consider marrying a syphilitic zombie. In this instance Renault-Nissan is the “someone” and FCA is the “syphilitic zombie”. While Renault has had its downs and up, the F in FCA has been only able to Continue reading ““To The Detriment of His Supreme Imperial Majesty – Hurragh!””
Seven fat years: from 1993 to 1997 Fiat sold the Coupé Fiat as nobody calls it. As if that was not enough Fiat also sold the cheaper Barchetta, which had a good ten year year run. Glory days indeed.
We’ll discuss the Coupé today. If the body slashes down the side of the car get the most attention, and deservedly so, this view shows another form of design discipline in operation. The whole lot seems to be defined by very few lines: the outline, the dark trapezoids of the of lamps, grille aperture and the front screen and not much else.
We’re back at the anniversary game again for this Saturday morning. Is it really forty years since the Opel Kapitan, Admiral and Diplomat cars first appeared (in their “B” incarnations)? No, it´s fifty.
I must confess that this anniversary did not leap into my conciousness unaided. The people at Oldtimer Markt did the classic-car world the service of putting the 1969 K-A-D cars on the front cover of the current edition of magazine. I am sure you all knew the cars were from around the late 60s. But did you know they they staggered on until 1977? That was the same year you could buy a Citroen CX, a Ford Grannie Mk 1, a Peugeot 604, a Lancia Gamma, Rover SD1 (if you were a sucker for pain) or a Mercedes W-123. Only an actual Cadillac could Continue reading “Just Like The December Coronation”
It has been thirty years since the Citroen launched the XM, on this day in 1989. On sale for 11 years and out of production for nearly twice as long, that makes it a real antique, doesn’t it.
(There are now people around who may never have seen an XM in motion, anyone born after 1999, I suppose.)
It is something of a pleasant coincidence (for me) that the self-titled album by Tin Machine came out just one day before Citroen announced the CX´s replacement. If Tin Machine was David Bowie’s way of getting back to what he most wanted to do, the XM presented another step towards watering down Citroenisme.
This’d be one of those under-the-radar kind of cars that I don’t notice much less write about. So what’s it doing here, today, now?
First and least importantly, the car’s presence here is a bit of DTW’s public service activity. I am documenting the car and making available a nice, clear side profile. Second, and more interestingly, we find the exception to the rule (and haven’t photographed that). What do I mean?
Northern Europe’s largest classic race takes place over this weekend, from 17th to the 19th. I sneaked into the race paddock to look around. For once, DTW has something like news, in the form of this sketch of my snooping around the race paddock yesterday evening.
The event is called Classic Race and attracts an impressive number of classics sports cars. I noticed Ford, Alfa Romeo, Triumph and BMW vehicles made up a disproportionate number of the participants. Of those, Escorts, 2002s and Giulias and GTVs dominated. As well gazing at some expensively prepared cars I also had a chance to Continue reading “Was That Leslie Crowther Over By The Bar?”
This is one of 6,999 examples made, an Alfa Romeo 2600 Sprint. Bertone takes the credit for the admirable styling.
Bertone did the coupé, Touring did the Spider and, I suppose, Alfa Romeo did the handsome saloon one sees very little of. In 1962 this must have been certain to make the neighbours sit up and notice, especially in the UK and Ireland where the British marques had such a dominant presence in the market. It would have cost more than three times the price of Cortina or Austin 1800. So if you wanted to Continue reading “The Shoeshiners Dream of Sweeping Chimneys”
The words “Double Six” constitute a very short poem, don’t they?
Even when new, the words Double Six carried a lot of force, a force approximate to the stump-pulling torque of the 12-cylinder power station jammed under the lusciously scultpted bonnet. Since then the heft of the words have only increased. Twelve pot engines are exceedingly rare now and they were not common when this Daimler could Continue reading “See Them Dance Around The Five-Lamps At Sunrise”
Sometimes what you are looking for is not far from the front of your face. I have often bemoaned the lack of a modern equivalent of Lancia’s Spartan but high-quality interiors. It was under my nose, so to speak.
I wasn’t paying attention, was I? While in Scotland recently I had the time to take a look at the dashboard and interior of a Range Rover Evoque. They have only been on sale for eight years now so it was maybe a bit much to expect I’d get to Continue reading “If So, Then Yes”
Driventowrite has bagged another rare ashtray: the Lancia Thema 8.32. Pretty damn fine it is, too.
The kind people at Deane Motors, Dublin, permitted me the chance to experience the lush interior and the acoustic charm of this rarest of Lancias, the Ferrari-engined 8.32 for which I am rather grateful. One doesn’t get a chance to sit inside one of these all that often.
For starters Mk1 Themas don’t clog our streets; and the 8.32 in particular is a rarer bird still. Around 4ooo of them were made. Before going on to consider the car’s general merits let’s cut to the chase and Continue reading “Ashtrays: Lancia Thema 8.32”
Regular readers to DTW may already know the special plinth on which this site places the 1997 film Gattaca. You will not be surprised then that I might try to hang an article off a reference to this kinematographic production.
For a change this is exactly a single photo for Sunday. And it’s about a BMW. And it involves the humble author descending the sheer face of whatever it is from which one climbs down.
The image (one of three attempts) captures our old friend the BMW 7-series. They aren’t exactly common in north central Aarhus, where I am domiciled, which might be why it snagged my attention. As I stood somewhere recently in central Dublin capturing this car with all the photographic skill I could muster, two others in black rolled by**. The sighting necessitated that I Continue reading “A Photo For Sunday: Surface Richness”
“Some recent changes to Talbot’s Horizon means we have to take another look at this old stager,” wrote Archie Vicar in Today’s Driver Magazine, apparently.
This appears to be a verbatim transcript of a period road test from the regionally distributed Today’s Driver Magazine, December 1979 (the Vale of Arden-area). Dougl Asland-Windermere (sic) contributed the original photography. Due to fading of the images, stock photos have been used.
On sale since 1978, the Talbot Horizon is a said to be what they supposedly call a “world car”, one designed in England to boot (something the car lacks!). In line with modern expectations, the Horizon is a front-wheel drive hatchback somewhat in the style of the dreary VW “Golf” and odd-ball Fiat Strada but it looks more acceptable than either. Why are we writing about this car, you might very well ask. I didn´t like it very much when I first drove it. But recent revisions to what is by now an old-stager in the fast-moving medium-sized family car market mean we are simply obliged to Continue reading “Classic Road Test: 1979 Talbot Horizon 1.3 GLS”
“Renault Revised!” was the headline in what might have been a period review of the R14 by veteran motor writer, Archie Vicar.
This article may have first appeared in Motoring & Driving, December 1979. The original photos were by Dooulgas Land-Windermere (sic) but due to fouling with the filing cabinet, stock photos have been used.
Ah, Renault, perpetually playing second fiddle to Ford, Peugeot, Opel and Austin in the dull-but-worthy stakes. Or second fiddle to Citroen and Alfa Romeo in the odd-but-strange stakes. Renault, somewhere in the middle of it all, with beret, Camembert and Gitanes ever at the ready but never sure whether it is a European firm or just a French one.
In what looks like a transcription of a period review, renowned motoring correspondent Archie Vicar peruses the interior and exterior of the Fiat Strada 75 CL and offers his opinions.
( The article first appeared in English Driver Monthly, a short-lived magazine from the Maxwell stable. Douglas Land Windingmere (sic) took the published photos. Due to cellulose oxidation of the originals, stock images have been used)
Although it has been on sale for a while (since 1978 in Europe), the Strada is new for us at English Driver Monthly and since Fiat UK offered us a test car to show off the revised shock absorbers (or some such) we could not say no to a road test report.
Renowned motoring writer Archie Vicar takes a short look at Opel’s new entrant in the small family car market and wonders whether it will affect prospects of Vauxhall’s eerily similar Astra.
This article first appeared in Modern Motorism Magazine, December 3 1979. Due to the poor quality of the the copied images, stock pictures have been used. The original photos were by Douglas Lan-Dwinderere (sic).
A sure sign that a Transit is hauling people and not boxes must be the non-white exterior coating. I saw an orange metallic one yesterday.
Sure enough, Ford in Denmark even uses this colour in its on-line publicity material. When I saw this one parked up somewhere in Jutland I had to take a closer look. You have to admit, it’s a satisfyingly spacey-looking machine. The bright orange paint brings out the graphic quality of the other elements. Essentially this is a commercial vehicle that has no trouble looking as good as a passenger car. Continue reading “With All Your Vain Fears And Groundless Hopes”
One can see absolutely nothing charming, interesting, appealing or pleasant about Edinburgh airport*. Only this object captured my attention but my camera could not capture a good image.
We have here a Toyota FJ-Cruiser, one of those periodic examples of a strong, brave design that leads nowhere at all. The Fiat Multipla, Isuzu Vehi-Cross, Nissan Pike Factory cars, and Renault Avantime would be other members of this esteemed club. The FJ-Cruiser follows the trajectory of a concept car shown to wide acclaim for its arresting appearance which the public then largely ignores and makes the rest of the car industry Continue reading “The Smallest Man On The Moon”
We seem to be having an unplanned American car theme at present. Today we take a closer look at an example of the third generation Chevrolet Camaro, in rare convertible guise.
I saw this one in what I consider to be its natural habitat, a vast suburban car park, surrounded by big box retail units and convenience food outlets. It fits right in, I think. And in so doing corresponds to my prejudices about a certain type of American-market American car.
You can’t accuse the Camaro of being over-styled or chrome-laden. This one has no brightwork and the surface treatment is extremely straightforward. If you Continue reading “Beans Under Toast”
Good fortune placed a three-door 1998 Ford Focus (Series 1) on my street so we could conclude our Blue Oval-themed week on a high note.
Before I started the analysis I knew the Focus to be a really strong design. After all, it still looks thrilling 21 years later. Visual richness, hello. I didn’t know the underlying structures were so complex. Almost nothing quite lines up: the scaffolding off of which the graphics hang is itself seemingly in motion or is composed of shifting progressions. I have not even considered the front and rear views. Did Ford’s designers do this intuitively? Or was it considered? Continue reading “A Photo Study For Sunday: 1998 Ford Focus 3-door”
Perhaps this is overdoing it, another Nissan article. Even still, I feel the burning need for DTW to have the USP of being the “go-to” place for information on the Datsun 280C.
Following an encounter with a real, live diesel Laurel recently, I have been trying to find out some more about how these cars were viewed at the time. To that end, I got a hold of a copy of Motor from September 1980. I planned to extract the choicest bits of text and discuss their implications so we could all be a little wiser about these fine cars.
But it’s not. The next car to bear the name won’t be a Puma, but a vehicle called Puma. Supposedly, the reason for re-using the name, in part, rests on the fact the new car is based on the Fiesta just like the old, and frankly much-missed little pocket rocket (1997-2002). And every one liked the Puma so it’s a name with some emotional weight.
Alert regular visitors to the corner shop we call DTW will certainly recall our recent discussions of American cars sold in Europe.
By way of a follow-up article for what will undoubtedly be a fine spring morning I have been delving into the recent past (2006). This is to look at a few other American vehicles that made it to this side of the Atlantic. That’s just what you want to read as you tuck into your cornflakes and toast. Before some of you jump up shouting “You must Continue reading “I Found A Song For The One Who Visited My Planet”
Previously DTW featured what was apparently a transcript of a period road test of the Fiat 132 2.0 by the legendary motoring scribe Archie Vicar; this is a continuation of the road test.
This part of the article first appeared in the Skegness Standard. The original photographs were by Dennis du Barry. Due to loss of opacity of the originals, stock photos have been used.
If you look even half-heartedly, the revised Fiat 132 strikes one as obviously very much a car for the average driver, despite it all. My decision to visit Nancy as part of a thorough high-mileage road test of the car was justified by the ways the car’s good and not so good points were brought to the fore. These included the very Italian style, both inside and out.