During a hunt for some other information this image crossed my path. It is an attempt to visualise a Citroen XM coupe.
It interested me to see these because I had discussed the idea of Citroen XM coupe with our correspondent in Switerland, Simon, some time ago. As a result of that discussion I decided to rustle up some visuals but never did more than send them to Simon. Those images are shown below the break. Continue reading ““Ne, hvala gospodaru!” he said.”
“The researchers analysed the total csot of ownership of cars over four years, inlcuding the purchase price and depreciation, fuel, insurance, taxation and mantinance. They were suprised to find that pure elcectric cars came out cheepest in all the mrakets they examined: UK, Japan, Texas and California,” the Guardian wrote**. Last night I stood in the underground garage where my car is parked and it occurred to me that almost none of the vehicles parked there would Continue reading “How the Cnidarian Drifts in the Sapphire Waters”
Original photos by Douglas Land-Winbermere (sic). Due to damage in storage, stock photos replace the actual ones (which were damaged in storage). The article first appeared in the Canterbury Weekly Post June 2, 1980.
The performance race continues unabated in these increasingly competitive times. Alfa Romeo have decided to add a 1.8 litre engine to their range of roomy family saloons. As if good looks and capable road-holding were insufficient, the famous Milanese firm has taken the decision to give the venerable Giulietta range a further boost by endowing the car with a 122 bhp engine which allows it to top 60 mph in a little over 10 seconds, putting it well ahead of the Fiat Mirafiori Sport (10.7 seconds) and Audi’s perennial petrol-hungry, boxy, front-drive laggard, the 100 GL 5s (10.7 seconds).
Was it not Grahame Greene who said “If I can’t have the bream I’ll have a salad instead”?
The Fiat 500 has entered a new phase in life. Having initially been very fashionable, it came to be seen as a rather tired old product (not by the many who bought them). Now, ten years on, it has eased its way into a small pantheon of long-lived steady sellers. The Suzuki Jimny has managed this as well, albeit after 20 years (for Autocar). Another example, at the other end of the scale might be Toyota’s Century. Continue reading “A Photo for Sunday: The Italian Paint Job”
While DTW is far from perfect on the sub-editorial front (blame the sherry), we still like to hold others to suitably high-standards.
In addition to the “front grille”, there is a new piece of automotive jargon to throw into your car-speak. It’s the “rear C-pillar”, a delightful formulation invented by the Irish Times. I feel like grabbing a driver’s steering wheel and heading off now. We will deal with the actual car in due course.
The Thinker’s Garage might be a blog you have heard of. If you haven’t it’s worth a little look. The latest post shows a proposal by designer Andrew Marshall for a new Alfa Romeo Giulia.
The proposal draws quiet inspiration from the 1974- 1987 GTV while using the running gear of the current rear-drive Giulia. Marshall’s proposal eschews the production car’s soft shapes for something more angular (in some ways). The sideglass is a bit deeper than is fashionable – which is a good thing, lending the car a welcoming feeling many modern sports cars lack. Continue reading “I’ll Second the Third”
In a post-script to today’s reprint of Archie Vicar’s review of the 1981 Triumph Acclaim, I present a few notes on Car magazine’s impressions of the 1980 Honda Ballade.
“Were it not for the Honda-BL deal, the introduction of the Honda Ballade would have passed almost unnoticed in Japan,” wrote Hattori Yoshi. “The Ballade is an unexceptional car: it offers nothing new to jaded Japanese motornoters who are used to new models being introduced just about as often as someone, somewhere is complaining about unfair Japanese imports”.
Hattori explained that the Ballade differed from previous Hondas in that it was a product they felt customers wanted rather than needed; it also joined the lone vehicle in their then-new Verno dealer network – set up to sell the Prelude. Apparently cars in the Verno network were supposed to be a bit more upmarket than those in the Honda chain. Continue reading “Put Forth The Fifth”
In what appears to be a verbatim transcript of a period review motoring correspondent, Archie Vicar, drives the 1981 Triumph “Acclaim” saloon.
The article first appeared in The Executive Motorist, August 1981. Original photography by Griff Piddough. Due to water damage to the original material, stock photos have been used.
Many drivers will regard the Triumph Dolomite with much fondness. It was launched as the Toledo in 1965, which by my reckoning is now fifteen years ago, back when BL was known as BMC and Harold Wilson was prime minister. It is a tribute to this feisty little vehicle that only now has BL has reluctantly decided to put it out to pasture. We wish it a long and happy retirement!
To replace the Dolomite there comes a bold new design, one created in collaboration with the Honda motor company of Japan. Ringing the changes are modern front-wheel drive, a passenger door-mounted mirror and an all-alloy, twin carb overhead-cam 1.3 liter motor. Cleverly, the new car is called the “Acclaim” as it is this with which the car will certainly be greeted by one and all.Continue reading “Another “Triumph” for British Leyland”
Not long did these two cars directly compete in the showrooms. Only in 1976 could one choose between a new, cramped 5.3 litre V12 2+2 or a new, cramped 2+2 with a 7.2 litre V8.
The two cars show how differently the same basic concept can be executed (Bristol and Ferrari are another two): the GT. The West Bromwich bolide benefitted from Touring’s neatly considered styling while Brown’s Lane’s leaper resulted from a tortuous process involving a number of hands (almost a Burkean contract between designers dead, designers living and designers yet to be). While the Jensen attained a homogenous look, the Jaguar resembles three very different ideas uneasily blended together.
We recently explored the matter of how long it takes to align two ranges of cars when one company takes over another or there is an administrative merger. In the cases of Ford and GM, covered earlier, the process seems to take under a decade. Are there counter examples?
Today I will take a look at the case of Rover, which marque came under the control of BMW in 1994. Rover (when under BL) had already been part of a co-operative venture with Honda. That process began under the Triumph brand when BL decided to use a slightly modified version of the Ballade as the basis of the Acclaim. The cooperation changed tracks slightly when Triumph was shuttered and Rover began to Continue reading “Mercury White Moonlight Makes Landfall on the Littoral”
Once upon a time UK Fords and German Fords differed. And once upon a time UK Vauxhalls and German Opels differed. Then Ford and GM unified their European operations. How long did that take?
The process began for Ford in 1967 with the creation of Ford of Europe. For GM it is a bit hazier because their UK and Continental brands kept their names. Ford’s UK and German design centres co-operated on the 1972 Ford Granada. For the 1976 version, Merkenich handled the design. After 1976 there were no more UK-only models (Cortina), as one after another the range became uniform on both sides of the channel: Fiesta, Escort, Sierra, Capri and Granada.
According to Automotive News Europe, Opel will reduce the number of models it sells. You won’t be surprised, will you?
Additionally, purchasing activities will be shared alongside PSA platforms. The Ruesselsheim design and engineering centre will be charged with electrification of PSA vehicles and, finally, Opel will expand into territories that were previously taboo under GM.
The first point can be taken to mean more vehicles like the Crossland which already uses a shared platform with PSA. The bundled purchasing operation probably translates into more parts commonality among which will be engines or eventually electric power trains. Engines are typically a clear generator of brand character (or lack thereof); add characterless electric and hybrid powertrains to the mix and one can see a growing hazard for PSA in meaningless differentiation.
This leads us to the last point: new markets for Opel. Currently Opel is stranded in Europe although some of its output found customers in the US as Buicks (the Insignia, the Cascada and the previous Astra.) So, where will Opel head to now it can compete against GM? North America has been a hard market for PSA to crack. One scenario sees Opel as a “German” brand for PSA to push in the US, as a kind of wolf´s clothing for PSA’s platform sheep. Possible models (or their successors) would be the Astra and Crossland cars. In another scenario, Opel might Continue reading “Breakfast, Dinner and Lunch All Over Again”
Earlier in the day we had a close look at a bit of the Peugeot 605. What was missing?
The short answer: Peugeot’s design and production dodged the ugly groove that normally indicates a weld, right under the lamp. This means that a not inconsiderable amount of work had to be done to match the weld seam to the metal on either side of it. Audi avoided this by bringing the bootlid right down to the bumper. Mercedes didn’t. Continue reading “Fifty-one Times Maybe is Still Maybe”
“Datsun leaps ahead!” Archie Vicar has a look at the exciting new 1978 Datsun Sunny in what appears to be a verbatim transcript of a period review.
The article first appeared in the South Caledonian News Inquirer, October 31, 1978. Douglas Land-Wimdermere [sic] took the original photos. Owing to the poor quality of the archive material stock photos have been used.
The Japanese marques don’t appear to give the impression of ever looking like they rest on their laurels (which, funnily, we also find in the Nissan range) so naturally enough, before we became accustomed to the old Sunny, a new Sunny has come along. And a jolly good thing too, I hear you say. For the old one had many good qualities and these have been built-upon in the new model.
Since 1975 many customers have bought the reliably-selling 120Y, making it Britain’s most popular import by a broad margin. The new Sunny takes on a refreshed guise, sporting a simpler and even more tasteful appearance. In its dark yellow paint, blacked-out front grille and its dapper wheel covers, it stood out against the dull concrete background of Worthing where Datsun have their head offices. It certainly will grace many a driveway for sure.
Rather than offer a sermon, I’d like to ask a set of questions. What does elegance look like today?
“Any intelligent fool can make things bigger, more complex, more violent. It takes genius and a touch of courage to move in the opposite direction,” said Charles Schumacher. And Coco Chanel murmured into her glass of chilled Lillet: “Elegance is refusal”. That’s a descriptive and not a formal defininition. Continue reading “Collective Wisdom On Elegance”
“Citroen’s newest car!” In what very much looks like a verbatim transcript of a period review, Archie Vicar considers Citroen’s 1978 Visa. Does it have what it takes be a proper Peugeot?
The article first appeared in the Evening Post-Echo in November 1978. Douglas Land-Windermere provided the accompanying print photos. Due to the poor quality of the images, stock pictures have been used.
French car-firm Peugeot’s buy-up of the perennially troubled French car-firm Citroen could not have come soon enough. The new Visa is the last of Citroen’s lunatic inventions, engineered under the former rule of Michelin, surveyors of food and purveyors of tyres. It takes a good six years to devise a new car so the germ of the Visa hatched long before Peugeot could rescue Citroen from itself. That’s why Peugeot find themselves watching Citroen launch the deliberately eccentric and challengingly strange new Visa yet it is still a car with a hint of Peugeots to come.
Our item yesterday on the demise of the Citroen C4 made me consider blandness yet again.
Here’s the car. Despite its many small styling features there’s nothing to focus on. Unlike the Alfa Romeo 164 it suggests nothing more than what is there. Like the Tagora, the car has undynamic proportions, a generic contemporary design which offends no-one except to the extent one considers it a waste of resources. Continue reading “A Potato For Sunday”
The other day I posted an article about blandness in which the Talbot Tagora had another drubbing.
Above is a very roughly revised version. What I learned in making it look a bit better (I believe) was that a) it a had a slightly over-tall glass house b) the front axle-to-scuttle distance needed to be longer c) the boot needed to be longer and d) the c-pillar is too far back. In executing these rough changes I noticed how much parallelism is deployed.
Today I’ll ask why the 164 is ace and why the 2017 Mazda Vision Coupe is like a naked lady.
An article and a comment by our colleagues on the Alfa Romeo 164 constitute the launch position of this particular rocket aimed into Inquiry Space. The article by Eoin Doyle can be found here for your review but I will cite part of S.V.Robinson’s follow-up comment as it suggests the direction of this piece today: “I remember one commentator stating that the 164’s styling had that same balance and immediate sense of effortlessness as the Supermarine Spitfire and, oddly, it stayed with me as a very left field but accurate point if view…. I see a beautiful red 164 V6 regularly and it still stands out for its stance, raffish good looks and nice details”.
DTW touched on blandness before, using the Toyota Avensis as a subject. That car, it turned out, consisted of watered-down references to some other cars. This time, the inquiry into blandness starts with an anti-example, the Alfa Romeo 164, and contrasts it with the famously unsuccessful 1980 Talbot Tagora. While we must feel a little pity for the poor old Talbot, at least someone remembers it and, if I Continue reading “About Really Nice Cars and Boring Ones Too”
The powertrain of this Toyota sets up the framework for this concept car which has strong points and a major weak point. The fuel-cell arrangement allowed the designers to have another go at re-defining the luxury car: a flat floor, a short nose and a wheel at each corner so lots of room can be crammed inside. From a creative point of view, the freedom from the constraints of the RWD petrol-engined three-box saloon should mean a chance to be a bit daring. On first examination, I want to Continue reading “From Within Outside Turns Upside Down”
From certain viewpoints, the 2000-2005 Kia Magentis looks quite acceptable.
With the passage of many seasons and, especially in the context of engine downsizing, the V6 allied to a comfortable ride make the Magentis seem even more acceptable. The very same day I saw the Kia, a retired policeman and his wife proudly showed off the engine bay of their (metallic green) Volvo S70: a 2.4 litre quint. Both of these Continue reading “Nothing Sundered, nay: Ambivalence Restored”
“More and more than before!” In what appears to be a period review of the Peugeot 204 by legendary motoring critic, Archie Vicar, the car is assessed in the course of a drive in Portugal.
The article first appeared in the Neath Guardian, January 12, 1973. Douglas Land-Windernere (sic) is credited with the photography.
The French do like these peculiar little cars, the English less so: 130 a month is all Peugeot can sell around here compared to 1300 Renault 12s. One doesn’t have to look hard to see why this might be. The coachwork demands concentration to behold, the price is high and the interior is Spartan. But Peugeot want to Continue reading “1973 Peugeot 204 Road Test”
Chopping the back off a saloon can lead to unfortunate results.
The 1978 A-body cars at GM lost a lot of fat in the downsizing wave of the mid-70s. Half a tonne of car vanished per model. For the Aeroback cars such as this 1979 Century coupe even more metal got sliced off (the same went for the very similar Olds Cutlass Salon). The 1977 Talbot Sunbeam and 1975 AMC Pacer underwent the same sort of radical surgery in the name of making one car out of another. But if you want to Continue reading “As They To The Lychgate Draw Near So Waxes Quick The Quiet Fear”
The code names HT51S, E-28, W-124, CDW27 and SD-1 surely no longer remain obscure enough to demonstrate proof of your car design knowledge. Add, please, G20, G30 G40, G50 to the list. Toyota’s third Century, G60, arrives soon.
Elsewhere here I have discussed the possibility of technical updates of classic designs where the styling remains much the same even as the engineering gets revised on an evolutionary basis. The Porsche 911, the New Beetle and New Mini approximate to this ideal. Cars like the LR Defender didn’t change enough to count and nor did the long-lived original Mini or Renault 4. For an exemplar of gradual, engineering-led evolution, we must turn to the Toyota Century, now only getting to its third incarnation since 1967. Continue reading “Lineaments, Landmarks and Leys”
Among the numerous small obsessions nurtured, nay, incubated at DTW is a concern for brightwork. Here’s another example of the art:
The car is a BMW 425d, complete with the rather supernumerary, superfluous and unnecessary label in the rearmost sideglass. Isn’t that the kind of thing you’d expect of a lesser marque in the 1980s? (Prizes for finding the kind of thing I have in mind). We’ve reflected on brightwork here (very good) and here (interesting) here (shocking, frankly) and here (a bit technical but ultimately rewarding) but not here (more people need to read that one). At this point, readers might be wonder when we are going to Continue reading “Combing The Hair Underwater Again, Are We?”
Recently we have been debating Opel and Vauxhall. The general consensus is not that good for a brand fielding its best products since the last lot of good products…
…which, if you think about it, it is pretty much most of their cars with one very debatable model and one not debatable model. For reasons known only to Opel and Vauxhall’s marketing staff, Opel have been tarred with a Clarkson-shaped brush. Good old Sir Jeremy, now Lord, Clarkson, saw fit to damn the Vectra “B” because it wasn’t an Alfa Romeo, Porsche or BMW M3 but happened to suit the needs of regular motorists.
One example is for sale here, and it is a scale model: €11,000. It does however, have a 4hp petrol motor. It’s 224 cm long and has never been used.
None are listed at Mobile.de.
De La Chapelle must be one of the most unusual small-scale constructors. Not content with making five full-size cars in the repro-retro mould, the also make operational cars for children (the BMW roadster shown above). They will also make a car to order, which is what the 328 appears to be, hence the remarkable price. Continue reading “Far From The Mainstream: De La Chapelle”
There’s something rather peculiar about selling the only car of its kind in the whole country and noting it’s a “non-smoker’s car”. Is there really a person who will consider a car like this only if the ashtray has been unused?
There’s only one on sale in Denmark at the moment.
“Peter Fintl is the director of technology and innovation at the German subsidiary of the French development services provider Altran, which works closely with PSA. He has a precise understanding of PSA’s technology strategy.
“PSA doesn’t need Opel’s conventional technology,” Fintl said. “Since both manufacturers are active in the same class, it is likely that the Opel platforms will be gradually decommissioned and PSA technologies introduced.” (Automotive News) This is excellent timing: “Opel has just invested 210 million euros in a new development and test centerfor engines and transmissions in Ruesselsheim. The center, which went into operation last October, employs 800 engineers.”Continue reading “Little Or No Corrective Action”
This slightly tatty motorcycle caught my attention recently. It’s a Moto Guzzi V-twin, labelled “Indian”.
For anyone who’s ever enjoyed looking at an engine and trying to find out which bit does what, such a device is a pleasure to behold. The V-2 is arranged longitudinally to the body, presumably for better balance and cooling. The engine rests in a tubular frame which is also clearly visible. Pretty much every important part is easy to find which means that you can Continue reading “Ambling Between the Walls”
Across the road from the bus-stop, there stood this VW Passat:
Around the C-pillar I saw a lot of what in the olden days we’d call BMW style. I reflect a lot on how BMW once did some of the work involved in epitomising German design, but it’s been a long time since this : Continue reading “A medley for Sunday”
Chief among the novelties in 2007, Ford showed off a markedly re-styled Focus with virtually every panel changed. The show previewed the Kuga, their first cross-over “designed and developed in-house”, they said, which distinguished it from the bought-in Maverick. The Mondeo gained a 2.3 litre engine and a six-speed automatic was made available for that car, the S-Max and the Galaxy.
At the very back of the bottom of the list, Ford announced something they called the “Ford Individual” treatment to be rolled out (in management speak) Europe-wide. How many people felt compelled to Continue reading “Evermore the Realm?”
Despite the enormous size of the automotive industry and the enormous importance of aesthetics, the academic literature on the topic is sparse.
There can be found in any bookshop a shelf of ten to thirty books on marques, full of glossy images and I am not talking about these. A few books supposedly on automotive design exist and these are inadequate. This has a few nice pages on rendering. The rest is fluff, sorry to say. The same goes for this book which is mostly about drawing not design.
The legendary motoring scribe Archie Vicar, takes a look at the 1972 BMW 3.0 CSi in what may be a transcription of a period review.
The article seems to have been first published in the Clitheroe Morning Register, May 17, 1972. The original photos were by Douglas Land-Windermere. Due to the poor quality of the images stock photos have been used.
In these increasingly competitive times, it is now essential that manufacturers must offer continual improvements every year on a rolling basis. The time when a car could be launched and left unchanged for ten to twelve years are long past, except at Citroen, whose antediluvian DS goes back to 1955. With an eye to staying ahead of the pack, BMW, the specialist maker of sporting saloons, has had another stab at another revision to their slow-selling coupé, the 3.0. With its awkward appearance and lack of space, BMW need to do all they can to Continue reading “Jolly Times On Bavarian Roads!”
It’s now autumn, a time to reflect. Recently, DTW has been driving Lancias and we have discussed the decline of this once noble marque. It is not the only brand to have faded away.
In the diagram I have marked the timelines of two other defunct brands: Rover and Saab. Rover closed in 2005 and Saab shut up shop in 2011. You’ll notice that while Rover had no new models in the Phoenix years (I don’t count the MG versions), Saab had new product in the pipeline right until the last minute. Lancia’s demise is more muddled.
First, the badge engineering of Fiat cars increased and then swapped around 2011 to the relabelling of Chryslers. The Lybra (1998) and Thesis (2002) count as the last proper Lancias. The Delta (2008) is a superficially restyled Bravo but nowhere near the quality of the 1998 Lybra. The latest Ypsilon is a reworked Fiat 500. As of 2014 FCA gave up rebadging Chrysler (I left one out – which?). And perhaps Alfa Romeo could be added to this chart… Continue reading “Leaving Off The Saws”
This is a lovely 1972 Alfa Romeo 2000 with classical Bertone tailoring. I had a chat with the owner who had it restored, a childhood dream-car. What was delightful was seeing it move: a relaxed amble and a cheerful sway. Continue reading “Hear The Air!”