It doesn’t happen all that often, but the latest confection from DS Automobiles has your correspondent utterly confounded.
I don’t know. I genuinely don’t. What does one say nowadays, when every recent new car announcement feels like another assault? Does there come a point when through exhaustion or simple attrition, one is forced to simply Continue reading “Lost For Words”
In 1968, Jaguar put all its saloon car eggs in one decidedly comely basket. We examine the likely causes.
In 1964, a series of factors led Sir William Lyons to take the momentous decision to replace Jaguar’s multiplicity of saloon models with a single car line, betting the entire enterprise upon its success. Retrospectively of course, one could say he needn’t have worried, but at the time, it must have been a deeply anxious moment.
Today we remember Ford’s 1998 roadster concept which championed the freedom of the open road for four, and pay tribute to its designer.
While four-seater convertibles are reasonably common commodities, four-door roadsters, have never quite caught on. But just as nature abhors a vacuum, car designers tend to view received wisdom as something to be challenged.
At the 1998 Chicago Auto Show, when such events took place in the ‘Windy City’, Ford’s US design team, under the leadership of J Mays presented a concept, while not entirely new, had not really been attempted at this scale before. Continue reading “Formula Libre”
Sometimes it’s necessary to look back in order to move forward.
It’s a slightly forlorn image would you not agree? An elegant, if vaguely unsatisfying looking 1960s Italian GT is parked upon a deserted beachscape. The photo comes courtesy of the estimable Mr. Christopher Butt, he of the influential and painstakingly curated Auto-Didakt. The car? Well, you can read Christopher’s well-chosen words on this carrozzeria unicorn here, should your curiosity get the better of you.
The image serves as something of a visual metaphor – for the demise of the carrozzieri, of course, but also for something more. But first, some background. As our Auto-Didaktic cohort points out, during the post-war period, French and Italian coachbuilders struggled to Continue reading “Surf’s Up”
In this second instalment, we examine the XJ6’s technical package.
Sanctioned in 1964, XJ4 was intended to launch in 1967, which seems in hindsight to have been a rather optimistic timescale. The project team would be led by Bob Knight, Jaguar’s senior development engineer and one of the finest conceptual minds of his era. The Browns Lane engineering department at the time was something of a collection of minor fiefdoms, most of whom Continue reading “The Quintessence : Part Two”
“Electric now has a Mercedes.” Yes, but have you seen it?
“EQ or Electric Intelligence by Mercedes-Benz is our electric mobility brand. EQ represents ‘Emotion and Intelligence’, two Mercedes brand values. It comprises of all essential aspects related to customer-focused electric mobility and goes beyond the vehicle itself.” Mercedes-Benz.
A recent conversation with an industry insider prompted an observation that at Driven to Write, we tend to give Mercedes-Benz’s Chief Creative Officer a bit of a hard time. In this individual’s not entirely unwarranted view, we have a tendency (as one might say in football parlance) to Continue reading “Flicking the Switch”
Or to put it another way, a week with an Aygo. How did we get on?
It began with a bump. Somebody reversed into the Jag, while it was innocently minding its own business. The damage while not great, will likely be expensive, given the manner in which cars such as the XF are constructed these days. Still, with the guilty party’s insurers footing the bill, such matters are perhaps somewhat academic. The upshot being that while the Jaguar is in for a course of rhinoplasty, we’ve been slumming it in a courtesy car.
I must dutifully point out that Toyota’s smallest offering is not exactly a stranger to DTW’s pages, our resident Mr. Herriott having already written at some length upon his experience with a conventional manual version, but the example we are considering today has been fitted with Toyota’s X-Shift automated manual transmission.
William Lyons’ masterpiece. In a series of articles, we celebrate an automotive high watermark as it marks its 50th anniversary.
“Without any doubt at all, the XJ6 is my personal favourite. It comes closer to than any other to what I always had in mind as my ideal car.” Sir William Lyons.
One bright spring morning in 1967, two men strode towards a lock-up garage in the grounds of an imposing Victorian stately home, amid the rolling Warwickshire countryside. As the dew shimmered on the immaculately tended lawns and borders of Wappenbury Hall, Sir William Lyons, Chairman, Chief Executive and spiritus rector regarding all matters aesthetic, led his European Sales Director, John Morgan to where Jaguar’s vitally important new car lay sequestered, in seemingly definitive prototype form.
Does it really matter what car designers say? Should it?
Car designers nowadays are expected not only to be adept at the creative aspects of their calling, but must also learn to articulate it in a manner which in theory at least, helps us, the end user, to engage with and better understand their vision. To be frank, given how some designers appear to struggle with the first component, it is not entirely a surprise to discover that so few of them are anything but inept when it comes to the latter.
It has long been known and indeed commented upon that car designers, and especially those in a leadership role, speak such unregurgitated twaddle. Given the amount of time they spend making impassioned presentations to senior management who require their hands held throughout the stylistic decision-making process, they appear to have lost their ability to Continue reading “Toxic Emissions”
The 1998 S-Class attempted something of a rebalancing act after the critical wobbles experienced by its predecessor. Today it is as forgotten as it was forgettable.
The German general election of 1998 was fought against the backdrop, not only of increased European integration, but growing pains on the domestic front stemming from the 1990 reunification project. With incumbent centre-right Chancellor, Helmut Kohl campaigning on a continuity mandate, the opposition Social Democrats portrayed themselves as the ‘new centre’. The results saw Europe’s strongest economy Continue reading “The Mayfly”
I had been my intention to ignore the introduction of the new BMW Z4, given that last year’s concept Z4 had already lent a strong inkling as to the direction BMW were taking. Couple this to the götterdämmerung afflicting BMW’s FIZ under the tepid design leadership of Adrian van Hooydonk and the last scintilla of doubt had already ran screaming from the building with a fit of the vapours.
Chris Bangle may have been maligned for a good deal during his tenure at BMW, but there are some things one can never quite forgive.
All evolutionary pathways have their variances, those points of deviation from the natural course, most of which lead to dead-ends. Some however mutate, leading to strange and unnatural creations. In 2007, BMW unveiled one such grotesquery, an incongruously formed fastback SUV concept, dubbed a Sports Activity Coupé, which was revealed the following year in production form as the X6.
More contraction. This time it’s Toyota’s unloved and unwanted Avensis. But will its putative replacement fare any better?
Let us not feign shock, or indeed much by way of regret, after all it was signposted as far back as 2015 when DTW reported upon its likelihood, but this week Toyota made it official, announcing the cessation of Avensis production at their UK plant in Derbyshire. Their underwhelming Europe-only D-sector saloon has been in decline for some years now (with pan-European sales slumping to 25,319 last year*), and with the Derbyshire plant now only fulfilling existing orders, the end is only weeks away.
Similarly telegraphed is that it is to be replaced by the larger Camry model, the first breathless sight European customers will get of the storied nameplate in well over a decade. The Camry was withdrawn from sale in 2004, Toyota Continue reading “Setting Son”
This week, the Lancia Gamma receives the DTW Longer Read treatment.
It’s a question I’ve been asked on a number of occasions: Why the Gamma? Why devote well over ten thousand words to a car whose failure hastened Lancia’s headlong spiral towards infamy and oblivion. The answer is, like the Gamma’s story itself, somewhat convoluted.
The Alfa Romeo MiTo dies next year and to be frank, Driven to Write is neither happy nor sad.
So the dominoes continue to fall. A little over a week since FCA announced the UK withdrawal of the Grande Punto (as a prelude to its ultimate demise), there comes the latest slaughter of the innocents.
Speaking to Autocar earlier this week, Alfa Romeo Head of Brand (EMEA), Roberta Zerbi confirmed the MiTo’s imminent appointment with the eternal, telling the Haymarket weekly’s Rachel Burgess; “Mito is a three-door and people are choosing more and more five-door cars,” which is a nice line in marketing spin, albeit one which Continue reading “This Night Has Opened My Eyes”
It’s not every day we get our hands on a best-seller. A recent trip to the Loire however, garnered DTW a Renault Clio. What did we make of it?
It’s close to half past seven in the evening as the TGV eases into la Gare de Tours, terminating its one hour and eighteen minute journey from Paris-Montparnasse. The station, a grand edifice dating from 1898, and a designated monument historique, feels as though it’s winding down for the evening, as indeed does the historic city of Tours itself.
The Avis car rental office certainly has, the Chef de Gare being called upon to process our documentation and release our pre-booked hire car. It has been a diverting past time during the train journey to Continue reading “Le Tour de Tours”
Fiat’s geomorphic car crash hits another boulder with the axing of the Punto from UK shores.
There is a certain grim irony in the fact that Sergio Marchionne’s death was so abrupt and shocking, yet for so many former Fiat Group model lines for which he was responsible, the reaper’s approach continues at a glacial creep. Amidst the halls of Melfi, Mirafiori and Cassino, unconsolidated glacial debris have been noted for some time, but with this week’s announcement of the Punto’s withdrawal from the UK market, the terminal moraine edges closer.
Driven to Write’s pound shop Max Warburton considers Ford’s ongoing European woes and wonders if lightning does indeed strike twice?
There has been, one can be assured, better times to be a motor industry executive. But as chilly as it might currently be at the top table of most European automakers, Ford’s Group Vice President, EMEA, Steven Armstrong is in perhaps a more invidious position than most. Because while nearly every rival player is facing similar difficulties, Armstrong’s position is compounded by last month’s announcement of a second half pretax loss of $73 million, a likely prelude to an even heftier one being posted for the year as a whole.
The 1987 ECOTY winner was something of a DTW stalwart. Even more so however was the fifth placed entrant, one championed by longtime panellist and judge, L.J.K. Setright.
Since its inception in 1964, the European Car of the Year has been an annual award, adjudicated by a panel of leading European motoring journalists. Its stated aim has been to acclaim the most outstanding new car to go on sale within the 12 months preceding the adjudication.
The ECOTY jury currently consists of 60 members, representing 23 European countries. National representation is based on the size and significance of the country’s car market. France, Germany, Great Britain, Italy and Spain each Continue reading “Jury-Rigged?”
Autocar gets its hands on a Ford Thunderbird for a full road test. Its conclusions might surprise you.
While the original 1955 Ford Thunderbird had proven a critical success, its sales were hampered by its two-seat layout and high price; a matter which was remedied in 1958 by the second-generation ‘Square Bird’, a bigger, more ornate looking four-seater personal luxury car.
With sales in the region of 200,000 over its three-year run, the ‘Square ‘Bird’ not only codified the T-Bird template, but became a sizeable profit earner. The third generation, dubbed ‘Bullet Bird’ was introduced in 1961. Its styling, said to have been the work of Alex Tremulis and based on jet fighter iconography and was chosen in favour of a rival design by Elwood Engel, which would itself go on to Continue reading “Riding the Jet Bird”
A soft day for a first sighting. The lesser-spotted i30 Fastback appraised.
While the remainder of Europe dessicates amidst the most protracted heatwave of recent times, here at that question mark of a landmass at the Atlantic’s cusp, a more habitual form of summer has returned. Leaden skies, horizontal mist and high humidity.
The UK’s relationship with Citroën has traditionally not been vastly dissimilar to Britain’s somewhat ambivalent relations with the French nation itself. Especially so in the 1950s, when the motorists of Blighty, secure in the assumed and unchallenged superiority of their domestic Gods, snorted derisively at the 2CV’s rational asceticism.
Assembled, like its (equally shocking to British sensibilities) DS sibling by Citroën’s UK concessionaires, the 2CV was offered in the UK market throughout the 1950s, to ever decreasing circles of Continue reading “Gilded Snail”
I really ought to begin with an apology. Yes, him again…
Today’s reissue began life in another (now defunct) sphere, one where a good proportion of Driven to Write’s readers and (virtually) all of its editorial team took their initial steps. It was then titled, ‘Oh Dear God, Not Bangle Again!’ and one can readily imagine a similar exclamation from the combined DTW readership in light of this.
One of DTW’s very first articles, and at the time, something more of a hagiography, its subject remains as polarising a figure now as he was when it was first written. However, since then, not only has Mr. Bangle returned to the automotive fold (for better or worse), but perhaps sufficient time has now elapsed and perspective gained to Continue reading “Summer Reissue: The Vision Thing”
Autocar’s 23 December issue of 1960 contained a comprehensive road test of a technically advanced offering from Bremen – the Grosser Borgward 2.3. What did they make of it?
Something of a technical novelty in the 1950s, air suspension had been offered by a number of US carmakers, including Buick, Rambler and Cadillac at the tail-end of the decade, before cost and complication saw its withdrawal, yet it remained a largely theoretical concept for European car buyers.
Across the Atlantic, while Mercedes-Benz were developing an air suspended system, the Swabians were comprehensively pipped to the market by Hanseatic upstarts, Carl F.W. Borgward GmbH in 1960. Having debuted their largest and most ambitious saloon at the previous year’s Frankfurt motor show, the P100 (or 2.3) was offered with the option of Continue reading “The Grosse Borgward”
The automotive universe reels as a giant leaves the stage.
It wasn’t supposed to end like this. The plan had been to anoint a successor in 2019, perhaps even bow out having secured the deal to end all deals. For almost a decade and a half, FCA’s Sergio Marchionne has been the master of the unexpected, but the sudden news regarding his deteriorating medical condition has brought a controversial reign to a premature, troubling and somewhat ambivalent end.
From his appointment as Fiat CEO in 2004, Marchionne appeared not to have bothered to read, never mind adopt the auto-business-CEO handbook. Arguably the first post-factual auto boss, Marchionne’s stock in trade has been to Continue reading “End Too Soon”
As the motor industry presses towards widespread adaptation of electric vehicles, a notable voice sounds a cautious note.
As a rule, the motor industry prefers to speak with a unified voice on the wider issues which affect its interests. Certainly, when it comes to the subject of electric vehicles, the direction of current can probably be best described as direct. Or to put it another way, on this subject at least, most automotive CEOs are broadly speaking, on board.
Continuing our Longer Read series with DTW’s XJ40 opus magnum.
This I’m forced to admit is somewhat off the meta scale: A repeat of a repeat of a series, entitled ‘History Repeating’.
The lengthiest of our Longer Reads, this piece began taking form as far back as 2009. Over that (close to) ten year period, it has probably been subject to nearly as many changes and midnight-oil revisions as the car itself during its even more protracted and strife-ridden gestation.
Today, We enter the medios, and recall one of Lamborghini’s better efforts.
Automotive exotica are not what they were. Traditionally selfish devices, aimed at those who preferred to enjoy their pleasures in isolated splendour. Hence the requirement for additional perches not being terribly high on the exotic carmakers’ priority list. However, a gap in any market simply begs to be filled and Ferruccio Lamborghini was not an individual to Continue reading “Toro de Lidia”
Pininfarina’s 1973 take on the seminal Jaguar saloon wasn’t their finest hour. But while it served to highlight a fundamental weakness in the Italian carrozzieri’s business model, it did lead to something more worthwhile.
For the Italian carrozzieri it was a matter of intense pride that no manufacturer was creatively off limits, even one with as strong and universally lauded a design tradition as Jaguar. Predominantly the result of one man’s exceptional taste and unswerving vision, the craftsmen of Piedmont time and again Continue reading “The Cambiano Connection”
Aviation’s loss was very much UK motorsport’s gain in the case of Frank Costin and Malcolm Sayer, twin pioneers of applied aerodynamic theory.
Britain’s motor industry may now be a pale shadow of its heyday, but it remains a centre of excellence in motorsport research, development and manufacture. Once derided by Enzo Ferrari as a collection of ‘garagistas’, the UK motorsport business rose to dominance by the ingenuity of visionaries like John Cooper and Colin Chapman, aided by gifted engineers, who could Continue reading “A Longer Read – The Great Curve”
The immortal ‘Frogeye’ Sprite appeared to be a typical example of British design ingenuity, but its roots may have lain further West: Kenosha, Wisconsin to be exact.
The compact two-seat sportscar wasn’t necessarily a British invention, but for a period of the twentieth century, the UK was arguably, its prime exponent. Hardly surprising, given Britain’s traditionally serpentine network of narrow undulating roads and a taxation regime which dictated lower capacity, longer-stroke engines of limited outright power.
We’ve been here before I know, but somewhat akin to the crossover CUV itself, this one simply refuses to go away.
Everything has a shelf-life, none more so than fashion items. Given their popularity with the buying public and the margins to be made upon their sale, compact crossovers have proliferated to an unsettling degree. So much so, it feels as though we are drowning in a CUV sea, whereas in fact they represent just a quarter of European new car sales.
We return to a fine retrospective of an automotive monument.
We have over the years at Driven to Write, presented long-form essays and articles in serialised form, partly in deference to our more time-poor readers, and from our own perspective, to help even out the schedule. However, we concluded that it might be pleasant to have the opportunity to revisit these pieces in the format to which they were intended – in full and unexpurgated form.
An anachronistic brute in finely tailored Italian couture, the 1968 Ferrari 365GTB/4 nevertheless successfully transcended its seemingly fin de siècle status.
Sometimes legend can act as a blind, obscuring an object’s true nature or broader relevance. This is especially true of the products of Maranello, prized for their speed, exclusivity, competition-bred spirit, and in many (although not all) cases, visual allure. The 1968 365 GTB/4 combines a good number of these traits, yet comes up slightly short on the pure aesthetic side of the equation. So why has it become amongst the most revered of the breed?
There are two main reasons for this. The first is that despite its somewhat brutish appearance, the Daytona as it was unofficially known, while no ravishing beauty, is nevertheless something of a handsome brute. Secondly, and of perhaps greater significance is that the 365GTB/4 was the last front-engined two-seater Berlinetta produced by Maranello for a good thirty years – indeed for a time, it looked as though it might have Continue reading “The Future of the Future Will Still Contain the Past”
Today we posit something of a counterfactual. What if Maestro had preceded Metro?
Picking over the bones of long dead car companies is one of the more futile pastimes one can engage in, but in the case of British Leyland, it’s irresistible. So many factors contributed to the British car giant’s demise however, that to single out one area is to grossly over-simplify the larger, more nuanced, and far more depressing picture.
A former Jaguar engineering director once told me that BL’s senior management were in his words, ‘not of the first order’ and given their respective track records, both during the latter stages of the BMH period, in the years leading up to BLMC’s collapse in 1974, and during the post-Ryder era, it’s difficult to Continue reading “Waiting For the Miracle”
“Heaven loves ‘ya, the clouds part for ‘ya, nothing stands in your way, when you’re a boy…”
David Bowie’s 1979 single, Boys Keep Swinging is perhaps best remembered for its somewhat transgressive music video, but lyrically it stands as a sneering subversion of contemporary masculine culture and male entitlement.
As Germany’s full-sized luxury GTs lurch further into decadence and creative atrophy, we appraise (and praise) a Lexus.
Heritage has become something of a double edged sword for carmakers nowadays. On one hand, it acts as emotional anchor for a marque’s visual identity, and employed with sensitivity and skill, lends a tremendous richness to what marketers might choose to describe as the ‘brand narrative’.
On the other hand however, the anchor analogy can also have a regressive influence, dragging the marque backwards, preventing designers from updating or reinventing a set of visual cues which may over time have lost relevance.
Here we go again. Another week, another dispiriting announcement from the Vierzylinder. The new 8-Series however represents a new low.
At least it isn’t an SAV: It’s doubtful BMW’s all-powerful marketers will employ this line in their advertising for the new 8-Series, yet it just might be the sales pitch it deserves.
A curious car to consider in terms of BMW’s stylistic nadir, you might argue, after all what could be bad about a suave, low-slung GT? However, it does not require much study to realise the full extent of BMW’s current styling malaise which is embodied here. Because quite frankly, if this is the best Adrian van Hooydonk’s design team can muster, the crisis at the Vierzylinder is indeed far worse than feared.
Better known for their two-wheelers as much as a range of small economy cars, the 1985 Suzuki R/S1 was pretty as it was bold. So of course they never made it. Or did they?
For a time during the mid-1980s, it really did appear as though the automotive future was being dreamt up in Japan. With the mainstream European carmakers for the most part mired in creative and technical retrenchment, not to mention chronic overcapacity (some things never change), the Japanese manufacturers had it seemed, invested wisely and emerged as a power to be reckoned with.
Certainly, this period proved to be perhaps the great flowering of Japanese creativity and ambition when carmakers demonstrated to their European (and American) rivals that there really was nowhere to Continue reading “Obscure Alternative”
Rolls-Royce has lost its design director, just weeks after launching its new Cullinan crossover. Coincidence?
It wasn’t earth shattering news, even if it was somewhat surprising. The most striking thing about it perhaps was its timing. But even allowing for that, the news that Giles Taylor abruptly resigned his design leadership position at Goodwood within weeks of a major new product announcement might not even have been particularly noteworthy, but for a number of rather more compelling aspects.
The first of course is difficult to miss. Indeed, some have suggested Cullinan can be seen from space, where we’re reliably informed, nobody can hear you scream. The vulgar monstrosity RR has unleashed upon the world in the form of this ‘high-sided vehicle’ has precipitated a high percentage of commentators, both of the professional and armchair variety giving Rolls-Royce a well-deserved critical lashing.
BMW hasn’t a brilliant track record with open two-seaters. As the Bavarian carmaker prepares its latest sports car salvo, we examine one of their better efforts.
Given its current status as a generalist manufacturer with an increasingly thin residual veneer of aspirant prestige, it is with some incredulity one recalls how thirty years ago the BMW range consisted almost entirely of three volume saloons of an athletic mien.
Not that the Bayerische Motoren Werke lacked interest in more, shall we say, emotive vehicles, but an innate conservatism, coupled to a weak financial position meant that apart from the 507 model (a low-volume halo car created entirely for the United States market in 1959), and 1978’s M1 supercar, BMW cleaved to what it knew best.
By the mid 1980s, with the carmaker’s fortunes and upmarket reputation burnished like never before, a growing sense emerged within the Petuelring that BMW’s ‘Ultimate Driving Machine’ credentials were not being sufficiently well served merely by selling emboldened 3-Series’.
The official line, as forwarded by research and development chief, Wolfgang Reitzle, was to push upmarket into Mercedes-Benz territory, where profit and image were considerably more abundant. Reizle advanced his preferred ‘sporting’ model, the technically dense and witheringly expensive range-topping, V12 engined E31 8-Series coupé. However, factions within Munich’s Forschungs und Innovationszentrum had other ideas as to the nature and form of an overtly sporting BMW motor car.
Here we go again: Citroën. New D-segment saloon. Dramatic new design. Ah, nice to see you again Dr. Pavlov.
At this week’s Automotive News World Congress in Turin, Richard Meyer, head of future products for Citroën reportedly spoke of the double chevron’s forthcoming D-segment saloon. Alluding to its “dramatic new design” Meyer told delegates, “The sedan will remain key in the automotive world, but Citroën wants to Continue reading “A Different Expectation”
In a week where we’ve been subjected to further SUV-related atrocities, we seek comfort in a UK debutante from Romania.
This week’s new offerings from Ingolstadt and the Petuelring are both in their way equally disgusting, each vying with one another to out-pummel and preen, their decadence only matched by a barrenness of spirit as depthless as it is vain. But confronted by a seemingly unending series of vulgar behemoths to emerge from their rocking cradles to slouch towards Bethlehem, where is the hapless commentator to turn?
Is ‘the ceremony of innocence’ drowned or merely drowning? Do we, horrifying as it seems, by mere mention of these heaving monstrosities in some way dignify them? It’s an appalling thought so let us therefore turn our horrified gaze away and Continue reading “Second Coming”
Not content with having laid out their stall for the next five years, FCA has further surprises in store.
Lancia is back! Driven to Write can reveal FCA’s secret plans to return the revered car brand to European and Chinese markets with five new models set to beat the established luxury elite at their own game.
While the mainstream press focused upon the Alfa Romeo and Jeep portions of FCA’s highly anticipated presentation last week, anonymous sources within the carmaker have revealed to us FCA’s bold plans for Lancia, encompassing as many as five new models to be introduced between now and 2022.
With the 2005 C-Airplay, Citroën aimed to re-introduce the notion of frivolity to the urban runabout. It never came to pass, but it just might have inspired something which did.
The problem with writing about cars is the often futile task of establishing and then sifting information with any degree of accuracy. I mention this as preface and by way of cowardly disclaimer. Whether this piece contains anything of merit, or is merely speculative fluff with which to Continue reading “Fun and Games for Sunday”
Sometimes it’s hard to ask for directions. The latest in a torrent of PSA news stories looks at to the carmaker’s underperforming DS brand, which has some troubling news to impart.
Earlier this week, Autocar reported that PSA’s prestige DS brand has discontinued both the slow-selling DS4 and even slower selling DS5 models. With combined sales of 17,484 for both car lines last year (a mere 5738 of which were the larger DS5), few will mourn their passing. However, should this fill you with a hitherto unrequited urge to Continue reading “Lighting Out For the Territories”
As Citroën reveals the European version of the C5 Aircross CUV, we examine its likely significance within CEO, Linda Jackson’s ‘people-focused’ double chevron reinvention.
Last week, Citroën announced the European debut of its new marque flagship, the C5 Aircross CUV, introduced to the Chinese market last autumn to help arrest the double chevron’s faltering sales performance; PSA citing sales of 40,000 units to the year end. A nice round sum.
PSA’s close links with Iran may have placed Carlos Tavares in an invidious position regarding his North American plans. We investigate.
One has to have some sympathy for PSA’s Carlos Tavares. Having taken the French carmaker from sick man to industry darling, of late, headwinds have been intensifying. A significant strand of Tavares’ Push to Pass strategy has been an expansion into Eastern developing markets, such as India and the CIS region – one which has been paying dividends, PSA posting a strong global sales performance in 2017, with over 3.7m vehicles made, a jump of 15.4% over the previous year.
But additionally, he’s promised a return of some form to the United States, from which PSA have been absent for almost three decades. It has remained unclear exactly how Continue reading “Tea With the Ayatollah”
Vittorio Ghidella presided over one of Fiat Auto’s rare periods of growth and prosperity. The 1988 Tipo exemplified his pragmatic approach, but all gains would become subject to the Fiat Charter.
Boom and bust appears to have been as essential a part of the Fiat charter as ill-judged facelifts. Periods of prosperity punctuated by blind panic when the balance sheet nosedived. In 1979, Gianni Agnelli appointed former engineer, Vittorio Ghidella to head the Fiat Auto division. The Turin carmaker was in desperate straits, emerging from the 1970s battered from the legacies of the ’73 fuel crisis and from labour disputes which threatened the future of the business.