Channelling an older, more illustrious vehicle, Ineos Automotive have shown first images of their upcoming Grenadier. Haven’t we seen you somewhere before?
“And did those feet in ancient time walk upon England’s mountain green?”
Classy yet classless. Both of the land, yet above it, the Land Rover Defender, within these islands at least, inhabits its own unique orbit. It’s a name which elicits certain qualities – of no-nonsense, robust self sufficiency, of capable and practical professionals, like country vets, tree surgeons, utility providers, coastguards. That’s certainly the image its makers chose to project, speaking to fond notions of national identity, everyday heroism, practicality and fundamental decency which have been enduring traits of that increasingly peculiar country collectively called Britain.
In production for the best part of 70 years, although it had in fact been refashioned many times, the Landie, over its lengthy and productive life became a potent symbol of something inviolate, unchangeable – like Dover’s White Cliffs. In today’s febrile shared-media environment, vehicles like the original Defender (alongside G-Wagen, Jimny and Wrangler) are fetishised – raised aloft and hailed as archetypes – images of authenticity amid a world increasingly laced with fakery and contrivance. Continue reading “Landfall”
The mid-point of the 1960s truly represented peak-coupé. It was all downhill from here.
Anyone with a shred of understanding for the art of automotive design will readily acknowledge the difficulty of dealing with a limited palette. When it comes to small footprints, the problem is acute, given the architectural strictures imposed. Anyone therefore confronted with Fiat’s 1964 850 berlina would probably have been rather dubious about the carmaker’s ability to craft a comely GT variant from such humble and let’s be fair, unprepossessing underpinnings.
Notwithstanding the above, it’s relatively inconceivable that the resident Torinese carrozzieri, well adept at crafting silk purses from base material, didn’t at least throw their putative hats into the ring in the wake of the 850’s announcement, but it appears that Fiat was determined to Continue reading “Cambiare la Moda”
Plus ça change… Bentley introduces a more heavily revised Bentayga than previously imagined. It’s both better and worse than before.
Successful products tend to be characterised by a number of factors: A fitness for the intended purpose, a sense that their intrinsic qualities are worth the outlay, and an essential honesty to their form, position and remit. Bentley’s Bentayga SUV has been a commercially successful product for the desired British luxury carmaker, with over 20,000 built since its less than rapturous introduction in 2015. Certainly the Crewe-based carmaker’s press release makes much of it being the market leader in its sector, but given that Bentley trades upon exclusivity, one must question whether this is something necessarily to boast about?
It’s been a while we’re heard from him, but despite the current crisis you certainly cannot accuse Mr. Wagener of sitting on his hands.
What if: Like you, I recognise that the job of design leader or Chief Creative Officer in this instance involves a certain amount of blue sky projection. An implicit understanding that design in its purest, most elemental form ought to Continue reading “Dreams Take Flight”
A review of the automotive week ending 26 June 2020.
Half the year gone already and not a child in the house washed. But as this little pocket of the world gradually and carefully opens back up, the broader European motor industry too is doing its level best to pretend this crisis never happened, catching up on all of those product launches inconveniently delayed by the dreaded virus.
Not that recent global affairs have had much impact upon Haymarket Publishing’s storied automotive weekly, where fairies and unicorns continue to flit merrily, social distancing notwithstanding. Monday therefore saw Autocar online report (and not for the first time either) upon the possibility that Jaguar might Continue reading “Newsgrab”
As inevitable as death, taxes, and global pandemics. What’s that? Ah yes, Jaguar’s in trouble again. Haven’t we been here before?
An automotive reckoning, long-postponed, now seems imminent. We of course should have had it long ago, and had the surging Chinese economy not mopped up all that excess capacity over the past decade or so, we would be talking about a rather different automotive landscape today.
But not only did the Chinese Crouching Tiger to some extent help prop-up otherwise floundering businesses (and certainly, one could point to Groupe PSA’s remarkable resurgence being in no small part aided by Dongfeng’s largesse), it also made a significant contribution to a lopsided industry model with an over-reliance upon high-end, luxury products.
It isn’t wildly hyperbolic to suggest that Jaguar Land Rover’s post-2010 successes were to a very large extent a product of Chinese market forces, and if anyone doubted that, one only had to Continue reading “Number Nine Life”
Even before the C-19 pandemic swept away all previously held norms and nostrums, the motor industry had been undergoing something of a shakedown on a number of levels. Old orders were either tumbling or at the very least teetering on less than solid foundations, as customers voted, as they are prone to do, with their credit scores. Amid those sectors experiencing that unmistakable sensation of cold steel upon the nape of their necks was the upmarket-brand, rear-wheel-drive close-coupled sportive saloon.
Citroen introduces its first “Non-Conformist Mobility Object“. Well, its first in decades. Is this a glimpse into the future?
Despite being embroiled in perhaps the largest and most complicated merger/acquisition in automotive history, Groupe PSA, under the current leadership of Carlos Tavares, appear to be one of the few European automakers who are taking what at least appear to be the decisions that matter. And as the worst of the current C-19 wave recedes for much of Europe at least, it’s becoming increasingly apparent what those are likely to be.
One can of course argue the toss over the value or logic in PSA merging with Fiat-Chrysler (and yes, we all know the basic rationale), there is little doubt that such a move will in the fullness of time, prove either to have been a masterstroke of suitably epic proportions, or the petard upon which Mr. Tavares will eventually Continue reading “Paradigm Shift”
The image you see here is taken from a 1982 brochure prepared by Publicis Conseil (Renault’s long-standing communications and advertising agency) for Ireland’s then distributor, Smiths Distributors LTD, who also assembled Renault 4s in Co Wexford for the Irish market. More a pamphlet than a brochure, it nevertheless provided a well-produced and reasonably comprehensive overview of what the nationalised French carmaker had to Continue reading “Photo For Sunday : La Gamme Complète”
The new electric 500 is now available to order. Sorry, how much?
While its FCA parent continues to negotiate the necessary regulatory hurdles around its forthcoming nuptials with Carlos Tavares’ Groupe PSA, life, while somewhat interrupted these past couple of months, rolls inexorably onwards; this week with Fiat announcing, a month ahead of schedule, the fixed roof version of its new fully electric 500e.
Built on, it’s said an all-new dedicated EV platform, the new generation of Fiat’s evergreen sub-compact was first shown in early March in convertible form, with a forthcoming 4-door model (Autocar says) still a remote possibility. Intended to have made its physical debut at the Geneva motor show, the advent of the viral pandemic and the ensuing shutdowns ensured that it, like so much of Geneva’s fare was lost amid more pressing health-related concerns.
The Spanish word for fire, the Renault Fuego was somewhat unusual in 1980 in that it was in receipt of a name rather than a numeral. The nationalised French carmaker’s numerical system, which had been in place since the ’60s was already showing signs of unravelling, but would take almost another decade before being abandoned with debut of the Clio in 1990. This made the Fuego something of an outlier in the range, a status the car maintains to this day.
There appears to be a fairly broad consensus (outside the Forschung-und Innovationszentrum at least), that brand-BMW has, from a visual perspective in particular, lost its way. It isn’t today or yesterday that this has occurred and it certainly isn’t as if we haven’t already commented at length upon it, but to suggest that Adrian van Hoydoonk is presiding over a loss of face which brooks no retrieval is these days hardly an exaggeration.
Concluding our brief overview of Citroën’s epochal GS.
In 1970, the European motor press voted the GS its car of the year. The award, Automobiles Citroën’s first ever European Car of the Year award, was formally presented in February 1971 to Pierre Bercot’s successor as Director General, Raymond Ravenel in the Hilton Hotel in Amsterdam.
Bernardo Bertolucci’s 1970 Franco-Italian feature film, The Conformist is billed as a cinematic masterpiece. Set during the 1930s fascist-era Italy, its themes of politics, betrayal, and psycho-sexual guilt, framed within Vittorio Storaro’s lavish cinematography remain as provocative today as they were when first screened in cinemas half a century ago.
An Urban Explorer makes a break for the coastline.
Life has been of late, more than a little, shall we say, constrained. Not that I’m necessarily complaining – it’s for the greater good and after all, matters could be a good deal worse – but from an automotive perspective, thus far, 2020 has been something of a damp squib. All this being so, one takes what thin gruel that comes one’s way.
The 2007 XJ facelift was tasteless as it was expedient. But there are things we can learn from it.
Let us get one thing abundantly clear before we progress. Designing Jaguars is fiendishly difficult and if you doubt this for a moment, try it. Therefore anyone who makes a decent fist of the craft deserves credit rather than opprobrium. Having said that however, there are a few strictures a Jaguar designer ignores at his peril – the primary one being a matter of discernment.
There is a very simple process one can perform: I call it The Sir William Test. It’s quite simple really. When presented with a problem of a stylistic or creative nature, the Jaguar stylist should Continue reading “Introducing the Hard Line”
As a companion piece to this week’s profile of Mercedes’ W203 C-Class, we’ve chosen to re-run this article, which originally appeared as part of DTW’s Facelift theme on 2 July 2014.
As I’m sure I don’t need to point out to you, dear readers, when it comes to the subject of facelifts, not everyone cleaves to the Partonesque ideal. Because while the tuneful Tennessee songstress has clearly invested wisely upon her augmented visage, others have fallen rather messily at the wayside. They know who they are.
The Millennial Mercedes C-Class is not a car that lives in the memory. It’s far too inconsequential for that.
Like all inversions, the decline of Mercedes-Benz didn’t occur overnight. Its slide was glacial at first, before gradually and inexorably picking up speed as gravity took hold. Gravity isn’t an adjective which immediately lends itself to the model line we are retrospectively appraising today – a car which can perhaps most charitably be described as inconsequential.
Giugiaro’s favourite. Popular too with over 4.5 Million owners, the Panda was as good as it was clever – but was it great?
The most significant designs carry within them an essential seam of honesty – call it a fitness for purpose, if you will. This was especially apparent at the more humble end of the automotive spectrum; cars like the Citroën 2CV and BMC Mini bear eloquent witness to a single-minded approach to a highly specific brief. And while some of the more notable utilitarian cars appear to have taken an almost anti-styling approach, they were for the most part, sweated over as much as anyone’s carrozzeria-honed exotic.
Fiat’s original Panda is a case in point – appearing to some eyes as being almost wilfully unfinessed upon its Geneva show debut in 1980, it was in fact not only the brainchild of some of the finest creative minds of its era, but probably the final product from a mainstream European carmaker to Continue reading “Anima Semplice”
A photo for Sunday: A DTW icon in an atmospheric setting.
If one must be confined somewhere, there are worse places to reside than the picturesque Co. Cork harbour town I increasingly call home. Owing to matters which surely don’t require elaboration under current circumstances, I have been spending considerably more time in the anteroom to the Wild Atlantic Way than strictly intended at the start of the year. Still, one makes of things what one can.
Everything looks better against a decent backdrop, and while the Volkswagen Golf really does personify the term ubiquitous, there was something about the quality of evening light, combined with the timeless silhouette of the fourth-generation model that caused me to Continue reading “Dock of the Bay”
Daihatsu’s abortive 1991 MX-5 fighter. Could it have been a winner?
It could be said that the arrival in 1989 of the Mazda MX5 was the catalyst, but in reality, it was part of a movement which had been building for some time. Ever since the compact, lightweight open two-seater had been relegated to the outliers of the specialist carmakers, the enthusiast press began agitating for a mainstream roadster revival.
Today, we venture outdoors, virtually speaking, to take the air in Ascona.
It’s probably fair to say that for most of us, the notion of escape is currently a seductive one – particularly to somewhere sparsely populated, picturesque and relatively pristine. Alpine vistas loom large in the imagination, perhaps somewhere akin to the attractive Swiss resort of Ascona, as pictured above.
When DTW was in its first flush and Mr. Kearne’s dipsomaniacal tendencies hadn’t drained the coffers entirely, Places formed one of our monthly themes, and amid the varied offerings from DTW’s writers that month, we considered Ascona and its (probably tenuous) relationship to the Opel saloon model series of the same name. Continue reading “A Sense of Place”
A selection of news stories from the week ending 25 April 2020.
When the current viral unpleasantness began to take effect, a swift (and entirely virtual) meeting took place with Driven to Write’s editorial team (such as it is), where it was agreed that the site would, for the time being at least, offer a C-19-free zone to our readers. After all, there’s enough catastrophe out there in the world, is there not?
The 9-4X arrived too late to save Saab. But could it have done so?
When General Motors acquired Saab, they were not taking control of a healthy, thriving carmaker. Saab was already losing money and furthermore, required massive investment. It’s clear that GM made many mistakes over its stewardship, but perhaps the most glaring of them was (and GM were by no means alone in this) a growth policy which placed speed and market presence over quality of execution.
Having spent vast sums of money acquiring European prestige car brands, General Motors, like their Dearborn rivals saw expansion as the favoured route to Continue reading “Late Reprieve”
Those amongst you who know me will recognise my propensity to repeat myself, so if you have heard this before, well, the only solace I can offer is the assurance that there will be another (better) article tomorrow.
Growing up in an Irish backwater – (Cork was very parochial in the 1970s) – was a pretty meagre affair. Mostly I remember the rain. It was always raining. And while we weren’t badly off, there was little in reserve and even less by way of indulgence, frippery or delight. Belts were worn tightly. String was saved. Even the biscuits were of a distinctly penitential nature. Continue reading “Cat-tivated”
Britain has always enjoyed a somewhat elastic relationship with both the land itself, and those who both own and administer it. Pivoting from forelock-tugging deference to bland indifference during the short years of relative social equality, the more recent austerity-era saw a shift back towards a renewed hunger for the certainties of the established social order – a matter which has been reflected to some extent with the rise of that automotive marker of social (and physical) superiority – the SUV.
Few vehicles personify landed gentry quite like the Range Rover. But to call the original version an SUV is really something of a misnomer. A car designed for the affluent farmer/landowner, hitherto forced to Continue reading “Class Act”
Carrosserie Hermann Graber came into being in the early 1920s, providing coachbuilt bodies for a wide range of mostly upmarket carmakers, amongst which were such illustrious names as Bugatti and Duesenberg; Graber quickly establishing an enviable reputation for elegance of line and craftmanship at his studios in Bern, Switzerland.
Having clothed a number of their chassis’ at customer request, Graber obtained the distribution rights for the British luxury carmaker, Alvis in 1953. One of these was a rakish and well proportioned two-door design, which so impressed Alvis management that a modified version was produced in the UK and became the Red Triangle’s sole offering between 1958 and the cessation of carmaking in 1967. Continue reading “Swiss Account”
In 1970 Triumph had a decade to live. Two cars combined that year to bookend its saloon swansong.
It wasn’t apparent at the time, but 1970 marked the close of Triumph’s expansionist ambitions, and the beginning of its fall. Not that the fortunes of the carmaker prior to its undignified end under British Leyland had exactly been characterised by unbroken success – quite the contrary in fact. But for one short decade, the name of Triumph burned brightly before being snuffed out through a combination of self-harm and corporate politics.
Following their 1960 acquisition of the Standard-Triumph business, Leyland Motors invested heavily in the Triumph marque, rendering the Standard nameplate to the history books. Amongst the most significant fruits of this investment was seen in 1965 when the compact and technically sophisticated front-wheel drive 1300 (Ajax) saloon was introduced. Continue reading “A Step Back”
Throughout the 1960s, US carmakers enjoyed unprecedented prosperity, with a buoyant domestic market, cheap, plentiful fuel and a customer base who had wholeheartedly bought into the concept of plenty – at a superficial level at least. Because beneath the giddy headline figures, sales of imported cars were giving the movers and shakers of Detroit serious pause.
The Lancia Trevi is an unusual car, not simply because it was and remains an intriguing one to behold. For one thing it may well be the only car that began life as a fastback saloon (with a separate boot compartment), and ended it as a three-volume version. There have been innumerable saloon from hatchback conversions (and vice-versa), but a saloon from a saloon?
It’s clear that the Trevi was a stopgap. By right, Lancia should have readied an all-new replacement by then, but that failed to materialise. Of course lengthy production runs were by no means unusual either for Lancia or within the sprawling Fiat Auto grouping they had become an unwilling hostage to. Couple this with a crisis both of confidence and managerial competence which afflicted the entire Fiat Auto group in the wake of the 1973 oil embargo, to say nothing of Fiat’s inability to Continue reading “Fontana a Tre Vie”
Good news for a change. Honda is switching back to rotary dials, Autocar reports.
It has been something of a Driven to Write hobbyhorse to not merely bemoan, but berate carmakers about the dereliction of responsibility they have for the people who variously operate their products. I speak of the wholesale refutation of years of ergonomic and haptic research into the user-functionality within vehicle cabins by the adoption of touch-screen interfaces.
There is little doubt (and even less evidence to the contrary) that the widespread and still-growing use of touchscreens is occurring primarily due to matters of fashion and cost – it now being both cheaper and easier to Continue reading “Limiting Screentime”
If one was to carry out a poll amongst Lanciaphiles as to the quintessential model in the storied marque’s history, there is likely to be a certain amount of heated debate. While some might cleave to the innovative and undoubtedly influential Lambda of 1922, it’s probably more likely the Aurelia would garner the majority vote.
Borgo San Paolo’s 1950 entrant was Lancia’s first genuinely new product of the post-hostility period, replacing the emblematic Aprilia, which ceased production the previous year; the latter model itself a ground breaker in design terms mating fully independent suspension, a narrow-angle V4 engine and pillarless construction within an aerodynamically streamlined, stressed bodyshell.
The Aurelia was intended as a larger, more refined car, aimed at the affluent owner-driver. Italy was for the most part impoverished and war-torn from years of conflict by the close of the 1940s, with large swathes of the population who could only dream of car ownership, but there remained a base of professionals, wealthy industrialists and titled nobility who could Continue reading “The Aurelian Way”
50 years old this year, the Datsun 100A takes a bow.
Here on the pages of Driven to Write, we have spent a good deal of the recent past discussing aspects of the Toyota marque and its associated brands. Not so however with regard to its once great rival and commercial antagonist, Nissan.
Upon its introduction to European (and US) shores, Nissan cars were sold under the Datsun brand name, for reasons which aren’t entirely clear, but probably pertain to marketing considerations. For Datsun, then an almost entirely unknown brand, their breakthrough motor car arrived in the envelope of the 100A Cherry, a compact front-wheel-drive supermini.
The Renault 9 was considered blandness personified. But not all the design proposals were.
Occasionally, when one is presented with a rejected concept for a well-known car design, one experiences a frisson of regret, a sharp sense of opportunity missed. More often however, one is reminded of the essential rightness of the production concept chosen. But once in a while, one finds oneself staring in disbelief, wondering what were they thinking? But let’s not Continue reading “Over the Rainbow”
In 1976, Renault introduced the 5 GTL, a version of France’s best seller which was intended to appeal to more economy-conscious customers. Powered by a detuned version of the 5 TS’ 1289 cc engine, it was a low-revving, relatively unstressed power unit, aimed at reducing fuel consumption – in a rudimentary manner perhaps, predating BMW’s more elaborate attempts at achieving a similar goal with their ETA engine programme the following decade.
Thousands of motorists owe their lives to one man’s quest to design safer motor cars. We pay tribute to a engineering pioneer.
The Mercedes-Benz legend was built on principles of engineering excellence; its reputation founded upon the work of legendary engineers, names which include Fritz Nallinger, Josef Müller and Rudolph Uhlenhaut. However, there is another name – one to whom every motorist ought perhaps to say a silent prayer of thanks – that of Béla Viktor Karl Barényi, engineer, inventor, known to some as the lifesaver. Over a lengthy career, primarily at Mercedes-Benz, his innovations led to more than 2500 patents, some of which have gone on to save countless thousands of lives.
Born in Hirtenberg near Vienna in March 1907 to one of Austria’s wealthiest families, Béla Barényi grew up amid the dawn of the motor car. Automobiles were a part of his life from an early age, his family owning an Austro-Daimler, which he is said to have adored. But fate and geopolitics would change his life dramatically, the combination of the Great War (in which his father was killed) and the ensuing depression which saw his family’s fortune dwindle, meant he was forced to Continue reading “Der Lebensretter”
In a week where the massed ranks of the world’s motor business and the press pack who report upon them were to have crammed themselves into three preview days at Geneva’s Palexpo, they have instead been required to Continue reading “Farce Majeure”
“Deep assignments run through all our lives. There are no coincidences.”
“The car crash is the most dramatic event we are likely to experience in our entire lives apart from our own deaths.” J.G. Ballard
As any automotive marketer will be at pains to remind you, there is nothing sexy about safety, because as we’re repeatedly told, the customer simply doesn’t want to know. This being so, it’s relatively unsurprising that few carmakers have made their fortune or reputation by reminding buyers of the mortal risks they run every time they Continue reading “Always Crashing in the Same Car”
A Minor Matter. First-hand experience of Issi’s magnum opus.
For reasons which were for the most part, monetary in nature, I have found myself being the final owner of a number of cars which have entered my care. This is not a particularly comfortable realisation, and might lead the casual observer to a misapprehension that I have not been the most careful of keepers, a matter I would take issue with. In truth a good many of these vehicles were far from their first flush of youth by the time they entered my sphere of influence and try as I might, I fought an often losing battle to Continue reading “Such A Small Love”
Concluding DTW’s exploration of the 1959 Mini and its enigmatic creator.
Leaving to one side matters of the ADO15 programme’s viability, or the product planning skills of BMC’s chief executive, there is also the matter of the subsequent account given by Issigonis when he informed Sir Leonard in no uncertain terms that “he was mad” to build the car on the basis of the prototype he had demonstrated. However, given that Alec, (like most people) was somewhat in awe of BMC’s kingpin, it’s difficult to take him entirely at his word. Furthermore, Issigonis’ secrecy, single-mindedness and formidable ego would likely ensure nobody else got their hands on his baby. He is also believed to have doggedly refused to Continue reading “Dawn of the Iconoclast (Part two)”
The Mini is one of the most ingenious, most innovative cars ever, but is also one of the most maddeningly inconsistent. In this two-part essay, DTW considers both icon and author.
The problem with icons is that often their venerated position can act as a shield against scrutiny, an insuperable barrier to unsentimental analysis or critique. How after all does one approach one of the most significant motorcars of all time objectively, without skirting the boundaries of iconoclasm?
“The stuff of which dreams are made”, said the advertising copy in 2010. Ten years on, is the dream over for Alfa Romeo’s Giulietta?
Some matters in life are immutable. The changing of the seasons, Elon Musk’s twitter-happy thumbs, General Motors in retrenchment, Alfa Romeo in crisis. Because in an automotive landscape where virtually every once-certain nostrum seems on the cusp of being upended, the embattled Italian heritage brand nowadays appears an almost reassuring presence as it continues to tear at its own hem.
Certainly, that time-worn cliché suggesting that the darkest hour is just before dawn holds little succour for the Biscione of Milan, given that for Alfa Romeo, dawns have been about as frequent as they have been false. But even taking all this into account, the screw appears to be taking a further turn.
Last week, a number of news outlets reported that having already seriously scaled back production of the Giulietta hatchback at FCA’s Cassino plant, the decision has been taken to Continue reading “Dreams Made Flesh”
More MINI-based shinanigans. With added Gallagher brother-based goodness.
As a writer, it’s an endless struggle finding new ways of saying what is broadly speaking, the same thing. We are forever seeking an angle, or equally, a framing device, either as a way into a story, or a means of bookending it. This is all the more challenging for the relatively short-form (and I emphasise the term relatively) articles which tend to feature upon these esteemed pages.
Certainly, this author frequently struggles with form, almost as much as he does with content – or context for that matter. I say this by way of explanation for the somewhat conceptual approach taken in today’s reissue. Writing a drive piece on the R50 MINI (the first generation of the BMW re-casting) proved a bit taxing, hence the shoehorning of Britpop stalwarts, Oasis as something of a running gag throughout.
Profiling the R129 Mercedes SL – the silent sportscar.
There is little question that successive generations of Mercedes-Benz SL would never have come into being without the patronage of the more affluent and socially aspirant United States car buyer. After all, there simply wasn’t a sufficient market for such wilfully indulgent fare in the old world – nor available spaces one imagines on the car-train to Sylt. Also beyond doubt is that by the close of the 1980s, the SL had become the automotive marker of choice for those who really wished to Continue reading “Quiet Confidence”
Rover’s great aunt marks her 70th. Time to pay our respects.
Reputation can be make or break. Whether it be gained through dynamic prowess, stylistic excellence, or for other, more negative traits, once it has been established, there is little chance of a well orchestrated perception being altered. Certainly by the time production finally ceased, the image of the Rover P4 as stuffy, outdated and overtly conservative had been broadly codified in the consciousness of the press and thereby the public. But it wasn’t always thus.
By the outbreak of the second world war, the Rover motor company was established as the purveyor of finely engineered, upmarket driver’s cars of quality and bearing, favoured by the establishment and by what might have been termed, the professional classes. Dignified, conservative, but by the time hostilities had ceased, somewhat old-fashioned in design and execution.
We travel to Cortina – by Cortina. In a manner of speaking.
Back at a time when both the world and DTW was young, we had the time, imagination and intellectual bandwidth to employ a monthly theme, a literary device which would both inform the site’s content over the period in question and serve as something of a creative spur to the writers. And spur it did, garnering innumerable articles on subjects both diverse and arcane – many of which I would urge you to Continue reading “Regina delle Dolomiti”
Nothing can be maintained indefinitely – even the most successful careers eventually end in failure. In 2017, when a drop in Volkswagen Golf sales was reported, it was viewed as an aberration, a blip in a broadly upward graph. However, just three years later, the realisation is dawning that the Golf as we know it not only has peaked, but is in serious decline.
Skipping around the Italian coastline – it’s well for some. Sometimes.
For Europeans, the idea of driving the Amalfi coastline on Italy’s South-Western flank is akin perhaps to driving West on Sunset Boulevard – suffused with impossibly romantic imagery culled from literature, music and film. At the very least, it would afford one’s passengers, if not the driver, with some rather memorable vistas – and in the right car, under the right conditions, a nice suntan.
An Italo-American curiosity receives a broad DTW brushstroke.
Some cars emerge into the world fully formed, and regardless of where one lands upon their aesthetic merits, defy the facelifter’s scalpel, or indeed much in the way of subsequent enhancement. In stating this, I must add, I am not suggesting these cars were never the subject of facelifting exercises, more that perhaps they really ought not to have been.
We conclude our history of the last Grand Prix race staged in Ireland.
As we rejoin the story of the 1938 Cork Grand Prix, the drivers come to terms with the circuit, the unprecedented levels of public interest and the task of setting a pole-setting time.
Wednesday practice saw French ace, Réne Dreyfus set a provisional fastest time of 4.4 minutes, despite his poorly-running Delahaye. At the time, teams concocted their own unique witches’ brew of hydrocarbons to fuel their racing engines. Most employed combinations of methanol and ethanol, acetone and even small amounts of water. Teams would often jealously Continue reading “Racing Green – (Part Two)”