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)”
“A spectacle of speed and excitement which Ireland may not have the opportunity to see again…”
It was still dark as they began to gather along the roadway, past the newly erected grandstands, all the way back towards the hairpin at Victoria Cross. As the fading moonlight reflected upon the surface of the river, the people of Cork arrived on buses, by bicycle or on foot as dawn slowly broke across the Lee Fields. In the half-light, amid the red glow of the men’s cigarettes and the hushed voices of the spectators; their breath coming in wisps in the chill morning air, they waited for 6.00 am practice to commence.
Neither Carrigrohane, nor Cork itself had ever seen the like of it.
In this part of the world, people are not particularly au fait with the concept of ambiguity, tending more towards the literal approach. So in the proud city of Cork, should a resident Continue reading “Racing Green – (Part One)”
I’m not going to mince words here. I didn’t much care for the outgoing Nissan Juke. I say outgoing only insofar as I was vaguely aware that a replacement was imminent, but its introduction some time last Autumn rather passed me by. I find this realisation somewhat disquieting, given the amount of time I expend or otherwise squander appraising myself of the ifs, buts and maybes associated with the European automotive industry.
But anyway, it seems the Juke has been replaced – a realisation that gradually dawned earlier this week while innocently attempting to Continue reading “Jukebox Jury”
Actions have consequences. The Irish car market is unwell.
It’s about three years since I wrote one of these analyses. Back in 2017, when I last did so, the side-effects of Britain’s referendum decision had yet to filter through in any meaningful way. However, some three years later the effects are plain to see. Because despite being outwardly one of the better performing EU member-states of late, the Republic of Ireland’s economy has been hobbled, without Britain having left the EU at all.
Amongst the sectors adversely affected, the car market is amongst the most apparent. Having been on a steady post-crisis growth curve up to 2016, with deliveries that year of 146,672, car sales have bucked more favourable economic trends, aligning closer with Sterling’s value against the Euro – a state of affairs resulting in a significant fall in new car sales with all the resultant knock-on effects that brings. Continue reading “Drowning By Numbers”
Among the many reasons why a car company might come into being, matters of geography are not always the primary rationale. However in this particular instance, both they, and geopolitics played a highly significant role. During the 1930s, German territorial aggression became an existential threat to Sweden’s long-treasured neutrality, prompting the government to develop an independent air defence force, not so much to repel possible invaders it seems, but to make any such invasion more difficult and expensive to implement.
The development of a home-developed aircraft therefore came about from the unsuitability of bought-in hardware, and as hostilities became inevitable, the inability to Continue reading “North Star”
Amid these two broadly similar, yet so different Islands, ideals of propriety were for some considerable time, strictly constrained. In Fifties Ireland for instance, this was a task enthusiastically carried out by the Church, who policed matters with an iron will. Across the channel in post-war Britain, the repressive atmosphere was a little less orchestrated, but no less restrictive. There, the engrained social stratifications of money and class were for the most part sufficient to keep people firmly in their place.
Within such an environment, anyone who exhibited the temerity to step outside of decorous norms opened themselves up to a fearsome backlash. It therefore took bravery and perhaps no small portion of self-confidence to Continue reading “Conduct Unbecoming”
Our first (for 2020) look at the current stories that matter. To us.
As the motor industry gears up for the first (and possibly most significant) motor show of the season, powder is being for the most part kept snug, warm and dry. However, 2020 is shaping up to be a pivotal one for European carmakers as European Union-imposed emissions regulations begin to take effect. It’s likely that this, and the industry’s response will define the coming year, for better or in some cases, for worse.
Which of these two states this week’s announcement from Bentley Motors represents is reliant upon a number of factors, not least one’s viewpoint. The Crewe-based luxury carmaker’s own impressions can be gleaned from their website thus; “The Mulsanne, with its understated elegance and phenomenal power, remains Bentley’s consummate saloon. It is the purest expression of luxury and performance.” Continue reading “NewsGrab”
The mysterious power of the Bugatti nameplate has over the years, led a significant number of individuals to part with often huge sums of money, often to little lasting effect. In addition, the carmaker’s legend comes freighted with tales of hubris, stark reversals of fortune, suicide and accidental death. It is therefore, with some caution that one ought to approach the fabled name so intrinsically linked with speed, glamour, elegance, indulgence, and the town of Molsheim, Alsace.
We therefore return to the unbodied Type 64 chassis and the stark dilemma it posed for new owner, Peter Mullin. Firstly, given that the chassis itself won a best in show award at Pebble Beach in 2013, it was considered the utmost vandalism to cover it with a body, especially so many years after its creation. But having convinced himself that it would be appropriate to Continue reading “Body of Evidence (part 3)”
Reanimations are nothing new when it comes to Bugatti.
Just because Ettore Bugatti could be accused of the sin of hubris, doesn’t necessarily mean his ending was neither poignant nor salutary. The demise of the Bugatti car business proved to be a somewhat convoluted one in the final analysis, complicated by the fact that Ettore had essentially been locked out of Molsheim since the bitter disputes of the mid-1930s.
As a companion piece to yesterday’s Bugatti article, and its forthcoming episodes, we go back into the archive to an article from DTW co-founder and onetime writer, Sean Patrick, examining perhaps the most glamorous vehicles ever set to hand-beaten metal.
While we can perhaps look at some of them now (like the Delahaye pictured above), and baulk at the profligacy and sheer excess on display, we ought to ask ourselves – are we really any more evolved? I’m rather inclined to doubt it. But disregarding the more outré examples of the carrossier’s art, some of the most sublime shapes of all time emerged from their studios, which Sean’s piece from January 2016 documents, should you wish to delve further this Sunday morning.
It’s a dilemma that faces many car restorers. Does one strive for total originality throughout, or carry out a few subtle modifications. Many fudge the issue, adding a set of disc brakes here, or an alternator there – nothing that cannot be reversed or sneered at too loudly by the faithful. Others choose to Continue reading “Body of Evidence (Part 1)”
A curiosity from the early 1990s. It could only hail from Japan.
Of all the Japanese carmakers, Nissan was perhaps the most prolific and it must be said, daring of the purveyors of retro-flavoured designs. The Pike Factory cars, BE 1/ Pao/ S-Cargo and Figaro were not only highly successful halo cars wihin the Japanese domestic market, but lent the brand a degree of cachet which had perhaps previously eluded them. Having been once perceived as purveyors of mediocrity, Nissan now were on the very cusp of cool. Continue reading “JDM Oddities – 1994 Nissan Rasheen”
“This matter is best disposed of from a great height, over water”.
Amid a year of cinematic gems such as swords and sandals epic, Ben-Hur and Billy Wilder’s Some Like it Hot, Alfred Hitchcock’s thriller, North by Northwest might not have drawn as many cinemagoers, but if it wasn’t the auteur-director’s finest film, it was probably his most enjoyable. Starring an at-his-peak Cary Grant as the film’s suave but unsuspecting Mad Man, a diverting Eve Marie Saint as the requisite femme-fatale, combined with a strong supporting cast, a sharp, pithy script by Ernest Lehman and some of the best-known set-piece scenes in movie history, North by Northwest remains something to Continue reading “Anniversary Waltz 1959 – Neatness Is Always the Result of Deliberate Planning”
On one hand the formal limousine has always been a potent marker of social superiority, yet simultaneously a place within which to shield oneself from an often hostile plebeian gaze. After all nobody purchases, borrows or otherwise purloins a luxury saloon with the notion of hiding one’s ego from the madding crowd, one’s average plutocrat hardly being of the shrinking violet tendency.
This makes the design of the limousine something of a delicate balancing act. Serious enough to suggest material attainment, elegant enough to establish aesthetic discernment, yet sufficiently opulent to Continue reading “Ascendant Class”
“This morning, shortly after 11:00, comedy struck this little house on Dibley Road. Sudden…violent…comedy.”
As the 1960s drew to a close, centuries of hierarchy and forelock-tugging deference were under attack in class-riven Blighty. Television shows like The Frost Report saw a younger generation of university-educated writers and performers taking increasingly accurate potshots at a hidebound establishment who deserved every critical drubbing they received. The 1969 debut of Monty Python’s Flying Circus on BBC television therefore marked a watershed in what was deemed admissible for a primetime audience.
Owing a debt to the earlier Goon Show and Round the Horne radio formats, the Python’s anarchic, whimsical and often downright silly TV sketch series brought absurdist comedy into living rooms across the length and breadth of Britain, sending up authority and making household names of its creators – at least amidst those who understood, or at the very least appreciated its gleefully skewed logic. Post-Python, comedy would never Continue reading “Anniversary Waltz 1969 – I Didn’t Expect A Kind of Spanish Inquisition”