Sorry gentlemen, no lucite heels and garterbelts here, just painted metal and blanked out switches.
There can be a quiet sort of dignity in an austere car. Shorn of distracting embellishments, the observer has an excellent opportunity to judge the essential purity – or lack thereof – of the design in question. But there are limits to how far a manufacturer can Continue reading “Strip Club”
The Citroën Visa might have offended some Quai de Javel purists, but it still espoused enough of the marque’s unique character to be well regarded and fondly remembered.
The 1976 Citroën LN was unambiguously a stop-gap car, engineered quickly and expediently to give beleaguered Citroën dealers something new to sell. But Peugeot realised that Citroën also needed a proper supermini-sized contender to replace the ageing Dyane and Ami, and again looked to the 104 platform, this time the five-door version. Prior to their takeover, Citroën had been working on its own replacement (initially in conjunction with Fiat), codenamed Model Y (1). The Peugeot takeover ended that programme however, and the project, renamed Model VD, would now Continue reading “Family Breadwinner (Part Two)”
Following previous DTW incursions into Peugeot’s 104 series, we take a look at the T15 (or Samba, as it became better known).
I was sorting through a pile of old motoring magazines I found on a shelf in our box room the other day, when I came across an article in the w/e 24th October 1981 issue of Autocar which was the launch piece for “Talbot’s new T15 small car, called Samba in Europe”. I had purchased that magazine (and the others in the pile) on ebay over eight years ago while researching a series on the Triumph Acclaim which appeared on this site some time ago.
Otherworldly, at least as celestial an apparition as Roland Barthes’ depiction of its DS 19 forebear, the appearance of the new Citroën poleaxed visitors at its debut. Because in the Spring of 1970, nothing spoke of the now quite like an SM, although the Pininfarina Modulo, also shown at that year’s Geneva salon potentially ran it a close second.
The motorshow also presented Citroën’s public relations with their first tangible opportunity to gauge the public’s reaction to the new Quai de Javel flagship, but more to the point, to elicit the impressions of those who might be minded to Continue reading “New Frontier – (Part Ten)”
Although eclipsed by the hugely successful 205, the 104 was a highly competent design that served Peugeot and its sister companies well for sixteen-years.
Mention Peugeot Supermini in the company of car enthusiasts of a certain maturity and their minds will immediately turn to the 1983 205, the delightfully attractive, practical and sweet-handling car that, for many, was the definitive 1980’s B-segment hatchback. In 1.6 and 1.9 GTi form, it was also the definitive hot hatch. What is not as readily recalled, however, is the success of its largely forgotten predecessor, the 1972 Peugeot 104 and its PSA siblings.
Prior to the launch of the 104, Peugeot design was the very epitome of sober conservatism, with understated but well-engineered saloons and estates, and attractive but unflashy coupés and convertibles. The company had ventured into transverse engines and front-wheel-drive with the 204 and 304 siblings, but their conservative exterior appearance belied the engineering innovation within. The 104 would be the company’s smallest model and the first two-box design that was not an estate, but what was becoming known as a Supermini.
Except that, like the Fiat 127 that preceded it by a year, it was not a true Supermini in that it had a conventional boot-lid instead of a hatchback(1). Peugeot was, allegedly, concerned about the impact a hatchback 104 might have on sales of the existing 204 estate, hence the decision to Continue reading “Family Breadwinner (Part One)”
The news earlier this week that JLR cancelled its Jaguar XJ programme, believed to have been close to production-readiness was greeted with varying degrees of dismay by the commentator and enthusiast community. Many questioned the financial logic of taking such drastic action so late in the developmental programme, suggesting that such profligacy was madness.
Whether folly or expediency, it was certainly not unique, BLMC rather notably electing to cancel the Rover P8 programme at huge expense in 1971, for example. However, perhaps the most glaring and possibly the most financially damaging instance was that of Citroën, when in April 1967, President, Pierre Bercot took the decision to Continue reading “F is for Failure”
DTW continues the story of MG Motor and asks if things are finally coming good in Europe for the reborn marque.
The summer of 2016 must have been a worrying time for MG Motor and its UK dealers. The MG6 GT and Magnette had failed in the market and were discontinued, so the company was reduced to a single model, the MG3 hatchback. European sales of the MG3 were trickling along at around 250 a month, a level at which final assembly at Longbridge was not viable, so the model would in future Continue reading “Making Good? (Part Two)”
The silence was deafening, broken only by the faint hum of the ventilation system in Ford Motor Company Vice President Robert S. McNamara’s office. “Bob, you can’t really do that, can you?” uttered general manager Ben D. Mills after a few uncomfortable seconds. “You bet I can do it” was McNamara’s terse response.
McNamara had just announced that based on Lincoln’s dismal financial projections (and it had never made a profit since its inception) he had decided to recommend that the brand be terminated. It was only after a long and heated discussion that Mills, chief engineer Harold McDonald and executive engineer Harold Johnsson managed to persuade McNamara to Continue reading “Knocking On Opportunity’s Door”
Following its return in 2007, MG Motor was for years a marginal and faltering presence in the European auto market. DTW asks if the Chinese owned company is finally beginning to make a meaningful impact.
The final collapse of MG Rover in 2005 was an ugly, rancorous affair. It was also a long time coming. Since BMW disposed of its troublesome English Patient in 2000, selling it for a nominal £10(1) to the Phoenix Consortium, the company limped along with increasingly desperate attempts to reheat and repackage its ageing product line-up.
The most egregious of these was not the Rover Streetwise which, it could be argued, was simply ahead of its time, but the MG Express(2). Yes, MG Rover really did think (or was desperate to Continue reading “Making Good? (Part One)”
In the years immediately following the cessation of global hostilities, the pace of technological change accelerated massively. However, this rapid forward motion was particularly obvious in the aviation sector, especially following the advent of the gas turbine jet engine.
Muammar Mohammed Abu Minyar Gaddafi: dictator and terrorist to many, hero and martyr to others. The late Libyan ruler has been associated with many things, most of them of the unpleasant variety. But few could imagine the self-proclaimed brother-leader as a car designer. Yet colonel Gaddafi really did order the development of Libya’s first car, and had a considerable say in its styling and design concept, with the lofty aim of producing the safest car in the world.
Colonel Gadaffi named the car Saroukh El-Jamahiriya or Libyan rocket (once a military man, always a military man) and it was unveiled at a special summit of the Organisation of African Unity in 1999, organised to celebrate the 30th anniversary of the revolution.
Spring 1970, and for months now the prospect of a new high performance Citroën flagship has become something of an open secret amid the motor-press. A concerted proving programme by Citroën engineers has been completed, although the chosen name is something of a late in the day affair. Nevertheless, and regardless of what Monsieur le Président is said to have originally wanted, the SM is ready to take its bow.
The 1959 Triumph Herald was an innovative and pragmatic solution to a difficult problem. It was also surprisingly accomplished and deservedly successful. DTW tells its story.
In the latter half of the 1950s, the Standard-Triumph motor company was facing a potentially existential problem. The mainstay of its model range, the Standard Eight and Ten saloons, were ageing and in need of replacement. However, Fisher and Ludlow, the company’s body fabricators, had been taken over by BMC in 1953 and was under orders from BMC Chairman Leonard Lord to terminate the relationship with Standard-Triumph once existing contracts expired.
Dirty Great Volvos: Part one – which deals with a mid-seventies international affair.
When Henry Ford II came to town, he got noticed. And when he showed up in Sweden with his entourage of executives to have a look-see at how they made cars in Gothenburg, he, along with his Yankee-Iron cavalcade, caused quite a stir, enough to inspire a new Volvo.
Our Under the Knife Series travels to the Americas.
Body Dysmorphic Disorder, or addiction to cosmetic surgery, is no laughing matter. Those afflicted by it, such as American socialite Jocelyn Wildenstein are testament to the fact that one would be wise to Continue reading “The Old Bird’s Case Of BDD”
While there may have been some disagreement as to the conceptual nature of Citroën’s 1970 flagship, the matter of its appearance seems to have been more assured. Certainly, there are comparatively few observers who could cogently argue that the SM’s styling was not a success – indeed it remains probably the car’s defining feature – still a futurist marvel, despite a half-century having elapsed since its introduction.
Within Citroën’s Bureau d’Études the Style Centre was hidden away in an unkempt and dingy section of the Rue de Théàtre facility. Overseen by longstanding Citroën design chief, Flaminio Bertoni, he alongside his small team of fellow designers and put upon artisans would Continue reading “New Frontier – (Part Eight)”
The investment programme behind the 1991 Volvo 850 was the most important in the Swedish automaker’s history. Not only did it deliver an excellent car, it had a fundamental impact on the company’s future direction.
Despite its conservative appearance, which looked like a scaled-down and smoothed off 940, the 1991 Volvo 850 was the fruit of the Swedish manufacturer’s largest and most expensive ever investment in new models, so it needed to be good.
It was not, however, Volvo’s first foray into front-wheel-drive. That honour rests rather heavily on the 400 Series. First to launch was the 480 coupé in 1986, followed a year later by the 440 five-door hatchback and 460 four-door saloon. The 400 replaced the 300 Series, which Volvo had inherited as a largely completed design (the DAF 77) when it took over DAF’s car-making business in 1975.
In 1960, outside of a few shall we say, niche carmakers (and Citroën of course), front-wheel drive was still viewed as a somewhat unproven concept. Therefore, when Lancia introduced the front-driven Flavia that year, there was bound to have been some surprise amid observers, and maybe too, an element of scepticism, especially amongst Lancistas of a more traditionalist stripe.
It was after all, a significant technical pivot from Borgo san Paolo’s engineering orthodoxy, and one that was unlikely to have occurred had Lancia’s technical dial not shifted so dramatically by the appointment as engineering chief of Antonio Fessia. The good professor, technically gifted but single-minded in approach, was a staunch proponent of front-wheel drive and there can be little doubt that the Flavia was more attuned to his own ideals and orthodoxies than to Continue reading “Everything to the Front”
Choice, the holy grail of sales. Only sometimes too much is just that and those sales either fail to materialise or the product simply confuses potential purchasers. The story of the Vauxhall/ Opel ADAM bears witness to this.
In the early part of the twenty first century, the small urbane hatchback had quite the following, dominated by the Anglo-German MINI and Italy’s Fiat 500. Opel believed an opening in this hegemony could be prized, not only to take sales but also to revolutionise modes of customisation – targeting an increasingly younger (or maybe younger at heart) audience, employing capital letters to draw even more attention.
DTW continues the story of AC Cars up to the present day.
In the early 1970’s AC began developing an ambitious new sports car, the 3000ME. This was a GRP bodied mid-engined two-seater. The initial design work had been undertaken by Peter Bohanna and Robin Staples. Their prototype, called Diablo, used the engine and transaxle from the Austin Maxi. Not having the resources to develop the prototype for production, they showed it to both AC and TVR. Derek Hurlock, who was then Chief Executive of AC, was sufficiently impressed to Continue reading “Born Survivor (Part Two)”
From a six-decade perspective, it is difficult to gain a sense of where the carmaking firm of Automobili Lancia & Compagni was once positioned in the marketplace, or indeed an accurate breakdown of a typical Lancia owner. Hailing from the fringes of nobility to the more recent emerging middle classes, they tended to be affluent, cultured individuals who prized the finer things, but were not inclined to make a statement of it. Despite appreciating tradition and craftsmanship, they were not averse to bracing modernity either. But more to the point, they were prepared to Continue reading “Academic Revolution”
Technological breakdowns – there’s one Born every minute.
This cringeworthy yet humorous phrase uttered regularly by the character Carol Breer in the TV show, Little Britain reminds us of the fact that while computers may have given us countless advantages and convenience in every field you can imagine, when they malfunction or are not programmed correctly they can cause immense frustration. Computerisation in cars can be a source of aggravation too, as today’s subject shows, although an iffy digital onboard diagnostics system was not the only thing impeding the Volvo 480’s market chances.
The genesis of the 480 was 1978, when an internal Volvo project named Galaxy was initiated. By the early eighties the main stylistic direction was established and unexpectedly neither the design by Volvo chief stylist Jan Wilsgaard nor the proposal by Bertone was chosen to Continue reading “Computer Says No”
AC Cars is claimed to be the oldest motor manufacturer in Great Britain, having survived many near-death experiences over the past 120 years. DTW recounts its long and eventful history.
The company now known as AC Cars was founded in West Norwood, South London in 1901 by engineer John Weller and his brothers, with the financial backing of John Portwine, a friend of the Wellers and a successful businessman who ran a chain of Butchers in London. The Weller brothers launched their first prototype car, a 20hp open tourer, at the 1903 London Motor Show at Crystal Palace.
Although well received, Portwine considered the car too expensive and instead encouraged development of a three-wheeled delivery vehicle, launched in 1904. This was called the Auto Carrier, from which the company’s name would henceforth be derived. It was a notable success, with customers including Boots the Chemist, Associated Newspapers and the Goodyear Tyre Company. A four-seater passenger version called the Sociable was also offered. It was even adapted by the British Army as a munitions carrier, with a machine-gun mounted up front.
Every car, no matter how well wrought has an Achilles heel.
Like most aspects of historical record, the story behind the development of Maserati’s 2760 cc V6 engine for the SM is dependent upon whose account one believes, but its bespoke basis has by now been largely placed beyond doubt.
A primary stipulation from Quai Andre Citroën was for a compact and lightweight unit, physically no larger than their own in-line four. With the 114-series V6, the architectural layout chosen by Maserati technical director, Giulio Alfieri allowed these strictures to be met. However, this brought forth a number of structural and operational compromises – one in particular proving something of an expensive error.
Owing to the 90° included angle between cylinder banks, such engines were prone to uneven firing intervals and a lack of smoothness at certain engine speeds. The fitment of engine-driven contra-rotating balance shafts would have alleviated this, but was ruled out on cost and weight grounds. It was therefore decided to Continue reading “New Frontier (Part Seven)”
Not exactly ubiquitous in the UK when in production, this 1997 Toyota Camry was a welcome surprise.
I have mentioned previously that my rural backwater, while having charms aplenty to commend it, is not exactly a car spotter’s paradise. There are plenty of shiny and expensive new cars around, but few one might describe as interesting, esoteric or left field.
I have also mentioned my habit of heading for the remotest corner of public car parks in the hope of minimising the risk of picking up a parking dent or scrape. Pulling into my local supermarket car park this morning, my usual space was occupied by this Toyota Camry, an XV20 model manufactured between 1996 and 2001. Although a best seller in the US, the Camry barely made a dent in the UK sales charts, so it was an unusual and welcome sight.
In my opinion, this generation Camry was one of the very best in design terms, with a smooth, linear and unfussy style that might owe more than a little to Peugeot’s 605 and 406 models. There is not a single detail of the design I would change, and Toyota’s 1999 facelift merely altered but did not improve the front and rear ends. It stands as a quiet rebuff to the excessively fussy and overwrought fashion that currently prevails in automotive design. Continue reading “A Photo for Sunday: Peak Camry”
We round out the waltz with a look back on a detonating landmass.
Given its situation in the midst of the North Atlantic, perched upon a massive faultline, it’s hardly surprising that Iceland is utterly defined by its landscape. The least densely populated country in Europe, it is perhaps best known for its geothermal and seismic activity, much of which falls into the category of visually dramatic but relatively harmless (from a safe distance). However, Iceland’s landmass is not to be trifled with. In 2010 the Nordic country made the front pages when the Eyjafjallajökull volcano erupted, spewing massive quantities of volcanic ash thousands of miles into the atmosphere.
The 2001 Citroën C5 was a spacious, comfortable and practical large car. It was also unforgivably frumpy looking. DTW tries to muster some enthusiasm to celebrate the twentieth anniversary of its birth.
The early 21st Century was a lean time for Citroën design. The company’s glory days of the DS, SM and GS were a distant memory. The sensible men in grey suits at Peugeot, which had owned Citroën since 1975, had repositioned the company as a purveyor of automotive white goods; sensible value-for-money appliances like the 1996 Saxo and 1997 Xsara, whose most attractive features were the deep discounts and cheap finance deals used to Continue reading “Objects you Cannot Polish”
It seemed for a time that it would simply go on indefinitely, but in 2000, after 41 years, time’s irresistible march finally caught up and Sputnik came home. The last years of Mini production saw it become something of a tribute act, with a bewildering array of special editions being offered, (mainly for Japanese consumption) culminating in the wide-tracked Cooper Sport 500, an example of which being the very last Mini built, leaving the Longbridge tracks on October 4th that year.
The advent of the new millennium was greeted with lurid fireworks along the Thames and thousands queuing to be underwhelmed by Mr. Mandelson’s Millennium Experience in Greenwich, but it wasn’t just Mini that sputtered and popped that year, so too the unhappy BMW-Rover alliance. Unravelling for some time, the Vierzylinder officially announced plans to Continue reading “Anniversary Waltz 2000 – New Millennial MINI. “
Time flies: A quarter century has passed since Colin McRae famously clutched the winning trophy for not only the event but the main prize, that of 1995 World Rally Champion. Hoisting the trophy aloft, navigator, Derek Ringer had to inform Colin he’d dropped the trophy lid, the pillock.
Whilst far from the Cheshire finishing line that particular day, McRae’s, co-driver, along with the other protagonists’ results and welfare were prominent in this rally enthusiast’s mind. For the more cynical, this was also the championship where Toyota were subsequently banned; it having come to light that they were using illegal turbo restrictors, but that as they say, is another story.
During the mid-’90s, regardless of the day’s itinerary, my search for rally information would be avid; the BBC’s Teletext service (wot no Internet?), next morning’s newspaper (rarely anything), the eternal wait for the highlights television show the following weekend and that week’s Autosport magazine, which I might Continue reading “A Pillock In Charge”
Concluding our latterday examination of DS Automobiles, we draw some conclusions.
The 2015 relaunch of DS Automobiles as a separate stand-alone marque necessitated a facelift for the existing DS3, DS4 and DS5 models. The Citroën badging and logo was replaced with a new, stylised DS badge, while the distinctive Double-Chevron front grille was replaced by a rather generic hexagonal item. The stylised DS initials appeared twice on the front end of the facelifted cars, in large size within the grille and on a smaller square badge on the painted panel above. At the rear, DS also appeared twice; stylised in the centre of the tailgate and offset to the right in a plain script suffixed with the model number.
Did the abundance of badges indicate a degree of unease about DS’s name recognition, and its prospects as a stand-alone marque? This badging led to a certain confusion as to the names of the relaunched models; for example, was it DS DS3 or simply DS 3? The official DS website indicates that the latter is correct.
There is believed to be a document secreted in a vault somewhere in the Hollywood hills that states the actual reason why it’s impossible to make a wholly credible motion picture about motor racing. Clearly, this parchment has never come to light. This of course has not prevented certain ambitious producers from making the attempt, and indeed some efforts have been rather better than others – not however, today’s featured celluloid gem.
DTW assesses the progress and current state of DS Automobiles after a decade on the market.
The launch of the Citroën DS 19 in 1955 was unarguably one of the seminal events in the history of the automobile. In its conception, design and engineering, the DS was at least a decade ahead of any competitor and left observers slack-jawed in amazement at Citroën’s audacity in bringing such a revolutionary car to market.
The DS 19 was first and foremost an engineering-led design. Its hydropneumatic self-levelling suspension gave it a peerless combination of superb ride quality and sharp handling. Its dramatically streamlined and aerodynamic body was highly functional, allowing it to Continue reading “Disappointing Sequel (Part One)”
In 1980, the Art Rock grouping of frontman David Byrne, Bassist Tina Weymouth, drummer Chris Frantz and guitarist Jerry Harrison released what would become their defining album. The four-piece, which played its first gig as Talking Heads in 1975 at New York’s CBGB venue had forged a reputation, first in the post-punk new-wave scene, but after they began to Continue reading “Anniversary Waltz 1980 – Born Under Punches”
DTW recalls a well-intentioned but misguided and ultimately doomed attempt to establish a motor manufacturer in the Republic of Ireland.
Ireland in the 1950’s was still an impoverished agricultural economy with little industry and systemically high unemployment. The country had fought a guerrilla war of independence against British forces between 1919 and 1921. This was brought to an end by the Anglo-Irish Treaty of December 1921, which partitioned the country and enabled the establishment of the 26 county Irish Free State a year later.
However, the country then became embroiled in a year-long bitter and bloody civil war between the provisional government that supported the treaty and those who regarded it as a betrayal of the principal of nationhood declared in the 1916 Easter Rising.
The bulk of Ireland’s former heavy industry had been located around Belfast and was lost in partition. Subsidies and protective tariffs had limited success in establishing new industries during the 1920’s and 1930’s and the economy’s growth was poor. Although officially neutral in the Second World War, Ireland suffered from the ongoing privations the war caused throughout Europe. Waves of migration to Britain and the US in search of work left the country further weakened with an ageing population. Continue reading “A Leaf Short of Lucky”
“They’re trying to kill me”, Yossarian told him calmly. “No one’s trying to kill you”, Clevinger cried. “Then why are they shooting at me?” Yossarian asked. “They’re shooting at everyone”, Clevinger answered. “They’re trying to kill everyone”. “And what difference does that make?”
“History did not demand Yossarian’s premature demise, justice could be satisfied without it, progress did not hinge upon it, victory did not depend on it. That men would die was a matter of necessity; which men would die, though, was a matter of circumstance, and Yossarian was willing to be the victim of anything but circumstance.”
Looking as if it has driven straight out of a Syd Mead rendering, the Brubaker Box’s base is as ubiquitous as it is humble.
Curtis Brubaker was a car designer who had studied auto design at the Pasadena Art Center College of Design. Working in GM’s advanced research group, in 1969 Brubaker left GM to establish his own design company in Los Angeles; still providing design consultancy work for GM but now also for Volvo, Ford and a few Japanese car manufacturers. He also formed part of the design team for the famous Learjet.
We mark the passing of a much respected British engineer.
Don Hayter, was born in Oxfordshire on 24th January 1926. His father, a retired policeman, took up a job delivering MG TF Midgets from Abingdon to the docks for export. Meanwhile his son had shown not only aptitude but a flair for technical drawing. Upon leaving Abingdon school, he took an apprenticeship with the Pressed Steel Company at Cowley working on aircraft such as the AVRO Lancaster during the war, progressing to bodywork panels for Jaguar’s XK120 and the ZA Magnette.
Don had taken up an offer from then Feltham-based Aston Martin Lagonda as a draftsman in the early fifties with a return to Oxfordshire when AML upped sticks to Continue reading “Old Red Wine”
There remains some debate as to when the Jet Age truly began, but to put it in aviation parlance, 1960 is generally held as being the point of v-max, this being the speed above which take-off must be attempted. The kerosene-fuelled era of widespread commercial air travel was unsurprisingly synonymous with the United States, even if Britain’s De Havilland largely pioneered the commercial jet airliner with its elegant if doomed 1952 Comet. All-comers however would be overwhelmed by the irresistible rise of the Boeing 707 and McDonald Douglas DC8, soon to Continue reading “Anniversary Waltz 1960 – Here Come the Big Jets”
Misunderstood and derided by many, the Chrysler PT Cruiser was a brave if misconceived attempt to bring something different to the automotive landscape.
The PT Cruiser should have been a Plymouth, had that failing marque not been put out of its misery by Daimler-Chrysler in 2001 following the 1998 Merger of Equals of the US and German automakers. Chrysler’s traditional entry-level brand had fallen into a serious decline in the last decade of the 20th Century. Its limited range largely comprised badge-engineered variants of other Chrysler group products, including the Voyager and Grand Voyager minivans, and the Neon compact and Breeze mid-size saloons, all of which were comfortably outsold by their Chrysler or Dodge branded stablemates.
The only distinctive and unique model marketed under the Plymouth brand was the Prowler, a wildly styled retro two-seater convertible harking back to the 1930’s hot rod era. This was very much a niche offering and only 11,702 were sold over a five-year period from 1997 to 2002. However, its undoubted appeal led Chrysler product planners to Continue reading “Past Forward”
As a professor of ignorance based within the university of life, complex issues such as remembering which side the fuel filler flap is on (even with the pointy arrow!) can, dependant upon time of day, prove vexing. How on Earth therefore does one Continue reading “One Small Drive For Mankind”
On the occasion of the current Fiat 500’s introduction at the Frankfurt Motor Show in 2007, nobody could miss the enormous 500 replica that dominated the FIAT display; it was an impressive showpiece and even included a huge ignition key. Both the front and rear wheel could slide away to allow actual 500’s to be driven in and out. The giant 500 was certainly a bold, eye-catching idea, but Fiat was not the first to Continue reading “Big Things”
Death travels in a Rolls Royce landaulet accompanied by a pair of leather-clad motorcycle outriders. The portal between the living world and the afterlife is fluid and open. Reflections come fraught with risk. Death herself; beautiful, irresistible in her terrible inevitability is nonetheless prey to similar failings as us mortals. Reality pivots amid clever reverse projections and rippling looking glasses – Jean Cocteau’s visionary 1950 movie Orphée retells the myth of Orpheus and his journey into the underworld, set amid the landscape of post-war France.
DTW marks the last of the traditional American body-on-frame sedans.
The Ford Crown Victoria and its Mercury and Lincoln siblings were the last in a long line of traditional body-on-frame full-size rear-wheel-drive sedans that were for decades a defining feature of the American automotive landscape. They were simply engineered, but tough and reliable cars that were perfectly suited to the wide variety of private, commercial and institutional roles in which they served.
The town of Preston, Lancashire gave the world Arkwright’s dark, satanic mills; the town at one point becoming an engineering focal point for the entire North West of England. One such intrepid character being Lawrence (Lawrie) Bond (1907-74) who brought the minicar, amongst a host of other engineering feats to fruition. In similar fashion to Colin Chapman, Bond was obsessed with weight and the saving thereof; his original 1949 3-wheeled minicar 2/3 seater tipping the scales at a mere 310lbs (140Kgs).
Around forty years ago, when I was eighteen and the proud owner of both a newly minted driving licence and my first car, they were to be found on high streets and in shopping centres across the country. I’m referring to car accessory shops, those wonderlands of shiny treasures, not to be confused with their dour and distant cousin, the motor factors.
Motor factors were austere, gloomy and slightly intimidating places where almost nothing was on display. The merchandise was instead piled high on tightly packed aisles of steel shelving at the back of the store, guarded by a slightly grumpy guy who stood behind a chipped black Formica counter.
Honda’s 2010 CR-Z was not without precedent. Quite the contrary.
Of all the mainstream Japanese carmakers, Honda have perhaps the longest track record of going about things their own way. Yes, one can point to someone like Subaru and suggest an element of stand-alone behaviour, but while Fuji Heavy Industries has for the most part cleaved doggedly to one central idea, one never quite knows what Honda is likely to get up to next.
Take the 2010 Honda CR-Z: A compact 2+2 hybrid coupé was not the epicentre of automotive orthodoxy ten years ago, the intention being to create something of a halo model to help nudge customers towards Honda’s more prosaic range of Integrated Motor Assist (IMA) petrol-combustion hybrid drive models. But not only was the drivetrain shared with the concurrent Civic Hybrid and stand-alone Prius-baiting Insight model, so too was the platform, in this case with a sizeable chunk excised from the centre section.
A corporate identifier can speak a thousand words – especially in court.
Recently, Citroën has taken Volvo-affiliated Polestar to court in France claiming that the new manufacturer’s logo is not only too similar to the famous double chevron, but also the more recent DS logo – and in their home country at least, Citroën has been successful, as the judge ruled partly in favour of the French car manufacturer.
The court stated that while potential customers of either brand were unlikely to confuse the two it did rule that it was probable that Polestar could Continue reading “Badge Budge”
Mitsubishi Motors is a fading presence in the European automotive landscape and could soon be consigned to history. DTW remembers better times for the marque and surveys its current state.
Since the turn of the millennium, Mitsubishi Motors’ European sales have been in slow, if erratic, long-term decline. The high point was reached in 1999, when Mitsubishi sold a total of 205,009(1) vehicles and achieved a market share of 1.34%. In 2019, the comparative figures were 144,670 and 0.92%. The decline would have been more precipitous had it not been for the L200 pick-up truck, which has since 1978 been the bedrock of the company’s sales, and the 2012 Outlander PHEV, which carved a distinctive niche for itself as the first plug-in hybrid SUV.
Over the past two decades, the company has been rocked by two major scandals. The first broke in 2004, when it was revealed that Mitsubishi had been covering up vehicle defects including failing clutches and brakes and leaking fuel lines, refusing to issue recalls for these systemic problems. The company was forced to recall and rectify over 160,000 vehicles, forcing Mitsubishi group companies to Continue reading “A Long Goodbye”