Pantomime Horses : Just how good is the 1986 Volvo 360 GLT?
by Roderick Darndon-Dramb. Photography by Bart Chappel. From “Autocarriage & Performance Drivercar” (March 1986).
The advertising says this is the Volvo that thinks it’s a Porsche. Clearly Volvo wants us to see this car as the driver’s choice. The people at Volvo have lost their minds. The 360’s aerodynamics remain submerged below the bottom of the league. The exterior is reminiscent of the Seagram Building rather than an F-40 jet. This is not a Porker.
Phase One – 1972-1975: A New Jag Generation. We examine the landscape within Jaguar as the initial XJ40 concept coalesced.
XJ40 underwent several distinct phases in its path to production, the first of which began with the 1968 launch of the XJ6 saloon, a car upon whose shoulders Jaguar would unknowingly place the next 18 years of its existence. The XJ was a superb car, its excellence the sum of several factors. The careful honing of proven hardware, a gifted development team, Jaguar’s V12 engine, and the appliance of stylistic genius. It would be the pinnacle of Sir William Lyons’ vision but as a new decade dawned, it was necessary to plan for its successor.
Sold in large numbers and once part of the corporate car-park, the 505 is now a rarity. But here is one example that almost looks attractive. But looks deceive.
PSA launched the 505 in 1979 with the purpose of providing a product in their middle ranks to replace the venerable 504. What the ’05 succeeded in doing was killing off interest in the 604 which had been on sale and doing quite well since 1976. The 505 was very slightly smaller and about 30% cheaper than the 604 and lot easier on the eye; the main differences between the two cars were that the newcomer lacked the messy dashboard and thirsty V6.
Design Footnote: somewhere inside Ford, someone nodded quietly to the firm’s past.
A few months back, while studying the parked cars in my area, I noticed that there was something deeper to the design of late-model Ford Mondeo Mk2s. Not very many cars have a solution that avoids both a horizontal and a vertical wraparound at the front end. The 2005 Mondeo has a design where the strongest line runs down the edge of the wing, down the lights and then goes horizontal under the valence, requiring a twist from forward to sideways mediated by a vertical descent. Continue reading “1965 Ford Taunus Versus 2005 Ford Mondeo”
A new Jerusalem, or nothing but the same old story? DTW examines XJ40’s turbulent conception and asks, was this the last Jaguar?
Billed at launch as the Jag without tears; a high-tech culmination of an unprecedented level of proving in some of the world’s most hostile environments, the 1986 XJ40-series represented a new beginning for the embattled marque. XJ40’s 22-year career from conception to retirement encapsulates probably the most tumultuous period in the company’s history.
The tragedy of XJ40 has a number of strands. Throughout the 1970s, XJ40 became Jaguar’s talisman, the one hope a demoralised corps could cling to when their very future was at stake. Central to this were efforts of successive engineering chiefs within Browns Lane to maintain the marque’s identity, but success in this would come at bitter cost.
As much the story of Jaguar’s dogged resistance as it is of the car itself, XJ40’s lengthy gestation would mean the end result was viewed by some as a disappointment, yet this belies the enormous efforts made to ensure XJ40 modernised, yet maintained marque traditions. The first truly modern Jaguar, the model was critically acclaimed upon release, but the car’s reputation quickly became tarnished by an early reputation for build and component issues it has never quite overcome.
Despite being the best-selling XJ series of all, XJ40 still remains something of an outcast within the official Jaguar narrative, only beginning to be appreciated for its finer qualities and for its status as arguably the most ambitious and technically pure Jaguar saloon ever.
This original series has been revised and repurposed as a single (and rather lengthy) article in light of further information coming to light – in particular following a wide-ranging interview in 2016 with XJ40’s creator, the late Professor Jim Randle. This more detailed chronicle can be found by clicking the link immediately below. To read the piece in full, CLICK HERE
You will also find a link (below) to a large number of XJ40 related articles on the site. MORE ON XJ40
So many car design concepts intrigue and delight upon initial viewing but date as quickly. A notable exception to this truism sits below :
The 1992 Ghia Focus. First displayed at that year’s Turin Motor show to rapturous acclaim, it was a compact barchetta style roadster, and it’s radical form language prefigured a new direction for Ford. Its influence however, would ultimately extend further beyond Ford’s Dearborn, Dunton, Merkenich and Turin studios.
You’ve come a long way, baby. So goes the cliche. How far then?
Glostrup Cars in Denmark are selling this two-stroke body-on-frame fossil for just under €10,000. Introduced in 1959, the Juniors (renamed F11 or F12) were discontinued in 1965 when VW bought the firm, ending DKW’s post-war association with Mercedes*. These diminutive DKWs were built in Ingolstadt, at a new factory. The car’s run ended when it became clear that it was just not up to facing the competition presented by VW’s Beetle and Opel’s smaller cars (possibly the 1962 Kadett). Continue reading “Something Rotten in Denmark : 1962 DKW Junior”
Which cars are for today’s ophthalmologists, vets and professors of Medieval law?
About three decades ago certain makers sold cars for easily identifiable groups in society. Saabs were for well-paid university lecturers. Citroen could appeal to the Francophile and arty middle-class man. Lancia sold to intellectuals and business men who probably saw their work as a vocation. Humber appealed to bank managers of the bigger branches. But today, these brands are gone or unrecognisable
And What Is Wrong With Putting the Engine in Front of the Wheels?
Audi are in danger of becoming the Phil Collins of the petrolhead world, an act that even people who know little about music like to cite as being a bit off. Speaking as someone who can, hand on heart, swear that he has no murky Genesis related skeletons in his youthful musical vinyl rack and hopes he’ll never Continue reading “Audi – Always the Pretender?”
This thread looks at a period of transition as injection moulding, safety legislation and changing taste in colours acted to markedly alter how car interiors looked. The late 70s was the period when the dashboard became seen as an integrated whole rather than a set of items screwed to a bulkhead. Of course, Citroen´s SM got there in 1971 but did it without injection moulding on the scale possible in 1981.
In this article I examine the change-over from metal and glass to all-plastic interiors that occurred in the mid 70s.
This thread looks at a period of transition as injection moulding, safety legislation and changing taste in colours acted to markedly alter how car interiors looked. The late 70s was the period when the dashboard became seen as an integrated whole rather than a set of items screwed to a bulkhead. Of course, Citroen’s SM got there in 1971 but did it without injection moulding on the scale possible in 1981. Continue reading “Transitions : Car Interiors as They Turned Plastic”
A badge can often tell you a lot more than what exactly it is you’re driving behind…
The badging on the rear of this first series Lancia Fulvia coupé is rather lovely. It resembles a signature and perfectly encapsulates Lancia’s quality ethos at the time. This wasn’t a cheap car and the badge told you this with elegance and eloquence.
Arguably the most misunderstood Jaguar of all, Driven to Write seeks once and for all to put the ‘committee design’ assertion to rest as we examine the defamation of the XJ-S.
In September 1975 the newly nationalised British Leyland conglomerate celebrated the Jaguar XJ-S’ launch at Longbridge, the traditional home of its volume car division. A worse time to launch a 150-mph grand turismo is difficult to imagine, to say nothing of the chosen setting. The venue was a calculated statement of power, British Leyland ensuring Jaguar’s beleaguered management and workforce knew exactly who was in charge. Continue reading “Reconvening the Committee”
We convene the committee one final time and examine the defamation of the XJ-S.
Widely seen as the most outspoken and irreverent of the UK’s automotive titles, Car was the journal most automotive journalists and commentators looked to and emulated. It’s evident the ‘committee-design’ assertion emanated from this source, which illustrates that journalists are as prone to suggestion as anyone. The press subsequently appropriated this assertion which over time morphed into established fact. Car editor Mel Nichols made his views clear in October 1975, stating; Continue reading “XJ-S: Reconvening the Committee (Part 5)”
Mistakes from which one can learn come in forms such as these.
About once a year I visit a relative in a very small village on the south fringe of the Black Forest. Every time I do, I see a different Lancia Kappa coupé. But they only made about 3000 of these cars and production ceased 14 years ago. I assume then that the region in which the car was seen has an unusual density of the vehicles. Continue reading “Another in a Long Line: Lancia Kappa Coupé (1997-2000)”
The Ford Ka, 1996 – 2009: one of the better and cuter designs of the last two decades.
The alternative Ford Ka concept followed the jelly-bean school of design that Ford had been exploring with the Taurus, Mondeo and the Puma. But in the internal design competition Ford Europe went for a radically different surface treatment of the same package and proportions. Continue reading “Theme : Cute Car Hall of Fame – 1996 Ford Ka”
Bertone gives Issigonis’ box on wheels some sharp-suited Italian style and demonstrates how cute doesn’t always mean curvy.
The 1970’s can be seen as a bit of a lost decade when it comes to cute cars apart from this – the Innocenti 90/120L. Innocenti’s association with BMC began in 1960, producing cars like the Austin A40, 1100 and more notably, the Mini under licence for the Italian market. Innocenti’s versions of BMC models tended to be plusher; the subtle restyling undertaken often appearing better judged and executed than those of their UK counterparts.
There are a great many conflicting facts and inconsistencies surrounding the deity Porsche’s successor to the 356 has turned into over the course of a few decades.
Above all else, there is the incontestable fact that its basic layout, the core of its engineering, is of the idiosyncratic kind.That in itself wouldn’t raise any eyebrows, but such eccentricity – despite oftentimes inviting critical acclaim, at least initially – usually excludes lasting success. That the 911 overcomes the usual reservations towards alien solutions may be due to two facts. Continue reading “Dial 911 For Cute”
We take a more in-depth look at the Jaguar XJ-S’ styling.
The world fell in love with the E-Type, but what many fail to realise is that by the early ’70s, Jaguar’s sports car icon was virtually unmarketable, the curves everyone loved in 1961 now hopelessly out of fashion. Yet when Jaguar announced the XJ-S as lineal successor, traditionalists had apoplexy on the spot. But was it really that much of a departure?
The problem with ‘cute’ is that it’s such a nebulous term. It can be an adjective, a noun or an adverb, so its meaning has shifted markedly since its origins in the 18th century. After all, one person’s pretty or dainty is another’s contrived and calculating. So when it comes to cute, which is it? However you view the term, you simply can’t Continue reading “Theme: What’s Cute Got to Do with It?”
The new Formula 1 regulations have thrown up the usual complaints about the inelegance of modern racers. Despite my disinterest in The Circus, I actually find the new batch some of the more interesting looking racers of recent years though, of course, interesting is not beautiful.
Patrick Le Quement´s little wonder, the Twingo. A reference for anthropomorphic design.
Twenty one years later, the Renault Twingo still holds up as both a very decidedly un-threatening car and a solid bit of industrial design. Seldom are cuteness and aesthetic discipline united in such a successful way.
Has there ever been a more unselfconsciously cute car than the Frogeye Sprite? That grinning air intake, those amphibian headlights and pert form, to the dainty little tail-lights, the little Austin-Healey is about as friendly and cuddlesome as a miniature Schnauzer. Had Pixar created it, it really couldn’t have any more maddeningly lovable.
After “New Edge” came what exactly? And when? And why
For some considerable time I have been wondering about the legacy of Ford Europe’s design director, Chris Bird. What did he achieve and where is he now? First a short review of the received wisdom. Prior to taking up his position at Ford in 1999, Bird was at Audi (where he did the first A8) then renowned for its ice-cool design approach.
I’ve just spent a few days and 2,500 km driving around Eastern France. In that time, I saw two Citroën CXs, a Renault Dauphine, a Renault 12, a Simca 1100 and a Peugeot 504. And I also saw an Onze Legere Traction, but that was UK registered. Those staple cliches for the location director setting an episode of a popular UK TV series in France, the DS and the 2CV, were nowhere to be seen, save for a battered Snail sitting on the roof of a scrapyard. Of course a French person visiting the UK would notice the dearth of Morris Minors and Rover 2000s but, somehow, the homogeneity of the modern French industry is so much more depressing. Even a Peugeot 406 and a Renault 21 were almost cheering sights, being pretty Gallic compared with today’s eurocars.
The Lancia Delta nameplate deserved better than this.
The first Lancia Delta (1979 to 1994) was two things. It was an neatly uninteresting, Italdesign five door, front-drive car of little obvious merit. And later in life the same car was a high-performance sporting hatch. From 1993 to 1999 Lancia tried to cash in on the Lancia Delta name with this iteration, sold (if it sold at all) in three and five door guise. The second version was a badly considered blend of the predecessor so it had moderately sporting capability and almost, but not quite totally bland styling. Continue reading “Something Rotten in […] Denmark: Lancia Delta”
The XJ-S marked a entirely fresh direction for Jaguar style. We examine its birthpangs.
Early in 1969, work on XJ27 began in earnest. Due to BLMC’s straitened finances, funding was limited to utilising a modified version of the existing XJ saloon substructure and hardware component set. Structurally and mechanically then, there would be few surprises. Stylistically however, Sayer had something far more radical in mind. Continue reading “XJ-S: Reconvening the Committee (Part 3)”
The Ascona C (1980-1988) has cast a long shadow over Opel. Is this the car that created the persistent impression of dullness that tarnishes the Opel badge?
Today’s inspiration is an Opel Ascona 2-door saloon, spotted in the north of Aarhus. The recent resurgence (maybe that’s only in my own mind) of Opel has made me reconsider where, precisely, it all went wrong for Adam Opel AG. Lying on my psychiatrist’s couch I turned over my impressions and images of Opel. Continue reading “The Long Shadows of the Past”
It might not look dangerous but this car wiped out the dinosaurs.
What is significant about this car is not merely that it exists at all but that it inspired an unheard-of level of loyalty with its customers. Just as it was becoming apparent that buying European was not a guarantee of quality, the Japanese makers were beginning their exploration of exportation.
The upper-middle class coupé is almost extinct. We trace its demise.
Large upper-middle class coupés only made commercial sense if they could be produced to appeal to both domestic and US audiences. Mercedes-Benz, BMW and the Japanese manufacturers alone seemed to understand this, ensuring they could export their offerings to the sector’s natural habitat. Success in automotive terms had traditionally been predicated on success in America and for that, a luxury coupé was highly desirable. Continue reading “Coupé de Grâce”
The quality of the interior has held up better than the quality of the concept of the Rover 827.
Given the depredations of the Danish climate and the fact this car was assembled in the UK, today’s discovery, a Rover 827 coupe, has held up rather well. Goodness, the leather interior is even developing a patina which I used think was only possible on cars made before I was born. Continue reading “Something Rotten in […] Denmark: The Baby Bentley”
Two figures defined XJ-S’ aesthetics: we examine their methods.
Sir William Lyons not only founded Jaguar Cars but personally supervised all matters of styling. His approach involved working (alongside skilled technicians) from full-sized wooden and metal styling ‘bucks’ which once reviewed in natural light he would have modified until he arrived at a conclusion he was satisfied with. Continue reading “XJ-S: Reconvening the Committee (Part 2)”
The only new car launch I have attended was in 1969. It took place in Harrods, and all I knew was that it was to be a Jensen. Jensen had introduced their Interceptor and FF three years previously, so I wondered what this could be. A four door version? A mid-engined sportster? A convertible? I was intrigued.
In the event, my anticipation was ill-placed. The launch was for the Jensen Director. This was an Interceptor, finished in a fetching blue, with an interior created under the direction of top yacht designer, Jon Bannenberg. A car whose emphasis is on catering to business people might seem a bit odd today, since practically anything on wheels seems to try to give the idea that the driver has a rich and varied leisure life, to which their work is inevitably secondary. You might drive 1,000 km to that meeting in Munich, but only so that you can drop in to the ‘Ring on the way back. Back then business was more exotic. The Bristol was ‘The Businessman’s Express’. Top Fords were ‘Executive’. The idea of pounding along the M1, dictating letters, was sexy – you were building tomorrow. Continue reading “Director! Memories of a Different Industry”
A sermon about why car museums are to be avoided if you like old cars.
Every car museum I have visited in the last 2.25 decades has been a disappointment. Cars are inherently space-consuming selfish monsters and even when they are caught, killed and pinned to plinths this quality does not diminish. They need plenty of room, alive or dead.
Reassessing Chris Bangle’s Bayerische Motoren Werke Legacy.
Only a handful of individuals shape what we drive and by consequence, what populates our streets and driveways. Our current notions of automotive style were formed during the 1950s in the styling studios of Detroit and within the Italian carrozzieri, who fired imaginations and rendered dreams in hand-beaten alloy. For decades these designers and artisans were largely faceless men but during the 1980’s, the car designer emerged from obscurity and into the consciousness of the auto-literate.
I visited here in 2011, just after it had re-opened following a complete restoration.
It is a large and impressive museum, mixing the informative (exposed engines and bare chassis) with the glib (new Fiat 500s bursting through kitchen walls). But you need to get them in and presentation is important, especially if you are accompanied, as I was, by someone who does not find cars at all exciting. Continue reading “Museo Nazionale dell’Automobile Torino”
Part one: Arguably the most misunderstood Jaguar of all time, Driven to Write seeks once and for all to put the ‘committee design’ assertion to rest as we assess the stylistic genesis of the 1975 XJ-S.
In September 1975 the newly nationalised British Leyland conglomerate celebrated the Jaguar XJ-S’ launch at Longbridge, the traditional home of its volume car division. A worse time to launch a 150-mph grand turismo is difficult to imagine, to say nothing of the chosen setting. The venue was a calculated statement of power, British Leyland ensuring Jaguar’s beleaguered management and workforce knew exactly who was in charge. Continue reading “XJ-S: Reconvening the Committee”
The in-line eight cylinder petrol engine has receded into history. It has powered some of the great cars – the Alfa 8Cs, the Mercedes 300SLR, the Duesenberg SJ and the Bugatti Type 35, but its last appearance in a production car was in the early 1950s, in the finely named Packard Patrician.
The reasons for its disappearance are pretty obvious. It is not the greatest packaging solution and, with all those stresses and temperature variations laid out in a long line, it presents a whole series of engineering problems. Why bother when a V configuration is easier? For anything that has to be made to a budget, that is probably a reasonable attitude to take but, for some of us, the engine has a hugely exotic attraction, highlighted by its very impracticality.
My French teacher at grammar school, Mr Roberts, had a small collection of Austin 7s from the 1920s, which he alternated using as transport to work. I think that he considered me a bit of a prat (history might have vindicated him on some levels, certainly) and, sensing this, I reciprocated with contempt for his collection of little, old and, at the time, very cheap cars. In hindsight, I might have had a more rewarding time discussing the niceties of the Ulster, Ruby, etc with him and he might have decided that I had some redeeming features. I deeply regret my glib teenage contempt, though it was entirely my loss. He was right, I was wrong.
There was a nice feature on the Voisin C7 Lumineuse in The Automobile (publisher Mr Doug Blain – late of CAR) a couple of months ago.
It was a very boxy car, so much so that it even came with extra boxes attached. Distinctive, for a car of that era, and contributing to the name, was a full width rear window, and Voisin apparently had to work hard to get people to accept the need for decent all round visibility. He’d have the same problem again today. With a few notable exceptions, I don’t spend much time admiring Vintage machinery, but I rather like this.
Although the C7 is one of Voisin’s more conservative designs, particularly technically, Gabriel Voisin, as much as Andre Citroen, could be seen as the godfather of the classic Citroen. Andre Lefebvre, the engineer behind the Traction Avant, 2CV and DS, worked for Voisin both as an engineer and a competition driver throughout the 1920s, and developed his innovative and uncompromising approach under Gabriel Voisin’s leadership. Compared with its contemporaries, the unfussy nature of the C7 might also be seen in the Traction.