This follows up my earlier article asking for readers’ fantasy garage criteria.
I suppose it’s only fair to have a stab myself. Continue reading “Juniper, Wormwood, Tansy”
This follows up my earlier article asking for readers’ fantasy garage criteria.
I suppose it’s only fair to have a stab myself. Continue reading “Juniper, Wormwood, Tansy”
In picturesque Freiburg, there’s a luxury hotel that houses a small display case that has an awful lot to tell about the Bundesrepublik of yore – and a certain German car manufacturer.
We all have a theoretical garage of, say, ten cars. What are readers’ criteria for such a thing. You are asked for six criteria to select these cars and not the cars themselves.
I have done some desk-work and put together a few assumptions to see how self-driving transport adds up. What are the problems with self-driving cars or the idea behind them?
Without leaving the kitchen table, I was able to identify some conceptual problems with self-driving cars and ways to improve the efficiency of car use.
If a car drives on average 12,000 miles per year and does an average of 60 miles per hour then that means 200 hours of driving per year. (Cars are spent after just 1400 to 2000 hours of use).
The occupancy rate in relation to hours per year is very low. There are 8760 hours in year. Cars are driven for 200 hours a year, typically. For 8560 hours a year a car is unused. Thus there are 43.8 times more hours of use available than are used each year. If you drove all year, you would still Continue reading “17.5 Billion Hours a Year”
Not a lot of information exists on this car. I think it’s a 2007.
It is a Microcar MC-2 and appears to be a peculiar blend of the Renault Avantime and Audi A2. It’s one of three microcars I’ve spotted recently. More can be read here. One sees a lot of them in Germany and none in Ireland or Denmark. Continue reading “Under the Upside”
“My Velma. She’s cute as lace pants”.
First published by Sean Patrick in April 2014.
Cute. I’d been hearing it a lot that day. Moose Molloy’s gaze shifted towards the window and his expression changed slowly. It was like watching a landscape erode but, after that eternity had passed, there was a big lake of a smile rippling across his face and, somehow, I knew I was going to hear that C word again.
“Hey Marlowe, is that cute pink Figaro outside yours?”
A guy like Moose was big enough not to need to humiliate you with your choice of wheels, but I thought it best to offer him some clarification.
This one is just a single photo. The car drove off before I could get more shots and plus also the driver sat inside and didn’t seem like the kind of person who would appreciate my interest.
I have blurred the driver’s face, just in case. Normally I don’t photograph people in cars or cars if there are people in them.
Now: In 1983 Toyota presented the E80, the fifth generation of their answer to the VW Golf and Ford Escort. That makes it mainstream in the extreme. A look back at the previous four generations of Corollas shows cars that are studiously nothing much to look at. Maybe the second generation (1970-1974) had a touch of the American about it, not unlike the Cortina. Even that faint whiff of personality faded away for version three which managed to Continue reading “Sprint to the Middle, Walk to the Start”
This photo shows the details of yesterday’s mystery vehicle.
Thank you to all the particpants. Continue reading “That Car Named”
Arguably the Hyundai i30 Fastback’s spiritual ancestor, the 1987 Toyota Corolla Liftback is 30 years old this year.
First published by Eóin Doyle in July 2015.
It might surprise you, but the (AE92-series for Toyota geeks) Corolla, in 1.6 GLi Liftback guise at least, was considered an upmarket car in Ireland during the latter part of the 1980’s, before we became brand snobs like everyone else. This era also coincided with two other quite appealing, slightly upmarket Japanese hatchbacks – Mazda’s 323F and Honda’s 5-door Integra. Continue reading “Rearview Revisited: 1987 Toyota Corolla Liftback”
What is it with DTW’s obscure headlines?
This vehicle stood in a line of oddish cars in a dealership near Wasserburg. The trim didn’t meet my expectations of the make of car it adorned. Does anyone care to hazard a guess as to its identity?
Visiting different places is always an opportunity to see different cars. This is obvious when going to other countries or even continents, but even a one-hour journey to the nearest bigger city can prove interesting.
After having lived for twelve years in an Alpine setting, I know that the taste for cars here is rather conservative. You will find the most mainstream brands (which nowadays often are the ‘premium’ ones) and everything that offers cheap four wheel drive. Colour-wise, people will stick to greyscale, blue or red. When I recently had some time for a walk in Zurich, I wondered if I’d find more inspiring cars than I usually encounter on our streets. Continue reading “A Stroll Through Zurich (and Other Places)”
Richard’s fine introduction on this topic began with two quotes, both holding a high degree of truth to advertising in general, yet both I’d suggest are not always relevant to that branch of advertising that deals with cars.
(First published by Sean Patrick in September 2014)
Edwin Land, who brought us Polaroid, as well as other products of intelligent research, said “Marketing is what you do when your product is no good” but, although Edwin Land was a remarkable inventor, it was easy for him to say that since, for years, his instant film system was the best in a group of one. Continue reading “Theme Of Themes : Advertising – Who The Fun Do They Think We Are?”
With Citroën occupying our collective minds this month, we celebrate the romance of the double chevron in this piece from the DTW archives.
Originally published by Richard Herriott on 7 November 2015.
Let’s accept there is not a lot of romance left in motoring today. That means we have to look back to when it was still romantic.
That’s around 1979 when Quatre Saisons was published. The book comprises a photo essay with the Citroën CX as the subject. Andre Martin’s images are themed around the four seasons, hence the title. The car speeds through snowy passes, through lavender fields and pauses in autumnal woodland: each shot evokes the mysterious potential of a motor car trip and also sings a hymn to the timeless modernism of the CX. Continue reading “Theme of Themes: Romance – The Four Seasons”
DTW has a lot of time for Suzuki. Here we see a Jimny in its natural habitat.
The Austrian Tirol asks for a car like the Jimny. The roads can be narrow, steep and snowy. Like the long-lived Defender, the Jimny has evolved and readers can use a lot of mental disc-space on the details of these. You should know it has a ladder-frame chassis (can we Continue reading “Micropost: Vastness Rescinded”
Autocropley ran this list some time back: “The market didn’t want these cars but you should”, it writes.
So, it works like this: they jeer at these cars when they are new and when they are rare and used Autocar tells us how jolly good they are. It can’t be both (the list included the XM, the Scorpio, Rover 75 V8 estate, Volvo S80 V8 and Renault Espace Quadra and Opel Zafira VXR and 607). Continue reading “Microgripe: A Silly List”
This badge adorned a Volvo 760 GLE.
What car is it from? Continue reading “Challenge!”
Other sites may concern themselves with exotica and luxury brands.
Well, we do too but we also have space for bread-and-margarine cars like this 2001-2011 Opel Combo (C). Was this the car that prompted a jealous Mercedes Benz to launch the Vaneo? Continue reading “A Photo for Sunday (Micropost): 2001 Opel Combo”
Landwind is a company with a sketchy history. This car is being sold as a Landwind SC2. But Wikipedia denies its existence. There are three** Landwinds on sale at Mobile.de at the moment.
“Landwind is an automobile marque owned by the Chinese automaker Jiangling Motor Holding, a joint venture between Changan Auto and Jiangling Motors Corporation” is what Wikipedia says, in case you Continue reading “Far From the Mainstream: Landwind”
How come the 1982 Mercedes-Benz 190E was W-201 and the 1984 200E cars were coded W-124?
We see in this quite small car the effect of the well-evolved centre console. The ashtray is situated in an undercut of the fascia and it’s a decent sized ashtray too. The ashtray is a chromed metal item, with a cigarette lighter built into the drawer. Under that is a cubby for bit and bobs. Continue reading “Micropost: W-201 Mercedes 190E Driver’s Ashtray”
Not all of the products wearing the Porsche label have received good press. Burns hot, too expensive, can’t breathe. Which Porsche merited these criticisms?
Well, as a clue, this Porsche is not made in Stuttgart but Holland. Even new it cost in the region of a few hundred euros and it weighed under a 75 grams. The Porsche in question was a pipe, designed by the Porsche Design studio rather than the automotive design studio.
Not unlike Pininifarina and Zagato, Porsche has separate divisions for industrial design and licencing. Rather unusually, I think, for a design consultancy, they tend to stamp all their projects with a distinct look and, indeed, with an actual label saying “Porsche Design”. At Copenhagen Airport one can Continue reading “Theme: Porsche – If Only Tomorrow Could Pass Us By”
Few aftermarket items have been as influential as those lids that make any car look angry.
Aftermarket adornments are usually about a quaint kind of ill-advised deception. Opel/Vauxhall Corsas with the kind of diffusor – made of fibreglass, rather than carbonfibre, of course – that’s supposed to keep a Pagani’s aerodynamics in check at 300 kph. Peugeot 206s with quad-exhausts usually reserved to American V8-powered muscle cars. Aftermarket is about imitation, pretensions, delusions. But there are a few exceptions to this rule, and none more poignant than the curious case of the ‘Evil Stare’.
Continue reading “Theme: Aftermarket – The ‘Evil Stare’”
Emboldeners of Jaguars are relatively few. Driven to Write profiles its foremost and longest-lived exponent – Arden Autombil.
In the German town of Kleve, close to the Dutch border, Jochen Arden founded his eponymous automotive business in 1976, trading in the usual Teutonic fare of VWs and MBs until 1982, when he took on a Jaguar franchise, prompting his initial forays into the arena of the aftermarket. By the early ’80s, Jaguar was painfully re-establishing themselves in the German market following years of stagnation under British Leyland when their cars came to be regarded by German motorists as being nice to look at, but really not fit for the purpose. Continue reading “Theme: Aftermarket – Stroking the Cat”
Having a special edition named after you is normally something of a compliment. But there’s an exception to every rule.
The world of Formula One is brutal and uncompromising. Few make it to its pinnacle, fewer still achieve greatness. Double World champion, Mika Häkkinen appears to have been one of Grand Prix’s more pleasant individuals – famously taciturn when fixed in the camera’s glare, but said to have been considerably better company once they were turned off. Quick too – perhaps the only driver of his era who gave seven-time champion, Michael Schumacher a genuine run for his money. Continue reading “Maxximum Attakk! – Mercedes A160 Formula Hakkinen Edition”
The matter of tuning demands a little diplomacy.
This photo is as good a representative of tuner culture. You’ll notice the sticker affirming the primacy of self-reliance even if it leads to failure. It says “I’d rather lose by a mile than win by inch if I made didn’t make myself”.
From my own personal experience, tuners seem to be perpetually in search of a new project. They are not alone in this. This is also true of bicycle enthusiasts who are often swapping out parts in the quest to Continue reading “Theme: Aftermarket – They Who Call the Piper Tune The Player”
DTW’s roving reporter packs his bindle and heads for the bright lights of the London Motor Show.
At one time, the British International Motor Show was petrolhead nirvana. From humble beginnings in the early 1900s, it became the UK motor industry’s biggest event, an opportunity to polish its chrome work to a high shine and have it smudged to oblivion by the greasy fingers of an eager public. Held yearly from 1948 at London’s Earl’s Court, the show found huge popularity in the postwar period as car ownership took off. 1978 saw the event move to the heartland of the motor industry, Birmingham, and a change to a bi-annual format. That year over 900,000 car fans descended on the cavernous halls and ample parking of the National Exhibition Centre to slam doors, ogle the promotional dolly birds and load up with loot. It was not to last. Continue reading “London Motor Show 2017 report”
For some people things are never good enough.
Pity the car designer. They slave to produce concept sketches, fight with the competition to get them accepted then resist the attempts of mean-minded production engineers and cost accountants to dilute the design until, finally, their original idea is presented in the showroom in an approximation of a certain percentage of its original glory. You might think that, at last, they could rest and draw some contentment as the children of their imagination begin to populate the roads. Yet no, their problems have only started. Continue reading “Theme : Aftermarket – Introduction”
Some Theme Music for our Theme.
In 1964 my Dad made one of his visits to the USA and brought back with him ‘The Latest And The Greatest’ by Chuck Berry. At least that’s how I remember it but, as any Berry anorak will tell you, that album was a compilation record put together by Pye in the UK. So did they export it only for it to be returned, did my Dad become such a Berry fan on his visit that he bought it locally as soon as he came back, or is it all just a false-memory? You never can tell. Continue reading “Theme : Rivals – The Cat Takes The Bird”
Our correspondent in Dublin, Mick, has kindly sent us a blurry close-up which might be a candidate for a mystery car competition.
What is remarkable is that among our readers are people with the skill to recognise what this car is without having seen one in the metal for what could be years. This says something about how much visual consistency is applied at all scales of a car compared to a building, for example.
I would guess that if you pick 1% of the surface of a car and 1% of the surface of a building then the cars would be easier to identify. Another interesting point is whether a car from today is more or less easily identified from a 1% sample compared to one from, say, 1960. That’s a researchable question!
While I poked around Suzuki’s Japanese homepage I found the Hustler interior which is worth another look.
That is the power of orange. However, the iPhone white interior is good too. I notice they offer two orange shades. That’s an interesting and odd thing to do. Why not a cool shade? Or black or boring grey?
There is a 4wd version of this as well.
Aside from the car collection, the Louwman Museum has an extensive collection of ‘Automobile Art’. But are car paintings ever any good?
Ever since the first photograph was produced, the ‘Death of Painting’ has been trumpeted but painting still carries on. One reason of course is that the camera only catches the momentary image – it doesn’t always explain what is happening or why it is happening. Equally in today’s Photoshop world, it’s reasonable to forecast the ‘Death of Photography’. Certainly it is partly dead – most of today’s more glossy motoring magazines would find it hard to produce a cover, or even a main article image, in an unadorned state. Continue reading “Louwman Museum IV : Capturing The Moment”
There stood enough rusting Opels in the field to make a poignant half-article in Classic & Thoroughbred.
Not shown are a Commodore and a Kadett estate or the lucky runner parked on the verge nearby. Continue reading “Postcard From Schleswig 6”
As luck would have it, I was out and about with no camera for most of the day.
Among the unicorns I spotted: a Hyundai XG350 and a Renault Safrane. It’s the Hyundai I regret missing the most. I haven’t seen one since 2006 and that one was a neighbourhood car. In all I have seen two, one of them several times. This time I could do not do more than Continue reading “Don’t Forget Your Camera”
In 1999, when retro was all the rage, BMW’s Z8 roadster did its best to exploit the sense of nostalgia that prevailed at the dawn of the new millennium. Surprisingly though, its sales brochure proves more creative.
For the launch of its luxury roadster – by some margin the most expensive series production car offered by the Bavarians, at 235.000 Deutschmarks – BMW threw everything but the kitchen sink at its potential customers.
Continue reading “Brochures Redux – A Retro Retrospective”
As promised here is a small snippet on a special edition you may have missed.
Quite coincidentally, Jimi Beckwith at Autocropley has been musing about the subject. Dreamcar.dk reported the momentous news of the Nissan Micra Elle as follows (in Nov 2012): “Nissan and the world’s most popular fashion magazine, Elle, have joined forces to develop a special edition of the popular city car, the Micra. The goal for both partners is to
…that we once ran a nice series on special editions here at DTW? And one of the cars featured was a Nissan Laurel Givenchy special edition.
We previously covered this car in relation to Brexit. I found it again when looking at Citroen’s UK site. They have a lot of hatchbacks now, like Fiat and Honda. It’s a sign of the times.
Turning to the topic, Givenchy is back (exclamation point). This time the great name has been applied like so much foundation to the DS 3. Voila, the DS 3 Givenchy Le Make Up. The problem is Continue reading “Did You Know…”
This item appeared at Car Design News. Among the interesting findings was that yellow is not much in evidence.
One wonders about these colour consultancies. They have no special access to the future yet are willing to guess (or is it propose) what it might look like. Presumably the consultancy has a lot of software to link economic and social indicators to colours. But it works the other way too. Colour affects our mood, acting to provoke a moment of “wow” or what Kant would call a pure aesthetic moment. So as well as the social mood influencing what colours we want perhaps colours can be selected to affect the social mood or even just to find people who are not in tune with it. Thus, the colour consultancies could push a colour and be pro-active in their predictions. One can review the data from now to say what might happen. One can also head off those trends by taking action. The time is right for yellow, I say. Let’s not give in to boring old trends but shape the future and ask for yellow cars.
I mentioned recently that futile pushing movement a driver makes in their seat as they try to coax an underpowered car to gain, or even maintain, speed. What they really need is a magic switch.
When I was a kid, many Jaguars had a small switch, set high up on the dashboard, between the steering wheel and the driver’s door. Depending on the model, this might either be labelled ‘Overdrive’ (in my memory a transparent toggle) or an ‘Intermediate Speed Hold’ (a black toggle). As a child I didn’t differentiate, or even question what the difference was, it just seemed like a magic go-faster button that the drivers could flick at will. Continue reading “BOOOOOST!”
Harder than string theory, this. Can one clearly recount the Suzuki Ignis story?
There are two product lines made by Suzuki. One is a line of small, quite conventional five and three door cars called the Swift or the Ignis or Cultus. And the other is a line of three and five door cars called the Ignis or Swift. Continue reading “‘Tis Not Enough That Every Stander-By No Glaring Errors In Your Steps Can Espy”
Lamb wool rugs, coverlets, wraps. I’d forgotten about the 2003 Continental’s rugs until now.
The 2003 Bentley Continental Flying Spur came with lambs wool rugs if one ordered the “Premium Specification”. This detail deserves a little reflection.
To purchase a Conti Flying Spur one needed more than two hundred thousand dollars. One rug could not really have cost more than a few hundred dollars. The very nice Norwegian Roros rugs cost about 150 euros. Adding a Bentley crest adds another twenty euros. I would have thought the rugs would have been standard too. However, the rugs are also a bit extraneous. First, I can’t imagine a lot of passengers would need the rugs except perhaps small napping children. The grown adults won’t Continue reading “May The Song I Sing Be Seamless As Its Way Weaves From the World’s Beginning To Our Day”
Despite the impending economic doom of Brexit, London Taxis are pressing ahead with a major new factory to produce their zero-emissions cab.
It’s gratifying that the factory, opened the other day, is in Coventry, a city with a long tradition of motor car production. It was never very pleasant to see how the sites of Triumph, Peugeot and Humber were transformed into shopping centres, piles of rubble and housing estates respectively. Continue reading “Come Forth Into the Light of Things”
In terms of prose and style, Porsche’s advertising certainly couldn’t keep up with the modernism of the company’s flagship GT. Yet the Swabian virtues persisted.
Given the amounts of thought, devotion and creativity that went into the creation of Porsche’s landmark 928 coupé, it comes as a bit of a surprise that the ’78 vintage brochure of the car isn’t terribly advanced in terms of layout or prose.
The overwhelming sense is one of pride and Swabian thoroughness, with just a hint of ’70s glamour and cosmopolitan flair added. Double pages are devoted to the 928’s being awarded ‘Car Of The Year’, obviously, as well as its design and engineering development process.
Robertas Parazitas looks back on a memorable Geneva Salon, and can’t quite decide whether to praise the Cadillac Escala, or rant against the sustained assault on the English language.
The concept is not new, having had its premiere at Pebble Beach in August 2016. It is intriguing on several levels. The design language is a departure from the distinct vocabulary of present Cadillac offerings. Like the Pininfarina H600, the Escala could fit into a number of manufacturers’ ranges: Jaguar, Lexus, DS.
It’s also a hatchback. Most will refer to the Audi A7, I’m thinking of the Rover SD1. Continue reading “Geneva 2017: Cadillac want us to Dare Greatly”
After a bit of a hiatus, FFTM returns with an Italian-made microcar, Grecav.
At mobile.de the earliest Grecav is a 1995 identifed as a Mopedauto. Like all these mini-engined micro cars they cost rather a lot compared to almost any decade-old Astra/Focus/Golf class car with room for four. They belong to a captive market of people who for some reason are not able to drive a “proper” car. Continue reading “Far From the Mainstream: Grecav”
First, an apology. This sequel to our piece on the Mohs Ostentatienne was originally promised to coincide with the 20 January 2017 Presidential Inauguration. In the event we missed it. Blame the crowds.
The Mohs Safarikar was Bruce Mohs’ next motoring project after the Ostentatienne. Obviously sharing what, back then, was certainly never referred to as DNA, this was a companion to the Opera Sedan, the clue to its function being in the name. As with the Ostentatienne, the Safarikar is an easy target for the smartarse motoring writer wanting to get a few cheap laughs with little intellectual outlay, and forgive me if I don’t manage to rise above my peers. Continue reading “A Larger Car for a Larger Continent”
If you have to ask how much it costs to look this cheap you probably can’t afford it.
All of a sudden Bentayga makes sense. Bentayga exists, I now realise, to provide a frame upon which the spectacularly insecure can hang the neediest portion of their id – and in the case above have it rendered in ‘Collage Edition’ carbon fibre. Behold the Mansory Black Edition – the ultimate expression of Bentayga-ness. Continue reading “Scream If You Want To Go Faster”
Rather a long time ago there were areas of the car market not occupied by the OEMs. How about a nice bit of plastic for your car, sir?
This advert is from the 1992 Daily Mail Motor Review. The back pages of car magazines usually featured this kind of thing. After you bought your car you could get rubber mats, car seat covers (the loud, tweedy ones were best), sun roofs and moon roofs, engine additives and car covers. Fog lamps could also be added, the more the better.
You’re engaged in some innocent retail therapy and then this beams down from planet Piëch.
As we’ve pointed out, Driven to Write never sleeps and while we don’t always get about as much as we’d like, our eyes and ears are everywhere. So while some of us are battening down hatches in windswept West Cork, others get to swan around a decidedly more temperate Marbella – a matter for which your correspondent is not bitter. Continue reading “Photo for Sunday – Volkswagen XL1”
Jaguar’s XJ6 saloon was a landmark car. Its marketing did it justice.
Collecting brochures is, in the grander scheme of things, a rather sad pastime. One goes to great lengths to get one’s hands onto something that was supposed to have, at best, a short-term effect and be forgotten immediately afterwards.
A 46 year old brochure prompts some thoughts on – arguably – the most idiosyncratic Comecon car to cross the Iron Curtain.
It is neither big, nor French, nor Italian, and had an embarrassingly prolific production of over 1.2 million, but the Wartburg 353 is deservedly a DTW favourite.
The price list accompanying the brochure is from April 1971. The £749 asked for the Knight (the name was only used for the British market) deluxe saloon was £26 more than a Mini 1000. A four door Viva deluxe was £883, the equivalent Avenger was £20 dearer. More off-beat choices were the Morris Minor 1000 4 door at £775, the Skoda S110L at £775 (The Octavia wagon was still available at £710), and the new 1500cc overhead camshaft Moskvich 412 matching the Knight exactly for price. Continue reading “Theme: Brochures – 1971 Wartburg Knight”