Everybody in the enthusiast community has an opinion on the Land Rover Defender – be it the old stager lately retired, or its more contested replacement from 2019. Like most opinions in today’s febrile media environment, these are as fiercely held as they are emphatically expressed.
At this point therefore I feel compelled to make an admission: I don’t much care for the original Land Rover. I do understand the rudiments of its appeal and acknowledge its unquestionable position in the pantheon, but I am becoming a little tired of being metaphorically beaten over the brow about how marvellous they are. Because, no matter how often I am pinned to a stout object and guided towards the path of righteousness by a defender of the faith, I simply cannot Continue reading “A Photo for Sunday – No Defence”
Over the years the hair may have lightened, thinned somewhat but his passion remained strong. Edward H. Mertz (1937-2020) took over Buick’s tiller in 1987, steering GM’s original brand for just over a decade. Helping usher in front wheel drive, wanting to make the right impression whilst reserving the typical, reservist, conservative Buick buyer, Mertz immersed himself into the role with a smile as confident as his policies, including better relations between the company and their dealers.
Mertz could be found in his office, alighting a tri-shield, the 19th hole or the affectionately named War Room where ideas and designs were thrashed out for his pre-recorded dealer-eyes-only Curbside Chats. Averaging every five weeks, he hosted sixty six episodes of around thirty minutes length (in total approximately a working week, 35 or so hours) all recorded to VCR tape and posted out to the three thousand stateside dealers. That, in itself is commitment.
Almost six years after the subject featured in one of DTW’s now legendary monthly themes, a chance sighting of a favourite alloy wheel design inspires a revisit.
Alloy wheels. Like air conditioning and electric rear windows, these were once the preserve of the most expensive model ranges, trim-levels, or, the cost-options list. These days you’ve got to be looking very hard in the lowest price reaches of the car listings in What Car? to find a model without them as standard.
As such, given that I instinctively look at every single car that comes within the range of my spectacle-enhanced eyesight, it’s a notably rare occurrence for an alloy wheel design to catch my eye these days. So, when I do, it shines out and begs for my attention.
The late sixties and early seventies: it seemed as if Amsterdam and this era were made for each other. Expansion of the mind by means of a wide range of stimulants, breaching of the traditional sexual mores, and challenging the establishment in general – all against a background of a nasty conflict in Southeast Asia and a looming end by atomic bomb.
The summer of love might have faded since its heyday in Haight-Ashbury but its spirit was still very much alive in the Dutch capital. However, like any other reasonably sized city that attracted new residents, new businesses and more tourism every year, Amsterdam could not Continue reading “White Elephant Or Red Herring?”
British localities often have words unknown to their neighbours; breadcake, tea cake and bap(1) can be all the same thing – or not depending where one lives. But taken collectively, it is always the bottom line that receives the most emphasis – how much? With travel restrictions now lifted, thoughts turn to holidays; dreams of the coast, sandy shores, alfresco dining and catching a crest with your board should you Continue reading “What Price the Surf?”
Today we muse upon the supposed relation between cars and their countries of origin.
Many years ago, in a British car magazine, I read an interview with an American car company executive about his employer’s attempts to crack the European car market (this was back in the days of efforts like Chrysler’s Neon sub-brand) in which he waxed lyrical on the subject of typically American virtues such as spaciousness in cars. Given that, certainly at the time, my primary association with the concept American car was the TARDIS-in-reverse quality of a typical land-yacht cabin, it wasn’t a terribly convincing argument. Nor did the executive in question seem to Continue reading “Country Club or Brand Values?”
DTW looks back at a car which attracted a very favourable review from then-editor Cropley at Car magazine, yet would scarcely register in terms of annual sales.
In 1983, I was 15 and already deep in car nerd-dom. I had a monthly order for Car magazine at my local newsagent (at which I had a part-time job every Sunday morning) and would genuinely get a tingle of excitement one week of every month in anticipation that it would be there as ordered when I rolled up for work.
Many moons have passed since receiving that joyful package by post – my prize – my road atlas. A local newspaper held a competition whereby one had to successfully recognise parts of the UK motorway network as a black line on a map. From memory, the M1, the M5, the M62, the M3 and the one I believe won me the prize being the M55, Preston Northerly to Blackpool and Britain’s first stretch of motorway.
For a brief moment after its introduction at the 1977 Geneva Motor Show, it seemed that Porsche’s 928 was THE car. Very much the antithesis of everything traditionally Porsche by being front engined and watercooled, the 928 was a bold move by the German manufacturer. The ingenious Weissach rear axle and the instrument binnacle that moved with the steering wheel as it was adjusted were testament of the amount of thought put into the intended, over time at least, 911 successor.
With a body composed of mostly rounded forms and compound curves the 928 also went against the stream of the vast majority of late seventies car designs. Being crowned 1978 European Car Of The Year; that title carrying considerably more marketable prestige compared to today, was icing on the cake, although the events would illustrate that the 928 would not Continue reading “Bringing Home the Dacon”
Attraction is a difficult feeling to describe or give substance to, one man’s glass of Chateau Neuf de Pape is another’s Suzuki X-90. And while I’ve never been allowed into DTW Towers (for reasons that cannot legally be divulged), there is widely believed to exist amid its expansive halls an unbridled acceptance of most things wearing a particular shield badge.
It was through a search for Lancia that these eyes did land upon Driven To Write, a smattering of time ago. Realising the sheer depth upon all matters motoring but leaning heavily towards the FCA (now enigmatic Stellantis) subsumed manufacturer, I dived in – eyes wide – head first. No arm bands, either.
If as it seems, Toyota wears the production crown, at least it’s modest and fits snugly. Naturally, there’s the occasional slip, leaving the odd jaunty angle but on the whole their kingdom is based upon more prosaic, unpretentious values, listening to their customer’s needs.
Much of the decadent West (and Japan) demands vehicles adorned with creature comforts and stratified social markers that depending on nameplate can cause snob levels to rise or fall accordingly. Add in design, a language those interested can weave akin to a boxer’s feet. Today’s subject however contains almost none of these qualities. If the Transit van and its ilk are the trade’s workhorse, then Toyota’s Probox is its beast of burden.
Imaginatively named using the combination of the words, Professional and er, box, this most versatile of vehicles has been a Aichi mainstay for practically twenty years. Simple reliable transport, unadorned by trinkets or jewels – besides it’s not technically a car – one can Continue reading “Mule Variations”
Well, you’ve made it. King of the hill, head honcho. Now to get the country sorted, getting to grips with the nitty gritty. But, you’ve made more enemies than friends getting here. Some of those policies have disgruntled the populace. Changing the whole economy didn’t help, nor banning Sunday morning lie-ins. And as for pulling out of the Tufty Club.
Should there exist the phenomenon of an average main battle tank, one is certainly looking at enormous metallic hulks weighing in excess of sixty tons costing millions of anyone’s currency to build. Naturally a secretive beast, tanks remain wieldy objects until disabled by either enemy action or breakdown when an infrastructure is necessary to facilitate their movements. However, if one is not financially replete or that infrastructure non-existent why not Continue reading “Yeoman of the Guard”
A fly on the dashboard documentary series from the early ’90s captivates your Northern England correspondent this week.
My excuse for neither seeing nor remembering this program when first shown is due to the fact I was probably out driving most nights after work. Needlessly, I might add, but so full of enigmatic memories; cutting ones driving teeth, investing the simplest form of driving enjoyment, simply because you can. Continue reading “From A to B”
In what now seem like very distant times, procuring the services of a taxi in New York would inevitably see one on the vinyl-clad rear seat of either a big yellow Checker, later a Chevrolet Caprice Classic or Ford Crown Victoria, whereas in swinging London an Austin FX4 “black cab” or its similar looking successors.
Nowadays virtually all these once ubiquitous vehicles have been succeeded by more modern, cleaner, more efficient but at the same time also much less characterful replacements. The minor sense of occasion one experienced as a tourist has gone as well since Toyota Prii and such now Continue reading “Comfort Food”
The character of Simon Templar has smoothly transitioned his way from the printed page, to radio and finally the silver screen, both large and small. Created by British/ Chinese author and scriptwriter, Leslie Charteris, the devilishly handsome detective known as The Saint has always needed wheels – real or otherwise – something characterful, with a dash of the debonair.
Alejandro Agag is clearly a well connected sort of chap. It was he who had the bright spark of introducing electrically powered racing cars to the world with the advent of Formula E. Yes, there were teething problems as one could reasonably expect with something so technically unproven. The set up took time, Dallara were chosen for chassis, Williams sorting out the sparks, Hewland the cogs.
The car that gave hope to BMW that independent, consistent success would materialise after a difficult post-war period.
As the 1950s drew to a close, BMW was in deep trouble. Only the tiny Isetta bubble car, built under license from Iso was a modest money maker. An enormous chasm gaped between the Isetta and the large, expensive 2600 and 3200 models, modernised versions of the 501/ 502 and by that time past their best.
Hunter gatherers only had to find and fend for their food supplies. They didn’t have to circumnavigate the darker reaches of the supermarket car park, seeking out the lesser used spaces away from those inclined to fling open car doors. But silver linings to clouds, those outlying regions often contain spaces filled by esoteric choices and, mercifully bereft of those sporting or cross derived.
One such regular being a dove grey Hyundai Lantra of 1995 vintage. Only ever seen in the darker reaches of the underground car park, this second generation Korean rather blends into the concrete gloom. It was obvious that space was taken but a closer examination proved necessary in order to Continue reading “Supermarket Sweep”
Mocking the afflicted is pointless when practically everyone suffers in one form or another. Collecting after all is part of what it is to be human. Possibly derived from our early hunter-gatherer instincts or maybe we’re just aping magpies – drawn by the shiny, fascinated by the interrelation? Far from being self conscious, my collections are varied; for instance, twelve Citroën books, genres of CD’s, scale model cars.
When you scratch below the surface or try to intuit the meaning, most of it is pointless. But it’s my pointless and over the years they have given me great pleasure. To enhance or alter a mood, my cd collection can rise to the occasion. Should my eyes wish to Continue reading “OCD plc”
Today we tell the story of the Batmobile, the automotive hero of the 1966 children’s television series that was based on the comic book adventures of Batman and Robin.
DTW readers of more mature years will immediately recognise the apparently random selection of words in the title above. They are lifted from the opening credits of Batman, a 20th Century Fox children’s television programme that ran from 1966 to 1968 and made an indelible impression on one childish mind at least.
The hero of the programme was Bruce Wayne, a wealthy bachelor played by Adam West, who led a double life as Batman, protecting the good citizens of Gotham City from the dastardly deeds of a variety of colourful, if inept criminals including The Riddler, The Joker and The Penguin. At Batman’s side was Robin, a.k.a. Bruce Wayne’s young ward, Dick Grayson, played by Burt Ward, and their indefatigable and unflappable butler, Alfred Pennyworth, played by English actor Alan Napier. Continue reading “WHAP!…POW!…BIFF!…OOOF!”
The first modern motor journalist? In praise of Thomas Jay McCahill III.
“Part of every dollar goes into the redesigning and styling pot, in an attempt to make your current car look doggy, outdated. It’s a successful trick that closely borders fraud.” These words from possibly the last known living descendant of the Scottish highwayman, Rob Roy. And if, as Henry Ford proclaimed that history is bunk, the story of this particular fellow could as easily be a work of fiction.
Thomas Jay McCahill III was once America’s foremost automotive journalist with a character as large as his substantial six foot two, 250 pound frame. The grandson of a wealthy lawyer, he graduated from Yale with a Fine Arts degree (possibly English, his story changed over time) and was surrounded by the automobile – his father had Mercedes-Benz dealerships.
Taking on two garages of his own, the Depression excised the McCahill wealth, leaving him destitute in New York. That city’s Times newspaper carried an ad for an Automotive Editor at Popular Science with a remit firmly stating: simple technical review, no brand names. McCahill’s sarcastic leanings, mentioning those taboo brands got him the sack only to be hired the very same day as a freelance writer with rival magazine, Mechanix Illustrated.
Two contrasting views of motoring journalism from very different worlds.
The BBC has a long-standing history on matters motoring. Some will argue distinguished, others, more disjointed. Long before those hailing from the county of the red rose (Lancashire) took hold of Top Gear, before former Prince (now, Evil Lord) Clarkson and his entourage, before even William Woolard, Chris Goffey*, Noel Edmonds, Angela Rippon amongst others, the information supplied came over the airwaves on what folk knew then as the wireless.
As dirty Harry Callahan once proclaimed: “A man’s got to know his limitations”.
The whereabouts of the prototypes are unknown: Malaysia, Germany and Italy are on the list of possibilities but so far none have surfaced – assuming they even still exist, that is. After the unsuccessful effort to revive the marque shortly after the second world war, it was until very recently assumed that Italian businessman Romano Artioli was next to attempt the task with Bugatti Automobili SpA between 1987 and 1995.
Although its specifications were undoubtedly impressive, the EB110 never really managed to establish a stable bridgehead for Artioli’s Bugatti upon which to expand further; the planned Ital Design EB112 four-door luxury car remained stillborn and the company declared bankrupt in September of 1995.
Some years before Artioli acquired Bugatti however, Michel Bugatti – Ettore Bugatti’s youngest son from his second marriage to Geneviève Marguerite Delcuze – initiated an ambitious project to Continue reading “Michel’s Missing Bugatti”
Despite his wealth and title, Lord Strathcarron left the RAF in 1947, aged 23 with no qualifications other than that licence allowing him to fly a plane. He swiftly found that Civvy Street rarely needed a fly-boy which meant turning to the dark side of the street – becoming a car salesman. Car Mart Ltd on the Euston Road was his initiation to the car dealing world and a mere stone’s-throw from Warren Street where he could Continue reading “The Strathcarron Movement (Part Two)”
Seventy years have elapsed since The Motor, magazine both of note and of yore, printed year books (1949-57) to review the recent past whilst crystal balling the future. A 1952 edition happened my way recently, garnering a heady eight pages (from 220) with analysis garnered from the six European shows that year. Remember them?
Compiled by long standing journalists, Lawrence Pomeroy (son of the famed Vauxhall engineer) and Rodney Walkerley; could it be possible they had minions to accrue the information, rather than being sullied by waves of the great unwashed? Attracted more by figures than actual metal, “British cars are rare birds for 1951“, their words provide a very UK-centric view of matters motoring. Equally fascinating as they are frustrating, let us Continue reading “Englishmen Abroad”
Boredom helped me to discover them. In the early seventies, I needed to find a way to keep myself entertained during our monthly weekend visits to my grandmother who lived in a small village in rural Belgium. As there was not much to do for me there and no children of my age to play with, I resorted to wandering around the house; that is where I at some point discovered stacks of old magazines in an old wardrobe closet. Among them were old TV guides and home decoration magazines but also issues of Readers Digest, LIFE and National Geographic.
Cars – and drawing them in particular – were my main point of interest and the plentiful car advertisements in those old magazines in my grandmother’s house provided an excellent source of inspiration. The ones that made the biggest impression on me were those of Pontiac in the magazines of American origin, and the Opel advertisements in the other more recent publications.
Our North Western England correspondent, with only a torch for company, takes to the lesser populated byways, for your Sunday amusement.
Autocar remains the weekly go-to on matters motoring since its 1895 inception. Born alongside the British car industry, the periodical has witnessed multitudinous change with probably its most profound being the transition to digital. Although the weekly printed copy remains (£3.80 at all good news vendors), one can be updated many times a day via the website. Subjects diverse as Industry News, Car Reviews, Features, Technology News and Opinion, all available without a proper search engine.
Bias, a weakness akin to pride can lead one down avenues built of pavé. We all have our likes and dislikes which can be difficult to explain rationally, even for humble word-slaves. Such is my bias towards the tin-top racing car, the ones that at least (used to) resemble a vehicle we might actually go out and purchase. In particular the British Touring Car Championship (BTCC) – last year concluding a rather protracted season. One should be thankful we had a season to watch at all – albeit on the television and not trackside.
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”
Both the Japanese and the Chinese car industry have on several occasions been accused of copying successful examples of their established colleagues in the west. The former never really produced an exact facsimile (cars built under licence such as the Hino Renault 4cv excepted) but rather an amalgam of those styling and engineering details of the competition deemed most worthy to emulate; this practice endured into the eighties but since those times the Japanese have clearly found their own way and are in some cases even leading it.
Having embarked upon mass production of passenger cars much later, the Chinese have taken a much more unscrupulous approach almost from the start; China’s first passenger car, the DongFeng CA71 of 1958 was a virtual, and unauthorised, copy of the Simca Vedette. Several Chinese upstarts continued the practice from there, mostly undeterred by threats from the carmakers in question to Continue reading “Rockstar Meets Dolphin”
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.
“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.”
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”
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.
The author regrets an increasing antipathy towards a pleasure that was very much a part of his earlier life experience and remained so until recently. There are, however, grounds for hope and optimism.
I have been driving for over forty years. In that time, the automotive landscape has changed in ways that were simply unimaginable when, as the proud owner of a newly minted driving licence, I took to the road in my first car, a second-hand VW Beetle.
“He who has not seen the road, at dawn, between its two rows of trees, all fresh, all alive, does not know what hope is.”
This phrase, translated from French by Georges Bernanos is but one of several accompanying the evocative images in the beautiful and highly sought-after Citroën DS Décapotable brochure. These poem fragments are also virtually the only words to be found in the booklet, which represented a hitherto unseen and fresh way of publicizing a car, thanks to the combined creative genius of artistic manager Robert Delpire and photographer William Klein.
A slice of contemporary automotive life through the lens of an artist.
Principally known in his later years, alongside better-known contemporary Henri Cartier-Bresson for his photojournalism work, Robert Doisneau captured on camera the working atmosphere of the Renault factory at Boulogne-Billancourt during their pre-war peak in the mid 1930’s. Drawn to the camera aged around sixteen, Doisneau was so shy he preferred to Continue reading “Doisneau’s All Seeing Eye”
How swiftly time passes – one moment you’re the talk of the town, the next, tomorrow’s chip paper.
Recently, a more mature Audi A3 in black arrived in our vicinity. Hardly worthy of a fanfare, especially as my initial introduction to this car was as follows; bonnet up, engine internals strewn roadside, stationary. Owner holding aloft the camshaft, almost trophy-like as I drove by. This did not bode well for such a car. If the old girl posses life, ’tis but a glimmer.
For this version of the PQ34 is now a late teenager – and whilst aged is far from long in the tooth, but now appears to follow a darker path. This new to my locale version of the A3 (Type 8L for you nomenclature completists out there) was manufactured sometime in the latter part of 2001, first registered in January of 2002, denoting this model to be post-facelift version.
With the original only being available as a three door, this five door (Sportback) variant has that cleaned up frontal version of Dirk van Braekel’s urban runabout. The headlight treatment still looks fresh, even when most examples have now taken on that milky effect when plastic ages. Can much light emit from lenses so? The car does have a current MOT pass, an effective guarantee for all matters mechanical… and I Continue reading “Pumpe Düse”
As Citroën’s Grand Tourisme with the Italian heart celebrates its fiftieth birthday this year, we peruse the few brochures printed during its brief tenure at the summit of the French firm’s hierarchy.
The ambitious SM of 1970 took the Citroën brand into a hitherto unexplored market segment. Instead of Peugeot, Rover, Renault and Lancia – to name a few – now it entered an arena occupied by names such as Jaguar, Mercedes-Benz, Jensen and BMW. Still, the initial reception was overwhelmingly favourable – the SM placing third in that year’s European Car of the Year contest (the GS won that year), and voted Motor Trend Car of the Year in the American market in 1972.
The vast majority of road tests worldwide resulted in positive to rave reviews, in most cases accompanied by a few provisos concerning the SM’s comparatively leisurely acceleration and the very direct DIRAVI power steering with variable assistance – although it was usually stated that most drivers would not want to Continue reading “Joyeux Anniversaire, Majesté”
We return to the minefield of automotive nomenclature. Mind where you step.
The process of naming a new car can be surprisingly complex and drawn-out, and even then certain pitfalls are sometimes overlooked, causing delays, unplanned expenditure and in a few cases, embarrassment and retraction. These pitfalls can be largely be categorized in lingual miscues (mostly of the sexual or scatological variety), historically insensitive names, legal copyright infringements, or simple bad luck.*
To start with that latter category: Tata Motors introduced a new small car in 2016 named Zica. Unfortunately for the Indian manufacturer, the introduction coincided with the outbreak of the fearsome Zika virus in South America; the Zica hastily renamed Tiago. All press photos had to be redone, previously built Zicas had to Continue reading “Nomen Est Omen”
Gilded lilies, like most things in life are relative. The Golden Angel Wing however, out-guilds most.
Like us poor scribes, the brains behind the processes of car making spend countless hours honing and perfecting, improving and re-checking to ascertain the best that is possible at a given moment in time. Midnight oil is a precious resource which, dependant on the individual, can prove somewhat finite, with unfortunate consequences lingering by.
Concerning cars, now factor in updates, facelifts, upgrades – call them what you will – they must be considered. The 1953 Mercedes-Benz W120 (or Ponton as it was better known) was a plain but honest, safe yet somewhat bland quality conveyance. Built primarily in Stuttgart, these one eighties (as they were badged) made impacts the world over. Continue reading “Destined To Shine”
The English language can be difficult enough to understand for those born to it – what chance the hapless non-native speaker dicing with the contrafibularities of cultural differences? How perfidious, Albion.
Comedy is a difficult mare to ride – relevance at risk to hosts of material becoming lost in translation. Anglophile German comedian, Henning Wehn, by example, once extoled upon the difficulties of learning such English idiosyncratic words as Gubbins (meaning possessions or the antecedent to ‘thing-y’). Contrary to that hackneyed old saw, our German friends are not only adept at comedy, they can also mine that more difficult vein of irony for good measure, as a (fairly) recent trawl through AutoCropley laid abundantly and amusingly bare.
In no particular order, since comedy can be dark just as well as light hearted, we look to our Stuttgart stooges, Mercedes-Benz and their G-Wagen. Well, not directly, since the German tuning firm, Posaidon (their spelling) have deemed it necessary to Continue reading “Some German Car News”
Car advertisements offer a snapshot of a different time. Welcome to a vision of Italy – mid-’70s style.
Today’s visual meditation rests upon that perennial DTW favourite, featuring press ads for two of the more indulgent offerings from Lancia’s abundant Beta family. These were expensively shot advertisements featuring high production values, and targeted at a discerning audience. During the 1970s, (before it all unravelled for them) Lancia’s UK importers spent a sizeable portion of their ad budget with publishers, Conde Nast, between full-page colour ads like these, and multi-page spreads made in conjunction with a fashion house(s) of choice.
Making almost as brief an appearance at this year’s Tour as its stricken race director, Škoda gets its newest electric offering some valuable airtime.
Among the more familiar sights on each stage of the Tour de France is the presence of the race director’s red car (the colour is velvet red in case you’re wondering). This vehicle, in which the illustrious annual cycle race’s leading light holds court, (often with invited dignitaries aboard) leads the riders from the start line of whatever town or city has hosted that day’s stage, through the neutralised zone (where riders are not permitted to Continue reading “Tour de Enyaq”
Racing CXs in the desert. What could possibly go wrong?
Frequently, one can witness famous people on TV performing acts of a nature for which they profoundly lack the talent, relevant image or physical capability. A programme such as Dancing with the stars (or its local equivalent) is an example, as are those occasions where politicians, in a bid to appear ‘with it’, allow themselves be tempted to Continue reading “So You Think You Can Race?”
“You can have anything you want in life if you dress for it.” Edith Head
The Mini received its third and most significant technical and bodyshell-related change in the Autumn of 1969. The Mark III Mini – and it was now simply that (with no marque-related branding whatsoever), lost the hydrolastic suspension fitted to it as a running revision in 1964, not to mention its more upmarket variants, in an effort to reduce costs (the Clubman was a separate model), but gained internal door hinges and winding windows, much to the disgust of the car’s now sidelined spiritus rector.
It would also be its last. All subsequent changes to the Mini (1980 A+ revisions notwithstanding), would be of the purely cosmetic variety. Such as in 1977, BL’s annus horriblis, and the year in which the Mini gained a matt black grille, larger rear lamp units, which included reversing lights, and cheerful striped fabric upholstery – on the Mini 1000 model at least. Stripes too were applied below the side windows. 850 versions however remained somewhat more austere, although the subsequent 1979 Mini City 850 would Continue reading “Strike a Pose”