We recall a legendary name in American coachbuilding.
Today’s Escalade SUV is routinely paraded as the new-millennial personification of the classic full-size Cadillac sedan, but with the sort of ground clearance and utility the Cadillacs of yesteryear could only dream about. During the roseate era of fins, dagmars and chrome plating, Cadillacs were not created with practicality foremost in mind – these were profound statements, potent symbols of attainment.
Throughout the 1950s, Cadillac sales were seemingly impervious to market vagaries or the state of the economy. While its brash appearance may not have been to everyone’s taste – even in more-is-more boomtime fifties America – the Cadillac was the domestic car the vast majority of the American public aspired to. Cadillac customers were also said to be the most brand-loyal; even in more difficult times, a new Cadillac on the suburban driveway clearly illustrated to peers and associates that everything was ‘just swell’.
The Matra-Renault Espace sired a number of imitators, but what about outright copies? Bruno Vijverman investigates.
The Renault Espace opened up a whole new market segment when it was introduced in 1984 (across the Atlantic the Dodge Caravan and Plymouth Voyager did likewise) and as soon as its commercial viability was confirmed, competitors rushed to their drawing boards to join the party. Not long after, several competing brands would introduce their own take on the monospace theme. And although conceptually they obviously followed the trail cleared by Renault, within the styling constraints of the monospace concept they produced designs that remained reasonably faithful to each make’s family appearance.
Years later however two suspiciously similar vehicles would surface in both India and Brazil. Even though one of them only went on sale shortly before the original Espace would be replaced by a new generation model, Renault nevertheless successfully threatened legal action, while the other clone never really reached series production at all. Let’s Continue reading “Espace Invaders”
The idea of designing or styling cars is almost as old as the industry itself. Stemming from coach and carriage works, in the beginning the car was made and effectively styled by those same engineers whose only goal was a mechanically powered carriage. Short framed, high bodied creations, and rudimentary in weather protection, imbuing style was barely considered. Wealthy customers hired craftsmen to create a unique automobile – America had dozens of such custom builders but even with Henry’s Model T, mass production barely stirred the creative soul.
Alfred Pritchard Sloan Jr wrote a letter to the general manager of Buick, H.H. Bassett in 1926 expressing his interest in styling a car in order to sell more. Cadillac general manager, Lawrence Fisher concurred with Sloan’s and Basset’s ideas on appearance. On a trip of Cadillac dealers in California, Fisher was introduced to Don Lee who aside from flogging Cadillacs ran a custom workshop in Hollywood. Contained within were those craftsmen building film stars their dream cars. Fisher was impressed by not only the workmanship, but by the young fellow directing the designers – Harley J Earl.
An unsung car design essential under the microscope.
“We’ve simply never found anything better.”
Prosaic words in a modern world where the non-use of a computer or software could be deemed a disability – thank heavens then for a material still requiring skilled human hands to shape and form – clay. Used for eons, clay in the automotive industry requires chemical alterations. Natural clay requires baking to gain its strength and rigidity but which renders the product non-alterable. To allow for modelling complex curves or knife-sharp edges, natural clay contains added oils or waxes and in the early days a volume filler, (sulphur) to maintain its pliable attributes.
Delivered in blocks (or billets), once warmed through, the clay can then be applied to a rudimentary shaped wooden buck or wire armature in clumps, literally thrown on then hand kneaded to express a basic shape. Once air dried, this automotive modelling clay maintains its malleable state and allows the skilled human along with a variety of hands tools to Continue reading “Chavant and Di-NOC”
Philibert Le Roy is credited with turning a backwater shooting lodge into a chateau fit for a king. Then, through a succession of architects along with an army of builders, the Sun King’s dream of the most opulent palace was made real. From small beginnings to a lavish labyrinth, the Palace of Versailles has borne witness to history.
Metaphorically and literally distanced from such overt flourishes lies an altogether different theatre of dreams. A place that too has borne change, seen careers grow to unprecedented heights, scarred many by its inner machinations and created millions of objects idolised the world over. Enter architect, Eero Saarinen (1910-61), creative inspiration for the somewhat bland sounding 1956 GM Technical Center in Warren, Michigan.
Ještêd, at 1,012 metres is only the 347th highest of the Czech Republic’s mountains yet is a coveted location. The reason being since 1973, at the summit resides an award winning single piece circular building, hyperboloid in shape, pointedly aiming another hundred metres toward the heavens. Partly hotel, but mainly transmitting TV signals, this striking edifice which took six years to construct came from the mind of Karel Hubáček, co-founder of SIAL, a Czech architectural studio.
Melding elements of beauty with science fiction, a sense of playfulness with functionality, the tower serves the important function of searching further into the great unknown. And whilst Hubáček, surviving enforced wartime labour, concentrated his work upon buildings for humans, he might perhaps have been influenced by something equally futuristic, but on four wheels.
GM’s Firebird I concept stood for high performance. II being the futuristic family car, whereas III was GM’s own trip to the final frontier – an earthbound automobile with otherworldly ideals. Continue reading “Reaching for the Stars”
Dodging bullets, our resident Mr. Miles offers his thoughts on an underappreciated Pentastar.
I’m Fortunate enough to have a scenic commute to and from work, the route encompassing rolling hills and open moorland before plunging headlong into suburbia and masses of unwashed vehicles. Vicious in winter, the summer weather has allowed occasional non-use of wipers alongside higher external temperatures, accompanied by regular morning sightings of a car whose rarity increases daily.DTW’s Richard Herriott wrote about the Chrysler Crossfire six years ago. Inspired by his words and my daily flash past this black bolide, I wanted to Continue reading “The Gamine”
Pacer begets Porsche – Porsche begets Pacer. Which is it?
Editor’s note: This is an expanded and amended version of an article first published on DTW on 28 January 2016.
The 1975 AMC Pacer is a car that seems to have become a four wheeled punchline to some joke or other for almost half a century. Derided and satirised in both print and in celluloid, it’s been a staple in every worst and ugliest-car-ever list. After all, it’s easy to kick an underdog.
It never made production, but the Pontiac Banshee was a harbinger nonetheless.
Chevrolet, 1966. Two million passenger cars sold. But for a two front attack, life might have been peachy. Enemy Number One – Henry’s Mustang. Enemy One A being rather closer to home, a GM (un) civil war focussing on the difficulties that family ties can induce.
How Bill Porter turned the sow’s ear of the 1986 Buick Riviera into something so much better.
This article was first published as part of the DTW Facelifts Theme on July 02 2014.
In 1986, Buick sold a medium-sized two door coupé called the Somerset in the US market, built on the Oldsmobile-engineered N-body. In the way of GM’s demented renaming strategy, the Somerset tag was once a trim level of the Regal saloon but it escaped to become a separate line. The Somerset only lived for three years – the public didn’t take to the name, apparently. The Somerset had a transverse, front-mounted 2.5 litre 4-cylinder or 3.0 V-6 engine driving the front wheels. The wheelbase was 103 inches (Americans don’t do metric).
Time eventually catches up with everyone and everything; the best one can hope for is to age gracefully and this applies to people as much as it does to man-made designs, which with precious few exceptions reflect by their very nature the era in which they were created. As time moves on, there is only so much that can be done to Continue reading “Holding Back the Years”
A blocked drain creates a chance photo-opportunity of two different takes on the large car theme.
Without going into uncomfortable contextual details, after an extended period suffering a downstairs loo that blocked all too frequently, the Robinson household called upon the services of one of those franchises of which the name is a play on their operatives’ usage of dynamically extendable rods. This required that the C6 be temporarily displaced from its habitual mooring on the drive to the small lay-by opposite the house. Having done so, on return from walking the dog, I found that someone had parked their Velar next to the Citroën and it gave me cause to stare a while at the sight before me.
I thought it would make an amusing Photo for Sunday. This is not something I’ve submitted before to DTW, partly because – as witnessed – I am a numpty at taking photographs, and also because I have no qualifications that justify my making of a cold, real world comparative design assessment between objects, inanimate or otherwise. So, forgive the shallowness of the following musings, and the fact that one half of the subject is once again my C6. Continue reading “A Photo for Sunday: Batman vs Superman”
Two giants of mid-20th century car design lay out their stall.
Both in oral and written communication the words Design and Styling are sometimes used as if they mean the same thing; this of course is not true. In broad terms styling is all about the visual qualities of a product, while design is more led by the functionality and consumer requirements. In the ideal fictitious case design leads to a product that is experienced as pleasing both in functionality as well as in aesthetics; for many, Dieter Rams for Braun or that of Jonathan Ive’s work for Apple fall within this treasured category. Continue reading “Style Council”
Dearborn 1967: product segmentation was strictly for the birds.
The 1958 Thunderbird would prove to be a pivotal product for the Blue Oval. Not only did the Square Bird transform the fortunes of the model line, the ’58 T-Bird popularised the concept of the personal luxury car amongst the American car buying public, creating an entire sector it would subsequently bestride. Not only that, the second-generation Thunderbird illustrated to Dearborn management that it was possible to Continue reading “Cats Will Fly”
Even now, well into the 21st century, the automotive industry and its related fields employ and attract more men than they do women, and the styling studios are no exception. There certainly has been a noticeable influx of women in the design departments over the past few decades: Anne Asensio, Marcy Fisher, Juliane Blasi and Michelle Christensen being a few latterday examples.
Wind back the clock some 90 years however and it was a different environment – and not just within the car industry. It took a determined and strong-willed woman to overcome the prejudice, condescendence, resistance and occasionally, outright hostility she would often confront if she dared enter an arena hitherto considered to be the sole domain of men.
Some of the women presented herein might appear a tad overdressed in period photographs, but it is important to Continue reading “Role Call”
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.
Having originally been known as the Kwaishinsha Motorcar Works and later by the acronym, DAT, the Nissan Motor Company has traded under its latterday identity since 1933. Introduced into Western markets under the Datsun nameplate; from 1981, this by then well-established brand name would no longer feature on the carmaker’s products.
The fact that Nissan chose to make this sweeping change in spite of the sales success enjoyed by brand-Datsun across global markets can be viewed two ways; an attempt to create a unified, instantly recognisable brand name, à la Toyota, or alternatively, to allow the carmaker to Continue reading “Ô souverain, ô juge, ô père”
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.
The spectacular but dangerous Group B rally class produced some mythical, awe-inspiring cars during its short existence; the Audi Sport Quattro being one of them. Group B regulations required competitors to produce a minimum of 200 roadgoing versions of the car they entered, resulting in an elite group of highly sought after collector’s cars.
Obviously derived from the standard Audi Quattro, the short wheelbase Sport Quattro with its body partly made from Kevlar was not simply a cut-and-shut job. Opening the bonnet one found a 5-cylinder engine alright, but this was an all-aluminium version delivering a potent 306 hp out of a displacement of 2.1 litres: the sub-five seconds 0-62 dash it could propel the Sport Quattro to being highly impressive at the time. Continue reading “Short Story (Part Two)”
Although a much less common course of action compared to stretching a pre-existing vehicle, several car manufacturers have at times explored this avenue nevertheless. There can be several reasons for this; the main ones being motorsports competition requirements, creating a smaller and cheaper entry level variant, responding to customer requests or complaints, and unique geographical market circumstances.
The just for fun variants are left out of the equation here, those (however amusing in some cases), for the most part being one-off amateur concoctions and mobile billboards. Continue reading “Short Story (Part One)”
Today we feature a car that, thanks to a clever facelift, was finally given the desirability to match its dynamic qualities.
The original 1996 Porsche Boxster 986 had all the right mechanical ingredients for a terrific sports car, and so it proved to be. However, the styling was a disappointment, particularly after the excitement generated by the pert and beautifully detailed 1993 Boxster Concept, first shown at the US Auto Show in January of that year.
We consider the Mercedes X-Class. No, not that one…
Much metaphorical ink has spilled forth on the pages of Driven to Write since its 2014 debut, a sizeable proportion of which has been flung in the direction of Sindelfingen’s current styling leadership. Not without justification either, for little of Mercedes-Benz’s stylistic output has risen above the level of banality for longer than we’d care to acknowledge.
Not everyone has been gripped with paroxysms of delirious pleasure over the broadly welcome shift in Mercedes’ Sensual Purity-themed styling away from the more striking forms and graphic elements of yore, with what some might discern as calmness equally being viewed as a lack of definition. Perhaps the most convincing case for that point of view lies with the current era A-Class. The W177 has been with us a number of years now, carving for itself a position in the European C-sector sales charts that might have given VW more to Continue reading “Grace and Favour”
Separated by a decade, this pair of blue oval offerings made for an interesting contrast as I walked past on my way into town the other day. Neither the second generation Mondeo nor the saloon version of the third generation Focus are uncommon sights in this part of our moist and verdant isle, but seeing them together, parked tail to tail in this manner lent an element of fascination which might otherwise have eluded them.
The Mondeo, a tidy-looking pre-facelift car is a local fixture, clearly well looked after and is a saloon; a bodystyle which this writer would unscientifically suggest proved more popular than the five-door hatch, which was favoured on the other side of the Irish Sea. I would also posit the view that the three volume Mondeo of this ilk was a very nicely resolved design, and a measure more pleasing to that of the (still handsome) hatch.
The Ancient Chinese once espoused the philosophical concept of Yin and yang, two opposing, yet mutually dependant lifeforces. This notion of interdependent duality was embraced across many cultures and philosophies over intervening millennia, but would come to be represented in late 20th Century Italy, not only by the rivalry between exotic ateliers, Ferrari and Lamborghini, but also by the complementary, yet determined efforts of the two leading Torinese coachbuilding houses to Continue reading “Hope You Guessed My Name.”
John Riccardo, Chrysler chairman Diary entry October 29 1975: Hold press conference regarding corporation’s loss of £116M in the first nine months. Inform UK government Chrysler can be a gift or closed down – their choice. Rescue package of £55M from HMG plus £12M from US parent snatched up. Use wisely!
Ah, the Allegro: Worst car ever. All Aggro. These and other less flattering terms have been routinely flung like wet rags at BLMC’s 1973 compact saloon offering in the intervening decades since the car ceased production in 1984. But while ADO67 itself would over time become notorious, its more dignified Kingsbury derivation was the object of ridicule pretty much from the outset.
Introduced in September 1974, the Vanden Plas 1500’s debut was greeted not only with a gilded tureen of derision but a sizeable component of incredulity; not so much for what it was, but largely for the manner in which it had been executed. So, what in the name of all that was sacred and holy possessed Vanden Plas to Continue reading “God Save the Queen”
Largely unnecessary, possibly retrograde; the Focus got the Kinetic treatment in 2007.
Claude Lobo returned full-time to Köln-Merkenich in 1997 to head Ford’s European design team, following a three-year stint as head of Ford’s advanced studio in Dearborn. By then, the blue oval’s European satellite seemed at something of a creative crossroads. Throughout the decade, Merkenich’s design quality had become decidedly uneven and in terms of direction, its previous stylistic assurance seemed lost.
Under Lobo’s direction, two highly significant Ford designs were enacted, the original 1996 Ka and the 1998 Ford Focus, both spearheading a newfound confidence in form, graphics and style. Two years later, the Parisian retired, his replacement hailing from Ingolstadt. Chris Bird was part of the design team at Audi since 1985, contributing to the original A8 model, becoming Ingolstadt’s studio head under Peter Schreyer in 1995. Continue reading “Under the Knife – Swings and Roundabouts”
We recall three vehicles from different European manufacturers, each trying to offer a new twist on the large executive/family car formula, but all failing comprehensively to break the stranglehold of the status quo.
It is the Holy Grail for automakers: coming up with a design that defines a whole new automotive genre. You reap the rich rewards of first-mover advantage while your rivals struggle to catch up. Sticking your corporate head above the parapet of automotive convention is not without risks, however. For every Nissan Qashqai there is a Suzuki X90, selling in tiny numbers before being canned, then hanging around like a bad smell to remind the public how foolish you were.
Designers, akin to writers are seldom idle. Whereas us impoverished keyboard jockeys are tied to our workstations, the designer usually prefers to get stuck in, hands dirty and not simply bear witness to his (or her) thoughts, more help them bear fruition.
One such hands-on designer being Gérard Godfroy. Now aged 73, and living in Normandy, Godfroy views design as an emotional transmitter – why not share those feelings? He should Continue reading “Material Handler”
2004’s (B7) Audi A4 was a highly significant (re)design, if not entirely for the right reasons.
The four rings of Ingolstadt were a long time in the ascendant, frequently taking one step forward and several backwards, before hitting a more assured stride. Indeed, according to former design director, Peter Schreyer, it was at one time considered an embarrassment to Continue reading “Under the Knife – No Advance”
We wonder if the 1991 Mercedes-Benz W140 might have fared better, both in stylistic terms and in the market, if Bruno Sacco had been allowed to realise his original vision for the car.
One of the surprising nuggets I uncovered in my research on the W140 was that Bruno Sacco, Mercedes-Benz’s highly talented but modest and self-effacing Head of Styling, was an admirer of the Jaguar XJ saloon. Sacco very much liked its low and sleek lines. His original concept for a replacement for the W126 S-Class was a Germanic interpretation of that car. Unfortunately, his vision was corrupted by demands that the cabin should have generous headroom, even for two 190cm (6’3”) adults sitting one behind the other. This resulted in what most would adjudge to be an excessively tall glasshouse, making the car more suitable for monarchs and dictators on parade than fast and discreet point-to-point travel by captains of industry.
The 2004 facelift of Alfa’s 147 was of the light-touch variety. We check for residual scarring.
It wasn’t possible to know it at the time, but the immediate pre and post-Millennium period would represent the final creative and commercial flowering of FIAT Auto (as then known), a statement which is particularly apt when it comes to matters surrounding the fabled Biscione of Milan.
Part of FIAT’s sprawling auto group since 1986 and in the wake of a somewhat chequered start in product terms, a cohesive and (from a purely design perspective at least) credible strategy had been formulated for Alfa Romeo; matters taking a decidedly more upbeat tone with the Enrico Fumia-helmed 1993 Spider and related GTV models. Continue reading “Under the Knife – A Kiss of the Blade”
Filling balloons with wet plaster, squeezing them into abstract shapes, photographing the amorphous images and projecting the slides on a wall may sound like the description of an LSD powered mind trip, but in this case it was a new and unprecedented way to design a car.
In 1987 Toyota started work on project F3, the planned successor to the then recently introduced Soarer Z20. Contrary to the previous Japanese domestic market-only model, the planned new car would also be marketed in North America under the upcoming Lexus brand. Since it was considered essential that the future car be a success in the North American market, the job was given to Calty Design Research – Toyota’s Californian design centre established in 1973.
The world needs characters such as Erich Bitter. At 87, if the Westphalian runs on oil, he must have reserves aplenty, at least from wells of entrepreneurship and dogged determination. For without that close to wind, to blazes with millstones like finance and ruin, his dogged spirit and an array of automotive anomalies would never have been. Although that output may have been small in relative terms, his legacy (of which surprisingly large numbers survive) continues. Mind you, those seeking marriage or financial guidance might wish to Continue reading “Best Bitter”
Say what you will about newly-forged Stellantis, but now that the reconstituted car giant has cleared its regulatory hurdles, it has hit the ground at a blistering pace – particularly on the new model front. Much of it of course being massively overdue, given the delays and re-organisation such a colossal enterprise necessarily entailed, and that is before we mention the malign effects of the pandemic, or the recent industry-wide shortage of micro-chips, the most recent frontier in the automotive industry procurement wars.
This week, as reported in Automotive News, CEO, Carlos Tavares told reporters from French publication, Le Point that it will no longer be necessary for Stellantis to Continue reading “Newsgrab”
There were more strings to DAF’s bow than one might have imagined.
Although small in stature, The Netherlands has given the world several notable innovations. The microscope, the orange coloured carrot, the stock market, the pendulum clock, total football, the anthem, the first modern world atlas, Bluetooth and WiFi, the artificial kidney and heart, not to mention cocoa powder.
But while the Gatso speed camera has been greeted with less cheer, the positives outweigh that negative by some margin. In the carmaking field however, the country’s track record has been less stellar. Even though luxury car maker Spijker was the first to introduce a car with six cylinders (and four wheel drive as well!) in 1903 with the 60HP, the company went bankrupt during the roaring twenties; and even if current CEO Victor Muller of the revived-since-1999 Spijker would have us Continue reading “Dutch Treat”
It ought to be obvious really; that incredibly fertile period of Citroën design overseen by the recently departed Robert Opron and presided over by CEO, Pierre Bercot was merely a blip; a marvellously inventive, optimistic and futuristic one, but a blip nonetheless. One where high speed travel in supreme comfort was to Continue reading “Creative Dissonance”
The Autech Stelvio and slightly less challengingly styled Autech Gavia were not the only specials for the Japanese domestic market produced by the Italian carrozzieri: meet the Alfa Romeo 155 TI.Z. Zagato’s aim appears to have been to Continue reading “Domo Arigato Zagato”
The author charts the evolution of BMW’s design over the past sixty years and laments the dismal state it is in today.
In the late 1950’s BMW was a company in deep financial trouble. It had been posting losses for a number of years as an increasingly affluent West German middle-class turned away from its motorcycles and Isetta bubble car but could not afford its 501 luxury saloon.
Moreover, the BMW 507 roadster, although beautiful, had proved financially ruinous for the company. Only 252 roadsters were produced over three years in production between 1956 and 1959. It was virtually hand-built and, even at a price of almost $10,000 (equivalent to $97,400 in 2021) in the US market for which it was primarily designed, BMW lost money on every single one sold. Consequently, the company posted a loss of DM15 million in 1959 and found itself on the verge of bankruptcy.
Daimler-Benz considered what would effectively have been a takeover of its troubled Bavarian rival. A proposal for a merger was tabled, but this was rejected by BMW’s shareholders. Instead, it was the Quandt family, whose wealth derived from a wide range of industrial holdings, that came to the rescue and recapitalised the company. A plan was formulated for a product-led reinvigoration of BMW. Continue reading “A Longer Read: Six Decades of Separation”
Today we feature a car that was the product of a highly effective facelift of its stodgy predecessor.
The 1997 Golf Mk4 is widely acknowledged as a masterpiece of disciplined and rational design. Its svelte exterior was handsome and timeless, and a huge improvement over the flabby Mk3. The interior was a revelation, bringing a level of quality to the Golf that had not been seen before in C-segment cars. The Mk4 remained on the market for eight years, during which time it remained virtually untouched, Volkswagen sensibly realising that it was impossible to improve upon its near perfection.
When it came time to replace the Mk4, Volkswagen dropped the ball. The 2003 Golf Mk5, whilst not exactly ugly, looked rather corpulent, and much of the detailing was rather too fussy for a Golf. The Mk5 was partly a product of VW Group Chairman Ferdinand Piëch’s aggressive strategy to Continue reading “Under the knife – Bogey to Birdie”
Two new battery electric cars. Two vastly different visual offers. Any real difference?
Electrification brooks no resistance. Legislative mandates have made it so, and as successive national governments fall into step, the current is running in one direction only. Nevertheless, for those of us who Continue reading “Direct Current”
The lesser-known RK Bodyworks, based in Albany, New York was commissioned by a certain Carl Szembrot to convert this 1952 Studebaker into a LeSabre-lookalike. The top of the three taillights adorning each fin was a blue directional signal, the middle one a red stop light and the bottom one a white reversing light. The bullet nose and trim from the Studebaker were cleverly re-used to Continue reading “En Garde! Part Two”
Like the Buick Y-job that went before it, the 1951 LeSabre concept car was a GM testbed for both technology and stylistic ideas. The low-slung roadster, bodied in aluminium and magnesium, was the first to have the panoramic windshield that would be a defining feature on virtually all American cars from the mid- to late fifties. Its overall look is best described as jet age on wheels.
LeSabre also used the first application of GM’s 215 cubic inch (3.5 litre) aluminium V8 which would later find its way into a variety of cars, both in the USA and Europe – although in the LeSabre’s case the engine was supercharged and capable of running on both regular fuel and methanol. Harley Earl was known to Continue reading “En Garde! Part One”
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.
In recent weeks the design chiefs of the German car industry’s premier division reminded us exactly how they justify their retainers. This elite trio of Audi’s Marc Lichte, BMW’s Adrian van Hooydonk and Mercedes-Benz’s Gorden Wagener hold perhaps the most coveted and yet simultaneously least enviable jobs in the business, being at the very sharp-end of the changes rapidly encroaching upon all carmakers, but impacting the upper denizens in potentially even more profound a manner.
Earlier this week, we talked to a design commentator about the challenges facing carmakers; given the lack of vision which characterises the mainstream legacy motor car in the current environment. Viewed in this context, the manner in which these particular figures have deigned to Continue reading “Pinned Together, Falling Apart”
Ready to take a trip? Today we discuss possible futures and automotive design with Design Field Trip’s editor, Christopher Butt.
Design was once characterised as “the dress of thought,” an elegant phrase and one at least as applicable to the automobile as any other form of styled product. Yet today, the dress which clothes our vehicles all too often suggests thoughts of a less edifying nature. But can anything be done to arrest this trend? Having recently launched his latest venture, Design Field Trip, we ask Hamburg-based design commentator, critic and writer, Christopher Butt, about his hopes to Continue reading “Depth of Field”
Odd how certain phrases can cause strong emotions yet in a physical form, leave many cold. The shooting brake is just one such term. It derives from a time (circa 1890) when a British gentlemen required transport not only for himself but his Batman (butler/ driver) along with his fellow shooters, kit, caboodle and most necessary, dogs, in order to Continue reading “When An Estate Car Just Won’t Do”