Editor’s note: To coincide with this week’s Cortina article, we are re-running the following piece, first published on DTW in October 2016.
The BMC Mini and the Ford Cortina represented two contradictory strands of the British character. Soon after its release, Ford, notoriously, took apart a Mini and realised what BMC hadn’t worked out, that each car sold would lose the company money. The blue oval wasn’t going to make the same mistake. Ford of Germany inherited the abandoned front-drive ‘Cardinal’ project from the USA to become the Taunus 12M, but Ford of Britain were having none of this fancy stuff and its ‘Archbishop’ (ho, ho) project was very, very conventional.
But what the first (Consul) Cortina did offer was a lot of up-to-date looking car for the money. Less well recorded is that BMC, returning the favour, bought a new Cortina, took it apart and were appalled at the bodyshell’s lack of torsional stiffness. But even had this fact been publicised, it’s unlikely that it would Continue reading “The Ford Cortina Mark IV at Forty.”
Simca’s underappreciated mid-liner under the spotlight.
Editor’s note: This piece first appeared on DTW in March 2017 as part of the Simca Theme.
The Simca 1300/1500 stepped elegantly into the Aronde’s shoes yet, despite good looks and strong sales, it never really escaped the rather ‘grey’ reputation bestowed by its casting as the universal anonymous saloon in Jacques Tati’s 1967 film Playtime. The casual seeker after knowledge might therefore too easily conclude that the mid-size Simca’s sole contribution to the advancement of the automotive art was the availability, in the estate cars only, of a Formica-faced boot floor which could double as a picnic table.
The reality is that it was a well-balanced product, both in engineering and style, for which Simca adopted ‘best’ practice, rather than joining the technological revolution which was sweeping through the car industry in the late fifties and early sixties, one which saw even conservative businesses like BMC, GM, and Rootes trying to Continue reading “The Discreet Charm of the Bourgeoisie”
Editor’s note: Today’s article is a revised version of a piece first published on DTW in 2017.
In 1974, a faltering Volkswagen crossed its metaphorical fingers and took a risky punt into the unknown. The Golf was by no means an avant garde product by early seventies standards, but nonetheless arrived slightly left of market-centricity. And while it would be ludicrous now to suggest that it was to prove anything but a commercial success, there was no certainty at the time that this would be the case. In fact, it really wasn’t until its second permutation that the Golf truly began to dominate the sector it would later define.
Like most overnight successes the Golf’s rise to prominence masks innumerable false avenues and bitter reversals along the way, but today, its ubiquity makes for a slightly nebulous subject to pin and mount. After all, the Golf is a such an entity in itself, what is left to Continue reading “CAR is a Four Letter Word.”
Editor’s note: This piece was first published on Driven to Write in April 2015.
I have a bit of a soft spot for small estate cars. DTW has tested the popular Renault Clio ‘Sports Tourer’ dCI which is a small estate car. What was revealed in the course of 361 kilometres?
The Clio has proved to be a successful entrant in the small car market and the estate version is as numerous (to judge by its ubiquity) as the ‘standard’ five door body. Is there a difference? Yes, one you can measure and feel. The estate’s maximum boot volume is 439 litres compared to the 300 litres of the normal car. Both models have the same wheelbase. With the rear seats folded down, the volume rises from 1038 litres of the standard car to 1277 litres in the ‘sports tourer’ or station wagon. You can see why people Continue reading “2015 Renault Clio Sports Tourer dCi Road Test”
Editor’s note: The original version of this piece appeared on DTW in February 2016. Today’s version reflects a re-evaluation of the 2003 concept.
Over the four decades FIAT Auto was in control, it had been possible to obtain an insight to the health of the parent company’s fortunes by how much development resource was drip-fed towards their habitually impoverished Lancia division. In the early years of the new millennium, despite being heavily indebted and messily extracting itself from an abortive association with General Motors, FIAT seemed primed to Continue reading “Past Perfect”
You can’t polish a turd, but can you sully a diamond?
Editor’s note: This piece was first published in July 2014 as part of DTW’s facelift theme.
Once, whilst Europe was happy to go on producing the same identical model year after year until the dies got too worn out to function, the United States car manufacturers doggedly changed models every three years, with a facelift every year in between. Thus, any reasonable US car spotter will be able to identify the exact year of a Ford Thunderbird, first by the shape, then by the radiator trim or the rear lamps. Any domestic manufacturer who didn’t Continue reading “Facelifts – Loewy’s 1953 Studebaker”
The keys to the executive lounge are hard-won. Sometimes you’ve got to force your way in.
Editor’s note: This article was first published on DTW in November 2016.
The 1986 E32 BMW 7-Series may not have been as polarising a styling statement as its E65 descendant, but if anything, it was to prove a more significant car. Bayerische Motoren Werke’s “Here’s Johnny” moment; it represented a point where BMW took a metaphorical axe to the boardroom door and gave their Swabian rivals the fright of their lives. Its style also inspired an entire generation of BMW saloons, introducing the distinctive (and patented) L-shaped tail-lamp motif.
Up to that point, BMW’s success had pivoted around more compact offerings, their upscale models proving a more difficult sell against the eternal benchmark Sindelfingen flagship. The 1977 (E23) 7-Series marked the Bavarian carmaker’s first serious attempt to Continue reading “Benz Buster”
Editor’s note. This piece was originally published on DTW in May 2015.
At the end of the 1950s, there was a sizeable group of home-owned players in the German industry, but we shall concentrate initially on three of them — Borgward, NSU and Glas. Only the first few paragraphs of this piece are fact, the rest is entirely speculation as to how things could have worked out quite differently, yet might have ended up much the same.
Borgward had been making cars since the 1920s. They were fast to restart manufacture after the War, being the first German company to put an all new car into production, the Hansa 1500. This was replaced in 1954 by the mid-sized Isabella and that was joined in 1959 by both the larger six-cylinder P100 and the smaller Arabella, featuring a flat 4 boxer that Subaru is believed to have used as a reference point when developing their own engine.
Having a decent and attractive range, with innovative yet sensible specifications, Borgward’s pricing was keen, undercutting similar Mercedes models. The only problems were a reputation for introducing under-developed cars too early and, crucially, Carl Borgward’s attitude that the best way to Continue reading “Alternative Paths In An Unpredictable Industry”
And Westminster. Quite a list for those interested in cars named after UK destinations.
Editor’s note: On behalf of the editorial team, I’d like to wish all our readers a very happy Easter. This article first appeared on DTW in December 2016 as part of the ‘Places’ theme.
They don’t do that anymore, do they? Yet the Americans are still happily driving around in their Aspens, Tahoes, Malibus and Colorados. Seat, to my knowledge still sell an Ibiza, Ateca and Leon. The French and Germans are less willing to use their place names for their products, are they not?
The case of the United Kingdom is curious. The French and Germans never really went in for celebrating their lovely towns: Bamberg, Bordeaux, Aix-en-Provence, Miltenberg, say. The Spanish are still doing it. The British did and gave up. That change makes it an interesting case. What has happened to the British (I am not British, by the way) to make them Continue reading “Places: Oxford, Cambridge, Blenheim, Hereford, Somerset”
The Farina-bodied BMC saloons would become ubiquitous Sixties fare. We examine an early verdict, courtesy of The Autocar.
Editor’s note: This piece was first published on DTW in January 2019.
The very first of a new generation of Pininfarina-bodied medium saloons from BMC, Wolseley’s 15/60 model was introduced in December 1958 before going on sale in early 1959. This new series would take BMC’s multi-marque strategy to previously unheard of heights (some might choose to invert that statement), with a succession of models quickly following, all sharing identical bodyshells and technical specifications, apart from minor changes to engine tune and detail styling. Widely derided as ‘badge-engineering’, it proved a commercial success for BMC, but one which ultimately came with considerable reputational cost.
The Autocar published its first road test of the 15/60 on 13 March 1959. The test car retailed at £991.7s, including purchase tax. Not (then) noted for sensationalism, The Autocar writer’s style was drier than a chilled glass of Gordon’s gin (other brands are available), but with a little gentle sifting one can Continue reading “Road Test Retrospective : 1959 Wolseley 15/60”
Editor’s note: One of DTW’s founding aims has been to spread a little more joy to the world, so to this end, we offer this re-run of a June 2019 article on the HR-V.
Had we known just how the mainstream motor vehicle would evolve, we might have paid a little more attention to the announcement of Honda’s HR-V, twenty years ago. As it was however, the automotive press were content to file it along with all the other amusing, but lightweight offerings from the more whimsical end of the Japanese automotive juggernaut.
The HR-V, which allegedly stood for High Rider Vehicle was previewed in conceptual form at the 1998 Geneva motor show as the even more memorably-coined J-WJ, where the positive reception was said at the time to have stiffened Honda’s resolve to Continue reading “Ode to Joy”
Editor’s note: This article made its first appearance on DTW in July 2014.
Tinselly, crudely assembled and unattractive sums it up, but luckily that’s just the Chevrolet badge on the bootlid. The rest of the car surprised me by being vastly better than the reputation suggested. The Chevrolet Epica has ended its six year production run and perhaps its reputation needs a little burnishing. I’ll tell you why: there’s very little wrong with the Epica and a lot that’s right.
Goodbye, VW Golf Plus, we’ll miss you. Hello, VW Sportsvan.
Editor’s note: This piece originally aired on DTW in August 2014. The Golf Sportsvan ceased production in 2020.
Some readers may have missed the news that VW’s much loved GolfPlus nameplate has been discontinued. The new name to watch is Sportsvan and doubtless it will win as much affection as the outgoing one. The replacement car was shown at the Frankfurt Motor Show in 2013 and is now on sale.
The latest Superb is a very nice thing, but I’m concerned that it lacks the essence of Skoda.
Editor’s note: Back in January 2016, DTW author, S V Robinson expressed his concerns over Skoda’s direction of travel, which is worth revisiting anno-2023, as Mladá Boleslav prepares a new generation Superb.
The other morning I had the pleasure of parking up at Milton Keynes Central Station car park early, and was struck by the profile and form of the two cars between which I had inserted my C6 (I still can’t drive a manual, which is no significant hardship really, but now I’m threatened once again with immobility as the Citroen’s power steering is definitely on the blink – there always seems to be something …) It was still quite dark, with just the dull glimmer of a January dawn to take the edge off the night sky, together with the drizzling amber tones of artificial lighting, and so it took me a moment to Continue reading “The Superb Skoda – A Mixed Blessing”
Has Genesis shown us a fresh face in emission-free motoring?
Editor’s note: This piece first appeared on DTW in April 2019.
Since the advent of the automobile, cars and cities have co-existed in an uneasy truce, but as concerns over deteriorating air quality gain traction across the developed world, it seems increasingly likely that our urban streets are simply not big enough for both. So the mid-term future for the combustion-engined motor car, in an urban context at least, looks bleak. However, like most behavioural shifts, this seems unlikely to occur overnight, but already – as previously reported both here and elsewhere – urban legislatures are taking matters upon themselves by limiting or banning outright, vehicles which fail to Continue reading “Fresh Mint”
Is this really the progenitor of the modern sports saloon?
Editor’s note: This article originally appeared on Driven to Write in March 2015 as part of the Benchmarks theme.
In the early 1960s, the average British driver on an average income would have ended up with a leaf-sprung wheezer, comfortable maybe, but hard-pushed cruising above 70 on expanding and unrestricted motorways, a handful in a panic stop and an entertainment-free and potentially scare-laden prospect on corners.
In a year when the term, permacrisis became embedded in common discourse –both as adjective and state of mind – those who believed the onset of 2022 would herald a return to relative stability and (relative) certainty were in for quite the disappointment. So as we bid farewell to another year, it’s time to cast back over some highlights of the Driven to Write year, one where reading the runes made as little sense as reading the (automotive) news, where forecasters flung their crystal balls aside in exasperation and most of us simply resigned ourselves to Continue reading “2022 Review”
I know what you’re thinking. This is a somewhat tenuous looking festive scene, more of an excuse for a gratuitous Fitz and Van illustration if honest. Still, there is sufficient quantities of the white stuff on display here to provide ample seasonal cover, so if you’re prepared to Continue reading “Season’s Greetings”
Three brochures for the X1/9 illustrate Fiat’s differing marketing approaches.
Editor’s note: This piece was first published on Driven to Write on march 1st, 2017.
Despite having an instantly recognisable house style, FIAT Auto’s 1970s brochures were often rather stark looking affairs. Studio shots, no background and just the facts. For an economy hatchback or suchlike, there was an element amount of logic to this approach, but for what many dubbed a Ferrari in miniature, it risked underselling what was at the time a unique proposition.
Conceived to replace the popular Fiat 850 Sport Spider, the 1972 X1/9 would prove long lived. Claimed figures vary but at least 160,000 were produced over a 17-year lifespan. The story goes that faced with the likelihood of FIAT taking production of the 850 Spider’s replacement in-house, Nuccio Bertone pushed for a mid-engined concept, ensuring that his business would Continue reading “Midship Triptych”
If the casual reader was to view the previous posts in this series as a barometer of the local vehicle population in this part of Southern Spain, they might be forgiven for believing that people here were trapped in some bizarre thirty-year time warp. In fact, modern machinery by far outweighs the old timers, as one might reasonably expect.
News broke this week that London’s Ultra Low Emission Zone is now certain to be extended outwards as far as the London Orbital Motorway (M25) which encircles the outer reaches of the metropolitan area, a decision which will be greeted with some dismay amongst certain (older) car owners amid the UK capital when it comes into force next August. And while most can probably agree in principle that a reduction in airborne pollutants is likely to benefit air quality, it will mean that swathes of perfectly serviceable older vehicles will be taken off the roads – or simply shunted out of London entirely.
Similar strictures would decimate the car pool in this part of the Costa del Sol, given what remains in daily use there, but I would posit that it’s only a matter of time before such matters eventually come to pass. But in the meantime, we at least get to Continue reading “Sketches of Andalucía ”
For a place where locals appear to think nothing of maintaining thirty-year-old cars as daily runners, the proliferation of German-manufactured cars in this part of Southern Spain amounts to less than one might reasonably imagine. Did German cars fail to chime with the Andalucían sensibility, or was it more a factor of up-front cost? Only a native could possibly Continue reading “Sketches of Andalucía ”
Occasionally, we get the opportunity to glimpse other possible lives. These are commonly known as holidays, although I prefer to imagine them as being more akin to dreamscapes. For the first time since before the Covid pandemic, I (very) recently found the opportunity to return to the Andalucían coast, and despite the lateness of the year, was mostly blessed by the weather deities.
As is now habitual, I spent a sizeable amount of time getting a feeling for the place, which involved a good deal of legwork – a happy consequence of which was that there was usually something notable (or simply unusual) lurking down a side street.
Editor’s note: David Pye OBE (18 November 1914 – 1 January 1993), was Professor of Furniture Design at The Royal College of Art, from 1964 to 1974, in addition to being a respected wood turner and designer in his own right. He also wrote several notable volumes on design theory. This article was originally published as part of DTW’s Compromise theme in January 2017.
His argument rested on the idea that no design can optimise every aspect. The more complex the object the more likely this is to be the case. If we take a simple example of a knife, it’s a compromise because unavoidably the designer had to work within constraints of time and materials. The knife has to function but be affordable and attractive to enough people to Continue reading “Compromise – The Paradox of Failure”
Best start with the facts. This is the cover composite from the November 2010 edition of Car magazine. It was, as we can discern, a busy month for the UK periodical. Big Georg Kacher was flown out to the United States (business class no doubt) for an exclusive ‘drive’ of Jaguar’s shapely CX-75 hybrid-supercar concept, while the fullest possible coverage was provided of the three conceptual offerings from the fevered imagination of Lotus’ then CEO, the much unmissed Dany Bahar.
Britskrieg ! screamed the headline, as stridently as a dive-bombing Stuka; a tortured and needless piece of bellicose verbiage which previously only the UK’s Red Top editors might have considered. Such language was not only rather inappropriate, but references such as an “all out sports car war” were really Infra Dignitatem for a once high-brow title such as the EMAP monthly. It would be interesting to Continue reading “Punctuation Bingo!”
First published on April 27, 2016, this fine piece by the now-retired DTW co-founder, Sean Patrick formed part of the Japan Theme.
An obvious introduction for an obvious concept. If you want to fit people shaped people into a car, the architecture that allows them the most room to sit in comfort is a box. An empty volume bounded by a series of flat rectangles. In the early days lots of cars were like this, now they are not. A common criticism of car design, used in the UK at least, is that a car is ‘boxy’.
Editor’s note: This article, originally part of DTW’s Cute Theme, was first published in April 2014.
There are a great many conflicting facts and inconsistencies that surround both Porsche’s successor to the 356, and what it has turned into over the course of several decades. Above all, there is the incontestable fact that its basic layout, the core of its engineering, is now of the most idiosyncratic kind.That in itself would not raise many eyebrows, but such eccentricity – despite oftentimes inviting critical acclaim, at least initially – usually excludes lasting success. That the Porsche 911 overcomes the usual reservations towards alien solutions may be due to two facts.
First, that it is a linear descendant of the Volkswagen Beetle, a car that despite having since been proven to be antediluvian, is still very much present in motorists’ consciousness. Second, that it has been constantly updated, employing the most conservative of treatments. These two factors, in conjunction with a great many less significant others, are among the main contributors to the 911’s sustained success. Continue reading “Dial 911 For Cute”
Editor’s note: This piece originally ran as part of DTW’s Benchmarks theme in March 2015.
In these days, it is usually described as a loss of mojo, although I’ve never been certain of what that word actually means. In terms of the launch of the 307, I’d prefer to describe it as a fall from grace. I suppose I could also have picked the transition from 205 to 206 from the same stable, but I think it less obvious and memorable for me. I think I need to Continue reading “Peugeot 306 to 307 = Immediate Loss of Status”
The hunt for quality: where does the perception of goodness reside in this car?
Editor’s note: Since we are currently evaluating the E30 3 Series BMW, it seemed germane to re-run this piece by Richard Herriott, considering some of the finer points. First published on DTW – 21 May 2017.
Recently the opportunity afforded itself for me to take a lot of photos of a car Clarkson called an over-priced Escort, a chance to hunt for quality. What did I find? Continue reading “The Panther of Bavaria”
Bouquet of lilies in hand, we ponder what might have been.
Editor’s note: Following the retrospective pieces earlier this week on ‘lost’ design concepts from both Saab and Lancia, we revisit this fine piece by our erstwhile Hamburg design correspondent, first published on DTW in February 2016.
The demise and desecration of that most idiosyncratic Swedish brand may well be the source of an endless stream of stories. Yet more interesting however is a less well-publicised aspect of the period when Saab was already taking its last breath: the cars that were not to be.
The very fact that Saab was a deeply mismanaged business would appear to be indisputable. And yet, at the very end of its existence, that other Swedish brand seemed to have developed a hitherto dormant will to Continue reading “Ghosts of Saabs Unborn”
The 2003 Lancia Granturismo Stilnovo concept illustrated that size and proportion matters.
Editor’s note: As a companion to this week’s Saab concept retrospective, we turn to a near-contemporary from Turin. This piece was first published on 4th October 2014 as part of the Concepts theme.
One of the last Lancias had a five year gestation from concept car to production. In this case there were two concepts, a real one and a pre-production model. One of them was not helpful.
Lancia showed the Lancia Granturismo Stilnovo at the 2003 Barcelona motor show as a genuine kite-flying concept car, one of quite a few quite credible studies they showed around this time. Three years later these ideas were translated into the production ready Lancia Delta HPE concept which was first revealed at the 2006 Venice International Film Festival. This then took a remarkable two years to Continue reading “Concepts: 2003 Lancia Granturismo Stilnovo”
Editor’s note: A version of this piece was first published on 6 January 2014.
As the new Millennium approached, motor manufacturers, having established that engineering integrity would only take them so far in the quest for market leadership, would increasingly rely upon the spreadsheets and focus groups of their product planning departments. The key differentiator would henceforth be defined by one word: Segmentation. Departments sprang up in demographically significant hotspots such as Miami, London and Southern California, all tasked with seeking the elusive new market niche that enable them to Continue reading “A Niche Too Far?”
A sermon about why car museums are to be avoided if you like old cars.
Originally published on 31st January 2014, the editor has selected to re-issue this piece, partially because it carries a fine profile shot of a Ford Sierra (making it vaguely topical) but primarily because it is an amusing, well crafted article – even if the author’s principle argument is somewhat debatable.
Every car museum I have visited in the last 2.25 decades has been a disappointment. Cars are inherently space-consuming selfish monsters and even when they are caught, killed and pinned to plinths this quality does not diminish. They need plenty of room, alive or dead. Alive, the car needs sufficient space for portly passengers to open the doors and affect egress without having to close the door behind them, at a minimum. And dead, in a museum without sufficient space, the car can’t be assessed properly. You need to stand back, fold your arms (essential) and try to Continue reading “Not For Sale: Car Museums”
Above and Beyond: As advertising taglines go, this speaks to an essential truth in advertising. Because driving a Range Rover genuinely does suggest an altogether loftier plane, and it is this sense of elevation, otherwise the sole preserve of Rolls Royce owners, that is the car’s defining characteristic. Of course the corollary to splendid isolation is one not infrequently experienced by the privileged classes in wider society; a distancing from street level realities, something which can be observed in the manner some luxury SUV owners conduct themselves upon the roadway.
It is probably fair to say that the SUV as we know it originated in the USA, but on this side of the Atlantic, the advent of the Range Rover marked the beginning of our love affair with the concept of a luxurious off-road-capable vehicle. Originally created as a car for affluent farmers, the Range Rover quickly became an adopted urbanite, where its tall stature and panoramic visibility made them surprisingly effective city dwellers. As Land Rover’s BL masters belatedly realised its market potential, it increasingly became a more overtly luxurious machine and once it was introduced into the US market in the late 1980’s, its original utilitarian remit was swept away entirely. Continue reading “Home on the Range”
Cab-Forward was the design buzz-word of the mid-’90s. It didn’t age well.
This sideways view of the JA-Series was originally published on DTW in December 2014.
This car has two claims to our attention today. The first is that in the cold light of day, it is hard to believe this car and its almost identical stable-mates were once nominated on Car & Driver’s 10 best list. I was not aware of this at the time. The second reason I am drawn to it is because it was the first car I was ever paid to review. I wrote 1,000 words and saw the editor chop out 200 of them, more or less killing the nuances of the text stone dead. I wanted to Continue reading “Something Rotten in Denmark: Chrysler Stratus”
This article was originally published as part of DTW’s Cute theme in April 2014.
I’ve asked myself if I can think of a large car that is cute and, at present, can only think of one, but perhaps that is because this particular vehicle will always have a dominant place in my memories. In the late Seventies, I filled in for the European Motoring Correspondent on Soldier Of Fortune magazine when he was unavoidably detained for several months by the German security services. Apart from it being the introduction to my beloved Alvis Stalwart, when I tested one for the ‘Used and Bruised’ feature, that time also has more tender memories for me.
Editor’s note: This piece was written and first published on DTW in August 2018. All images via the author.
While the remainder of Europe desiccates amidst the most protracted heatwave of recent times, here at that question mark of a landmass at the Atlantic’s cusp, a more habitual form of summer has returned: Leaden skies, horizontal mist and high humidity.
Editor’s note: Today, we revisit the second part of a two-part meditation on rationalism in design, featuring the Peugeot 405 and Citroen BX. The original article was first published on DTW in April 2015.
Editor’s note: This article originally appeared on DTW in March 2018. All images courtesy of the author.
Was it ignorance? Negligence? Arrogance? The motive(s) may be up for debate, but there’s no arguing about the utter lack of lustre this 2007 vintage Dodge Avenger embodies. Nor that the utter cynicism of this product was the result of management decisions betraying one or all the above-mentioned traits. Naturally, by the time the Avenger was brought to market, most of the people who had made these decisions had departed for pastures new, considerably further afield than Auburn Hills.
After a most glorious turnaround performance abroad, former Chrysler CEO and self-styled Dr Zee, Dieter Zetsche, returned to the parent company in Stuttgart, where he immediately instigated the fire sale of the American car maker. His right-hand man, Wolfgang Ayerle/Bernhard, had already departed, but would eventually rejoin Zee at Stuttgart. Chrysler chief designer, Trevor Creed, was also about to Continue reading “AUTOpsy: Dodge Avenger”
We took a Citroen C4 Picasso on a 186 mile trip. It does one thing better than an Opel Zafira. We’ll come to that later….
Editor’s note: To mark the recent announcement that Citroën are to discontinue the (now-named) Grand C4 Spacetourer this July, we mark its passing by revisiting this exhaustive DTW research report, first published on 22 September 2015.
There’s so much wrong with this car. Ahead of you are 2,158 words, almost none of them complimentary.
Launched in 2013, the C4 Picasso is a car that I am sure you have all seen on the school run. It has seven seats and an electrically powered tailgate. DTW took charge of a C4 Picasso with the express intention of seeing how it coped with three adults and two children. Normally I would structure a review like this along the lines of a general description, design, engineering, driving, comfort and conclusion. That general ordering assumes that all of those things are of equal value and you’d want to Continue reading “2015 Citroen C4 Picasso Review”
The 2006 Citroën C-Triomphe didn’t quite live up to its billing.
Editor’s note: This article was first published in Driven to Write on 24 October 2017. Owing to the poor quality of the original images, stock photos have been used.
PSA announced this particular iteration of their C-segment contender in 2004, a car which replaced the unloved and visually unimpressive Xsara model line. The C4, believed to have been the styling work of Donato Coco and Bertrand Rapatel under the supervision of Jean-Pierre Ploué marked the beginning of a stylistic renaissance at Citroën’s Vélizy design centre. Au revoir to the creative torpidity which characterised the Jacques Calvet era, welcome back creativity. Theoretically at least. Continue reading “Arc de Triomphe”
The Ascona C (1980-1988) cast a sizeable shadow over Opel. Is this the car that created the persistent impression of dullness that tarnishes the Opel badge?
Editor’s note: This article was originally published on DTW on 27 February 2014.
Today’s inspiration is an Opel Ascona two-door saloon, spotted in the north of Aarhus. The recent resurgence (maybe that’s only in my own mind) of Opel has made me reconsider where, precisely, it all went wrong for Adam Opel AG. Lying on my psychiatrist’s couch, I turned over my impressions and images of Opel.
Under the rubble and tattered shreds of half-memories, I found this car. The Ascona is the car that, more than any other Opel product, shaped my attitude to the firm as a maker of vehicles soaked in mediocrity. That, and perhaps the Opel Omega A (1986-1993) which in the land of my youth was sold in fade-prone red with spartan grey cloth upholstery. The Ascona seemed only to come in beige with faded grey plastic trim. Continue reading “Long Shadows of the Past”
The 1999 Mercedes CL redefined the term ‘back of an envelope’ design.
Editor’s note: This article was originally published on DTW on 14 June 2019.
Like most major carmakers, Mercedes-Benz, under the design leadership of Bruno Sacco at Stuttgart-Sindelfingen, assigned individual teams to specific product lines. However, Sacco also permitted all members of his styling team, irrespective of discipline, to submit proposals for evaluation whenever a new model was being considered.
These would be then whittled down to a shortlist, the favoured proposals being produced in quarter-scale form. A further evaluation would see these being reduced to a final shortlist of three proposals, which would be produced in 1 : 1 scale for final selection. This ensured that management had sufficient quantities of alternative styles to Continue reading “Pushing the Envelope”
This looks very much like an authentic period review of the 1976 Renault 5 GTL by revered motoring writer Archie Vicar.
The text first appeared under the headline “Another New Renault” in The Amman Valley Chronicle and East Carmarthen News, June 5, 1976. The original photographs were by Douglas Land-Windermere. Due to the effects of xylophagic fungi, the original images could not be used.
This article was initially published on DTW in October 2018.
Renault, Renault, Renault. This firm does try hard and is to be commended for its efforts to keep up with trends sooner or later. That means they are once again on the “hatchback” bandwagon, or staying on the bandwagon in the case of the 5 tested here today. The 5 appeared on the market in 1972 and the firm is sticking with the formula of front-drive and a hinged opening panel on the rear of the car in place of a proper separate boot.
A vanishingly rare version of an increasingly rare car falls under our Danish correspondent’s purview today. (First published on 1st May 2017)
Very clearly the work of a singular vision, that of Michel Boué, the Renault 5 impresses with the clarity of its concept. This example shows how it could be more than a basic conveyance. In this instance, we have here a really tidy, time-warp example with very little sign of tear or wear. We’ll get to the interior in a moment, with its comfortable sports seats and very inviting ambience. The 5 is a reduction of the essential themes of the Renault 4, using simple industrial design form language. The surfaces are minimal and the discipline of the radii is consistently applied. The lamps fit neatly into the surrounding surface and the features are aligned in an orderly fashion. Despite all this formal correctness, the car is quite cheerful and friendly. Continue reading “Not Alone is the Winter’s Chalice Replenished”
When Driven to Write was initiated in 2014, it was with a combination of blind faith, optimism and a certain naivety. Now, almost eight years on, we appear to have established a solid niche amid the outer margins of automotive discourse; well removed from the mainstream, but nonetheless, a distinct and distinctive part of the conversation.
2021 has been another intensely difficult year for us all, so much being lost amid a seemingly endless (if mostly necessary) series of restrictions and privations. Yet, we have demonstrated our resilience; our overwhelming capacity to Continue reading “Welcome to 2022”
The season of enforced merriment is once again upon us and DTW offers an opportunity to test your knowledge of all things automotive. There’s something for everyone – if all else fails, try lateral thinking…
Well, here we are again – another winter of long shadows and dashed hopes. Amid what appears to be the worst festive movie sequel ever, we reach a brief pause in the narrative. A time to make sense of the past twelve months, to marshal our gains and to reflect upon our losses – at least until the storyline sweeps us off our feet and into the immense unknowable once more.
In part one of this little series, I sought to share the thought process arising (inevitably, it seemed to me) from the moral uncertainty surrounding enthusiasm for cars powered by the internal combustion engine in this age of global warming. In part two, we took a trip into a possible future resulting from the current state of affairs. Both articles led to a healthy discussion in the comments and, following part two’s diversion into utopian fiction (that many found to be dystopian), I want to try to provide some sort of conclusion to this story. Can it still end well?