Not simply keen on filling out streets with their wares, Toyota and Lexus are now about to launch a mobility scheme to the world.
Kinto, from their phrase Kinto-un, a fast moving service getting you wherever you need to go, is their mobility solution for every occasion. With life becoming increasingly dependent on internet connections and lives refusing to follow a set pattern, this Japanese idea of motion plans to cover every base, morning, noon and night.
My eyes were first alerted to this service in of all places, the desert. The Dakar Rally was recently held in the extreme dunes and sandy plains of Saudi Arabia where many an off-road bike, quad, car and truck competed in its Empty Quarters. Spaniard, Fernando Alonso who used to Continue reading “The Flying Nimbus”
Among the many reasons why a car company might come into being, matters of geography are not always the primary rationale. However in this particular instance, both they, and geopolitics played a highly significant role. During the 1930s, German territorial aggression became an existential threat to Sweden’s long-treasured neutrality, prompting the government to develop an independent air defence force, not so much to repel possible invaders it seems, but to make any such invasion more difficult and expensive to implement.
The development of a home-developed aircraft therefore came about from the unsuitability of bought-in hardware, and as hostilities became inevitable, the inability to Continue reading “North Star”
The mysterious power of the Bugatti nameplate has over the years, led a significant number of individuals to part with often huge sums of money, often to little lasting effect. In addition, the carmaker’s legend comes freighted with tales of hubris, stark reversals of fortune, suicide and accidental death. It is therefore, with some caution that one ought to approach the fabled name so intrinsically linked with speed, glamour, elegance, indulgence, and the town of Molsheim, Alsace.
We therefore return to the unbodied Type 64 chassis and the stark dilemma it posed for new owner, Peter Mullin. Firstly, given that the chassis itself won a best in show award at Pebble Beach in 2013, it was considered the utmost vandalism to cover it with a body, especially so many years after its creation. But having convinced himself that it would be appropriate to Continue reading “Body of Evidence (part 3)”
Reanimations are nothing new when it comes to Bugatti.
Just because Ettore Bugatti could be accused of the sin of hubris, doesn’t necessarily mean his ending was neither poignant nor salutary. The demise of the Bugatti car business proved to be a somewhat convoluted one in the final analysis, complicated by the fact that Ettore had essentially been locked out of Molsheim since the bitter disputes of the mid-1930s.
It’s a dilemma that faces many car restorers. Does one strive for total originality throughout, or carry out a few subtle modifications. Many fudge the issue, adding a set of disc brakes here, or an alternator there – nothing that cannot be reversed or sneered at too loudly by the faithful. Others choose to Continue reading “Body of Evidence (Part 1)”
A curiosity from the early 1990s. It could only hail from Japan.
Of all the Japanese carmakers, Nissan was perhaps the most prolific and it must be said, daring of the purveyors of retro-flavoured designs. The Pike Factory cars, BE 1/ Pao/ S-Cargo and Figaro were not only highly successful halo cars wihin the Japanese domestic market, but lent the brand a degree of cachet which had perhaps previously eluded them. Having been once perceived as purveyors of mediocrity, Nissan now were on the very cusp of cool. Continue reading “JDM Oddities – 1994 Nissan Rasheen”
On the basis of its scarcity, Peugeot’s large estate ought to be an also-ran. After a week behind its wheel, it’s a minor revelation.
Estate cars don’t sell the way they used to. Non-German estate cars even less so, which meant that prior to my pre-Christmas trip to the rental car company, where I was supposed to pick up a VW Passat estate (or similar) that was to take two to three people, one to three dogs and quite a bit of luggage all across Germany and back, I’d seen a grand total of two new Peugeot 508 SWs on the roads.
‘Or similar’ turned out to be a Seat Alhambra, which didn’t set my heart aflutter – to say the least. A bit of haggling eventually resulted in a premature Christmas present of sorts, in the form of the metallic olive green Peugeot 508 SW I’d seen on the forecourt and had hoped to be leaving with. So it was to be.
On one hand the formal limousine has always been a potent marker of social superiority, yet simultaneously a place within which to shield oneself from an often hostile plebeian gaze. After all nobody purchases, borrows or otherwise purloins a luxury saloon with the notion of hiding one’s ego from the madding crowd, one’s average plutocrat hardly being of the shrinking violet tendency.
This makes the design of the limousine something of a delicate balancing act. Serious enough to suggest material attainment, elegant enough to establish aesthetic discernment, yet sufficiently opulent to Continue reading “Ascendant Class”
A recent piece of mine mentioned Škoda having a sense of fun with their ghost car prototype from their EGV department. Then I found this. Škoda does have an odd way of giving names to their vehicles; the journalists of the car world (and occasionally those outside it) make mirth mightily with these monikers. There’s no point in naming these magazines or authors as we try to avoid such trivia at Driven to Write. My position is to Continue reading “Yellow Car-ster”
If you roam the streets at night, don’t be too surprised by what you encounter.
We have, on a number of occasions brought to light the manner in which the nocturnal streetscape can alter one’s perceptions, especially when it comes to the appreciation of automotive design. In some cases this can bring nuances to bear which might not have been as apparent in daylight. On the other hand, the fluorescent glare of street lighting can render a car in a manner somewhat less becoming.
The FIAT Uno was one of the biggest selling and most significant cars of the 1980s. Then, it was such a common sight that one barely took note. Now, it’s invisible just because so few remain. Out of sight, out of mind; does anyone care anymore about the Uno?
The tale of CEM, Alfa Romeo’s in-house electronic engine management system, which redefined what was ‘state of the art’ in engine technology, outdoing Bosch with a fraction of its research budget. To no avail.
The history of tailpipe emissions regulations started, as many may know, with the USA’s Clean Air Act of 1966. Alfa Romeo’s share of the US market was minuscule, but the engineers at the Milan HQ could see the writing on the wall: it was now just a matter of time before similar measures would be enacted in Europe as well.
The British Daimler Motor Company (as opposed to the better-known German one) was one of the most venerable names in automobile history, tracing its roots back to 1896, and with a long-standing Royal warrant, amongst Britain’s most prestigious. Part of the Birmingham Small Arms (BSA) Group, a combine which incorporated military hardware, cars, commercials and motorcyles, by the mid 1950s the carmaking side of the business was starting to struggle against rising costs and stronger competition.
A peek under the cover at Mladá Boleslav’s design process.
Car companies are rarely known for the philanthropy, charity work or comedy. Surely those who work within must see forms of any (or hopefully all) of these at some point. Making cars though is a serious business; livelihoods and reputations are at stake and those stakes are high. Thank goodness then for a small window opening into what is normally the most secretive of worlds – that of the prototype.
Herr Piëch, about that recent Lamborghini acquisition…. do you have a moment?
Desperate times sometimes call for desperate measures, but can result in unwise decisions. Lamborghini has never been a stranger to challenging episodes- the relatively young company having changed hands several times before eventually landing on safe ground within the VW group.
In 1995, Automobili Lamborghini was owned by MegaTech, an Indonesian company with (former Lotus CEO), Michael Kimberley at the helm. MegaTech had purchased Lamborghini from Chrysler for around 40 Million (USD) the year before but was having trouble making the enterprise Continue reading “Ferdinand’s Mexican Standoff”
In this concluding piece, we consider the Lybra’s appearance and ponder its ultimate fate.
So much for the underpinnings. The dealers’ main worry had been the styling, which had been a fraught process throughout. At the start of the project, proposals from the Enrico Fumia-led Centro Stile, Leonardo Fioravanti, and the I.DE.A consultancy had been evaluated. Team Fumia’s 1992 design was thematically similar to – if visually richer than – the outgoing Dedra, also marrying obvious cues from the forthcoming 1995 Y supermini. Elements of the design also reflected the Fessia era, but in a broadly contemporary manner. Overall, it was an attractive proposal, somewhat reminiscent of Peugeot’s subsequent 406, if perhaps a little derivative in certain respects. Continue reading “Tilting the Scales (3)”
A mysterious city car concept, allegedly created by Tata Motors, may possibly be the final creation of one of the titans of automotive design. Or could it?
Officially, Marcello Gandini didn’t exactly bow out on a high note. The Stola S86 Diamante’s appearance was challenging for all the wrong reasons: Unveiled in 2005, his second design for Stola looked both clumsy, old-fashioned and rather unaccomplished – one could even be led to say: unprofessional. It marked the final time a car designed by the great Gandini was publicly unveiled.
As an end note to a career that had resulted in shapes which changed the craft of automotive design forever, the Stola S86 Diamante’s sole saving grace was its ability to Continue reading “Tata Enigma”
Three pointed stars and chevrons are mutually exclusive. Or are they?
A Mercedes that could have been a Citroën? Surely, DTW’s acting editor has taken leave of his senses. But please bear with me. Because while this vehicle is every inch a product of Stuttgart-Sindelfingen, could there be enough double chevron goodness sprinkled over this concept for it to form part of this unique to DTW series of chevronesque curiosities?
The S-Type’s star quickly faded. We trace why and examine Utah’s final iterations.
When Sir William Lyons made his hectic dash to Browns Lane to begin stylistic work for the S-Type facelift in October 1965, it was not only the act of a true autocrat, but one who was coming face to face with some home truths.
During the early 1960s, Jaguar had expanded, diversifying into commercial vehicles; encompassing trucks, buses and forklifts. These were, on the face of things, sound, viable businesses, providing the potential for additional revenue and an astute opportunity to Continue reading “State Of Contraction”
As the crisis-torn Lybra programme came under microscopic scrutiny, longstanding Lancia engineer Bruno Cena took responsibility for its salvation.
Cena, a talented engineer who came to mainstream attention for his work on the dynamic setup of the Alfa Romeo 156, was a self-described ‘Uomo Lancia’ from way back. Joining Fiat in the early 1970s, he had moved to Lancia in 1978, working under Ing. Camuffo on the initial stages of the Type Four project.
Appointed head of four-wheel drive development for the marque in 1984, he was promoted to head of Lancia development two years later, and given responsibility for vehicle testing across Fiat, Lancia and Alfa Romeo in 1991. In October 1996, he was made Fiat Auto’s ‘D-platform’ director – just in time to Continue reading “Tilting the Scales : (2)”
Former Škoda designer, Jozef Kabaň has been in the news of late, but what of his successor at Mladá Boleslav?
It’s two years since Jozef Kabaň left Škoda to be subsumed into the shadows at Rolls Royce (will we see or hear from him again? Well, yes as he’s now back with VW…) leaving the gap to be filled by German-born Oliver Stefani. In that time, he’s had plenty to get stuck into, Škoda Auto A.S. becoming rather prolific in pumping out model after model and whilst Kabaň’s input is obviously still there, Stefani’s style is now beginning to Continue reading “Škoda by Stefani”
Fables of the reconstruction: Another inglorious tale of Lancia.
It would hardly be inaccurate to suggest that under Fiat Auto’s purview, Lancia was never Job #1. In fact, it has been an awfully long time since the presence of Lancia earned more than a grudging acknowledgment and a, “Huh, is that still around?” grimace from Elkann’s crew. Would that we knew it at the time, but the restructuring of the marque’s residual engineering independence into the Fiat Group morass towards the end of the 1980s was, in hindsight, the harbinger for the extinguishing of Lancia’s brief revival in the ‘executive set’ ranks under Fiat ownership.
Certainly, within a decade, matters had reversed dramatically, Lancia’s record levels of production at the beginning of the nineties an already-distant memory. With sales of its larger models having almost entirely collapsed outside its native Italy, the brand was carried then – as now – by the indefatigable Y. Continue reading “Tilting the Scales : (1)”
In more innocent times when Lexus was but a glint in the Toyota board’s eye, our collective impression of full-sized Japanese luxury saloons probably looked something a good deal more like this. Not precisely of course, since this particular duo debuted a full decade after Toyota’s creative moonshot, but Mitsubishi’s 1999 flagship was both in name and appearance very much JDM plutocratic business as usual.
As such, European (or American for that matter) nostrums of luxury to say nothing of prestige car semantics were quite obviously deemed not only unnecessary, but inappropriate. Sober and imposing was what the domestic market expected and in both Proudia and Dignity models, sobriety and imposition was what they got. Continue reading “A Ship Called Dignity”
We return to Utah, examining its third significant iteration.
Right up to the late 1960s, Jaguar product planning operated very much on the whim of what its founder considered necessary. Constantly seeking a competitive advantage, Lyons would latch onto an engineering or stylistic innovation and would not be satisfied until it was brought to fruition. Needless to say, this caused no end of headaches for the engineers and technicians tasked with making them a reality.
Legend has it that in 1957, Sir William, making his daily rounds of the factory, arrived at Bob Knight’s small office in experimental. In passing, he shares his view that Jaguar ought to develop an independent rear suspension and asks Mr Knight how long it would take to Continue reading “State of Independence”
Great news everyone; it’s pantomime season and who better to kick off this most joyous of entertainments than Tesla?
I’m sorry to sound rather curmudgeonly. I actually like pantomime. It’s as much for the adults as the kids with a little innuendo, some (not so) subtle jokes and plenty of genuine laughs. As for the season, well, the curmudgeon levels within me-rise. As age creeps ever on I see less appeal in Christmas and more irritation.
All through the year, we get dragged into things we don’t wish to deal with yet somehow in December, everything has to be completed before the 25th, as though the world may Continue reading “He’s Behind You!”
Scrubs up well for a forty year old. She’s kept her figure, had her wild years, now slowly gravitating toward middle age with maturity and style.
As a child I was mesmerised by the BASF colour scheme on the BMW M1. The car screams out speed, aggression, power; language that only red can truly deliver. The white circles emanate a sense of power, creating reflections akin to water ripples or the blast wave of an explosion, placed on the bodywork at jaunty angles.
Maybe on my tenth birthday the model arrived, not to be raced or hurled into the garden with abandon. No, this Red Devil was for cherishing, made centre stage, set apart from all those lesser model cars; pretty well untouched. My memory does not serve me well, did I Continue reading “Thirty Minutes”
Attempting to second-guess the United States customer has been the rock innumerable carmakers have perished upon over the past fifty years or so. It ought to be quite simple really. Large capacity engines, plenty of equipment, a sense of visual definition or style coupled with ease of operation. Durability too, since vehicles are likely to do large mileages in often hostile climatic conditions amid owners sometimes averse (it’s been alleged) to the prospect of preventative maintenance.
So much for generalisations, but those who have wilted under America’s often unyielding glare have largely failed to sufficiently cover the basics. Not so the Japanese, who like the Europeans before them learnt the hard way not only how difficult the US market can be to crack, but also how lucrative it could be if you Continue reading “Big Time”
It’s time to round off this short examination of a much-respected, iconic car.
The 604’s particular failing, being composed of elements from a cheaper, older design, was not unique. There were other cars which attempted to make something rich out of what might be considered lesser ingredients. The main difference, which dignifies the 604, is that Peugeot made a very good job of this expediency.
People rather liked the car and it sold decently (153,266 units in total) until the 505 arrived, which itself was partly made of 604 components. The 604 is therefore unique in the pantheon of sow’s ear cars. The Lincoln Versailles of 1977 was based on the US-market Ford Granada and is a legend in the lore of marketing cynicism. Ford wanted a smaller Lincoln to Continue reading “An Afternoon Like Dusk – The 604 Story, Pt. 9”
In 1989, Toyota shot for the moon. Cars will never be made like this again.
“We choose to go to the moon in this decade, and do these other things, not because they are easy, but because they are hard.” These are the much quoted words of President John Fitzgerald Kennedy in 1962, pledging his country’s commitment for the Apollo space mission.
The Apollo programme cost $billions and was only a qualified success, insofar as it did not precipitate a more widespread and far-reaching programme of space exploration. It did however succeed in demonstrating what the American government could do when the finest minds were provided with almost unlimited resources to Continue reading “Moonshot”
Today’s Sunday sermon comes as something of a compare and contrast. Admittedly it also lays itself open to accusations of shooting fish in a barrel, but I’m prepared to take that risk. Here at Driven to Write, we have something of a soft spot for underdogs. However, some are more equal than others, and in the case of Lexus and in particular, the flagship LC 500, its continued lack of appeal to European eyes is mystifying.
In the year to June, the LC posted perhaps the greatest sales drop (58.5%) of any make or model across Europe. Which is proof, if proof were required that people’s taste is in their… well, perhaps you ought to Continue reading “Sublime to Ridiculous”
In 1995, Honda displayed two distinct and distinctive roadster concepts. Did they make the right choice?
In 1995, Pininfarina, in conjunction with Honda – who enjoyed a long-term relationship with the carrozzeria, presented Argento Vivo, a purely conceptual two-seater roadster. Designed very much in the classic idiom, Argento Vivo (as the name suggested) employed aluminium for its extruded substructure and its upper body cladding – the resultant weight loss intended to allow for the use of smaller-capacity engines than might otherwise be considered.
There was little meaningful correlation between them it seems, (although there were reports of Pininfarina putting Argento Vivo into small-scale production), but the very same year, Honda themselves debuted a two-seat concept at that year’s Tokyo motor show, dubbed the Honda Sports Study Model (SSM for short). A more determinably ‘Japanese’, modernist and conclusively less romantic shape than that that of the Italians, SSM was created at the carmaker’s Wako Design Centre near Tokyo; Honda stating that it showcased “the company at its innovative best applying state of art solutions to Continue reading “Quicksilver”
We conclude our Global tour of Méhari-derivatives.
The acronym FAF stands for “Facile A Fabriquer – Facile A Financer” (Easy to build, easy to fund). FAF was Citroën’s official response to the Baby Brousse that predated it. The aim was to have a range of vehicles based on the “A” platform intended for assembly in developing countries with limited -or no- resources and experience in producing cars.
The first FAFs were produced in 1973 in Portugal but later, factories were opened in Guinée Bissau, Central African Republic, Senegal and Indonesia. There were six available bodystyles: a Saloon, 3-door Estate, Van, Pick Up, 4×4, and a Runabaout in Méhari fashion. The 4×4 version was purchased by the Portuguese army and saw action in the Angolan civil war. Continue reading “Herding a Dromedary’s Lost Siblings (2)”
The Jaguar iconography was founded upon a small number of significant characteristics, but of these, visual appeal was perhaps the most crucial – and certainly the most obvious. For any car design to succeed in the marketplace, and to do so for an extended period of time, this appeal must be apparent, not only from the outset, but be capable of being maintained throughout a lengthy production run.
Fortunately, in Sir William Lyons, Jaguar had an arbiter of form, line, proportion and more importantly still, taste, which gave the carmaker a significant edge over both domestic and non-domestic rivals. However if Lyons had been a chef, he would have been one who had himself never cooked a meal, yet could still Continue reading “Altered State”
Citröen’s Méhari was a far more fecund species than one might have imagined. We plot the mutations.
From the mid-seventies until sometime in the following decade, I spent most summer holidays with my family at my uncle’s second home in Les Marines de Cogolin near St. Tropez. Being in my early teens at the time, amongst the things I always looked forward to -apart from the usual French Riviera attractions – was getting to ride along to get groceries and bread in the Citroën Méhari they had at their disposal for local errands.
Once dominated by the twin pillars of Bertone and Pininfarina, the leading Italian car-design consultancies found their hegemony (and profitability) threatened by the dramatic arrival during the early 1970s of a precocious interloper by the name of Giorgetto Giugiaro. His ItalDesign consultancy quickly established itself as a formidable adversary, capable of delivering turnkey projects in both product design and engineering.
A decade or so later, and seemingly just as abruptly, another significant player entered the field. By the tail end of the 1980s, the Institute of Development in Automotive Engineering (I.D.E.A) was going head to head with the big-hitting Italian carrozzeiri, having gained the patronage of Fiat with perhaps the largest and most ambitious vehicle programme in its history. Yet they appeared to have arrived from nowhere. Continue reading “The Big Idea”
And so we turn to the matter of the 604’s image and fate.
The 604’s history reveals how the buyers of the 1970s were less constrained by expectations of brands. What one notices in the reviews from the time of the 604’s launch is that there isn’t a single mention of image. Today motoring writers have internalised perceptions of what constitutes a desirable car: it is what others might also desire.
Even if a particular model is objectively deemed to meet measurable expectations one can find remarks to the effect that the car lacks image, or the brand has insufficient appeal. Quite simply journalists now would never put a large, powerful and luxuriously equipped Peugeot into a test with similar vehicles from established prestige marques simply because it isn’t deemed to be a prestige brand.
I am no expert when it comes to the subject of car design, lacking as I do the in-depth knowledge, training, vocabulary, or indeed, ‘eye’ to interrogate or illuminate a car’s form in a truly meaningful manner – mercifully, others upon these pages are better placed to do just that.
“Black Badge is for those who reject conformity and live life on their own terms. It’s for the innovators, trailblazers, rulebreakers – and above all – those who dare.” Rolls Royce Motors.
The highly decorated former British soldier, subsequent historian and writer, Lieutenant-General Sir John Bagot Glubb published his noted essay, The Fate of Empires and Search for Survival in 1978. Having spent over forty years in the British army observing England’s Glorious Empire wither into insignificance, he was probably well placed to Continue reading “The Fate of Empires”
The 1989 Dedra brought Latin style and a more competent package to the compact executive segment. Sadly, it left behind a few more pressing concerns.
Italians have never needed to be convinced that a luxury car could also be a compact car. With a land and cityscape which militated against corpulence and a taxation system which proscribed large-capacity engines, Italian carmakers made something of an art out of geographical and fiscal necessity.
As artforms went however, it wasn’t the most expressive, the post-war Italian upmarket berlina conforming to a degree of visual rectitude that was almost flamboyant in its subtlety. Foremost amongst its exponents was Lancia. From the Ardea, its Appia successor, to the seminal Fulvia, these saloons gave the upwardly mobile a refined, well engineered and reassuringly patrician vehicle – one which could Continue reading “Euro Standard”
The compact Jaguar saloons were landmark cars for the company and did much to raise the carmaker’s profile and profitability, but in its first generation form it was not a model which Browns Lane engineering staff viewed with terrific pride, owing to a number of significant compromises buried beneath its shapely envelope.
As development progressed upon the more powerful 3.4 litre version, the handling deficiencies consequent to its narrow rear track (acceptable in the lighter, lower powered car, but less so here), forced engineers to Continue reading “Taming the Cat”
A flawed masterpiece is still a work of art, as our German correspondent discovers in Maserati’s most comely of four-door models.
Sometimes, one can win the lottery without ever having to enter. As on the occasion of our recent trip to Antwerp, when we weren’t at the mercy of the Rental Car Lottery, but had, thanks to a generous friend, a confirmed reservation for the front seats of a car I’d always admired – the Maserati Quattroporte V, also known as Tipo M139 in marque parlance.
First unveiled in 2003, the Quattroporte V re-established the model at the luxurious end of the performance car market, after its immediate predecessor had gone for a more unusual/contrived positioning. As originally developed by Ferrari, Tipo M139 was initially available only with the kind of sequential gearbox Modenese engineers were besotted with in those days. The inherent clunkiness and appalling lack of refinement of this set-up did little for the sales prospect of a model that was otherwise deemed spot-on for its brand and intended market.
The example we sampled during our 1400 kilometre trip across western Europe was, thankfully, a later Sport GT model, which means it was equipped with a more mundane, yet far more serviceable ZF torque-converter six-speed auto. The Ferrari-based V8 engine’s output remained unchanged though, at 400 hp.
A great deal of attention is paid to the exterior of cars though the interior is where we spend our time as drivers and passengers. For the 604 Peugeot had, for at least some of the time, the services of Paul Bracq. In the 60s he oversaw some of Mercedes-Benz’s finest vehicle exteriors, the ones that people think of when they think of a Mercedes (our image of these cars is four decades out of date). They are chromed, formal, upright, solid and faultless.
We’ve all experienced it at some point in our lives, have we not? You want something so badly, you feel there’s almost no privation you wouldn’t endure to obtain it. Rationality be damned; even to the point of detriment, just as long as you Continue reading “The Cost of Entry”
In the final part of our ownership experience review of the Skoda Octavia Estate, we discuss service intervals, sloths and dodgy DRLs.
Living with the Skoda Octavia is a pretty pain-free affair. As mentioned previously, it’s very parsimonious with respect to fuel consumption, it’s comfortable and spacious to sit in and drive, it rides well enough (with a decent level of pliancy), and it’s reasonably quiet.
The Skoda has also been pretty reliable – but not flawless.
I’ll start with the niggles. The Tyre Pressure Monitor Sensors (TPMS) are irritatingly sensitive, and I feel like I have had an ongoing battle with them. The near-side rear, in particular, goes off every other journey, and yet every time I check it, it’s only within 1 or maximum 2 PSI of where it should be. I have had the Skoda service centre have a look at it on many occasions and they can never Continue reading “Long Term Test: No Longer Surprising Skoda (Part 3)”
The 1955 Jaguar 2.4 was overshadowed by its successor, but in many regards, was a more significant car in Jaguar’s evolution as a serious carmaker.
In 1955, Jaguar committed their most ambitious act up to that point with the introduction of the 2.4, an all-new, compact saloon of a sporting mien – every inch a Jaguar, but no hand-down version of its larger sibling. Far from it, because despite the announcement the same year of the revolutionary Citroen DS19, the compact Jaguar was probably as advanced a product as could reasonably be envisaged from what was then a low-volume, specialist carmaker.
Initiated around 1953/4, the Utah (in Jaguar parlance) compact saloon programme would mark their first departure from traditional body-on-frame construction to a stressed unitary bodyshell. Owing to uncertainty over its strength, two stout chassis legs ran the length of the floorpan, rearmost of which (beneath the rear seatpan) would house the mountings for the unusual inverted cantilever semi-elliptic springs, so devised to Continue reading “Pioneer State”
Deep breath. I don’t think the 604’s styling has been given this level of consideration before.
Peugeot had a long standing relationship with carrozzeria Pininfarina, who prepared the basic design of the the 604. As was typical for Pininfarina, the design owed as much to other work they had done as it did to the character of their actual clients’ cars.
The exterior design was by what we might call the school of Paulo Martin, designer of the Fiat 130 coupé and Rolls-Royce Camargue. The record is not clear on the matter of authorship but a clear affinity among these cars can be seen in the angularity of the surface transitions and the flatness of the panels. Continue reading “An afternoon like dusk – The 604 story, Pt. 6”
As the World begins to face up to a growing climate emergency, the motor industry illustrates just how tone-deaf it has become.
Decadence: defined as a state of decay; a decline from a superior state, derived from the Latin, décadentia (dé denoting down and cadere, to fall)
The question of social responsibility is one with which carmakers have been (vainly) grappling for some considerable time now. Indeed, what little has been shown up to now appears to have been jettisoned by many in a heedless dash for market dominance.
This decadent spiral has (as we have previously discussed) taken corporeal form in the wholesale embrace of needlessly aggressive visual tropes and ‘to-hell-with-it’ consumption, and nowhere has this state been more vividly illustrated than amongst the three foremost rival German prestige marques; excesses not simply embodied in the vehicles these carmakers serve up, but also in the manner in which they Continue reading “Don’t Look Now”
Today’s Andalucían postscript is Seat’s shortlived Fura. What, if anything can it signify?
When Seat parted from its Italian benefactor and fell into the arms of Wolfsburg, it was necessary to place some distance between the two former partners. So while prior to the severance of connubial relations, all Seat models simply took the equivalent Fiat nameplate (or number), from around 1981/2, Seat products would have (to varying degrees) their own, distinctly Spanish identity. Continue reading “All Sound and Fury”
While undoubtedly both clever and worthy, the Toyota Mirai has up to now singularly failed to ignite automotive lust at ten paces, but this could be about to change.
Bypassing me and virtually everyone else it would seem, is the fact that you can now pop into a Toyota showroom and purchase a hydrogen powered car. Well, in theory. Reality always tastes differently, for you’d have to meet many and varied criteria, more of which later.
What began for the company that originally built looms as the Fuel Cell Vehicle experiment, continues with the Mirai (Japanese for The Future), which Toyota brought to the UK market in 2016. Prior to this, you needed to be Californian or Japanese to steer one. Few did. Numbers suggest a little over 5000 sold globally. In Blighty, we’ve scraped into the teens – just. Sales were never meant to Continue reading “I Fancy Her Sister”
How the ultimate 1960’s bit of rough evolved into the best loved classic Jaguar saloon of all.
It has been said that by the mid-Sixties, it was common operational procedure for UK police patrols to stop and search any Mark 2 Jaguar with two or more male occupants aboard – such was the car’s association with criminality. After all, Mark 2’s were easy to purloin and were the fastest reasonably inobtrusive getaway car that could be obtained by fair means or foul in Blighty at the time.
It was perhaps this aura of transgression, coupled with its exploits on the racetracks (at least until the US Cavalry arrived) which sealed its iconography. So it is perhaps ironic that despite the forces of law and order also adopting the 3.8 Mark 2 as a high-speed pursuit car, that it latterly would become synonymous with that most cerebral of fictional police detectives.
The Mark 2 Jaguar was a paradox in that while it was undoubtedly handsome – a finely honed conclusion of styling themes which had begun in earnest with the 1948 XK120 – it was not only a bit of an overweight brute, but a car which never quite managed to Continue reading “State of Grace”