It’s probably sentimentality, but despite decades of disappointment I still maintain a vague attachment to what is by now only a platonic ideal of Automobiles Citroën. At least that’s the only reasonable rationale for why my interest is invariably piqued by the announcement of any freshly minted car bearing the double chevron. Equally without variance however is what I feel about what is routinely presented.
The newly fashioned Citroen C4 is only the very latest of a long and wobbly line of underwhelming visions from Vélizy; a car which replaces without doubt one of the dreariest vehicles ever to bear that fabled emblem, although in the latter case, it was probably the other way round – the emblem (just about) bearing the car.
Technological breakdowns – there’s one Born every minute.
This cringeworthy yet humorous phrase uttered regularly by the character Carol Breer in the TV show, Little Britain reminds us of the fact that while computers may have given us countless advantages and convenience in every field you can imagine, when they malfunction or are not programmed correctly they can cause immense frustration. Computerisation in cars can be a source of aggravation too, as today’s subject shows, although an iffy digital onboard diagnostics system was not the only thing impeding the Volvo 480’s market chances.
The genesis of the 480 was 1978, when an internal Volvo project named Galaxy was initiated. By the early eighties the main stylistic direction was established and unexpectedly neither the design by Volvo chief stylist Jan Wilsgaard nor the proposal by Bertone was chosen to Continue reading “Computer Says No”
AC Cars is claimed to be the oldest motor manufacturer in Great Britain, having survived many near-death experiences over the past 120 years. DTW recounts its long and eventful history.
The company now known as AC Cars was founded in West Norwood, South London in 1901 by engineer John Weller and his brothers, with the financial backing of John Portwine, a friend of the Wellers and a successful businessman who ran a chain of Butchers in London. The Weller brothers launched their first prototype car, a 20hp open tourer, at the 1903 London Motor Show at Crystal Palace.
Although well received, Portwine considered the car too expensive and instead encouraged development of a three-wheeled delivery vehicle, launched in 1904. This was called the Auto Carrier, from which the company’s name would henceforth be derived. It was a notable success, with customers including Boots the Chemist, Associated Newspapers and the Goodyear Tyre Company. A four-seater passenger version called the Sociable was also offered. It was even adapted by the British Army as a munitions carrier, with a machine-gun mounted up front.
Mazda jolts into electric life. We take a helicopter view.
Mazda think differently. They once took a rotary engine to Le Mans and won the race. They reinvented the small British sports car, firmly trouncing anything wearing an octagonal badge or hailing from Hethel. They made a sporting car, placing that high pitched, wailing engine into bodywork with funny rear doors – discussed almost as often as the rotary – and sold respectable amounts.
Today, toeing the line is in order; bigger, taller vehicles from the Hiroshima based manufacturer (but styled in Germany) have taken a tangent by listening, studying and evaluating what (some) folk aspire to. One cannot see the competition breaking sweat over this Mazda eXperiment-30 but for those who switch on more, an opportunity to Continue reading “The Red Dot Adds Anxiety”
As another motor industry luminary takes a final bow, we look back at the career of the man dubbed, Mr. Mercedes.
Jürgen Hubbert passed away last week at the age of 81. Best known for his tenure at the helm of Mercedes-Benz AG from 1997 to 2005, a period of considerable expansion and no small amount of tumult. Indeed, when one looks back at the Mercedes-Benz products of the time, one cannot but wonder what manner of legacy Hubbert leaves behind.
Ponk-ponk-ponk-ponk-ponk-ponk. The electric glovebox release rapid-fired, a tiny machine gun waging war on my sanity. This time, instead of slamming it shut, I left the lid lolling open like a yokel’s mouth.
Yet the tiny machine gun in the dashboard kept firing. Ponk. Ponk-ponk-ponk-ponk-ponk-ponk.
Every car, no matter how well wrought has an Achilles heel.
Like most aspects of historical record, the story behind the development of Maserati’s 2760 cc V6 engine for the SM is dependent upon whose account one believes, but its bespoke basis has by now been largely placed beyond doubt.
A primary stipulation from Quai Andre Citroën was for a compact and lightweight unit, physically no larger than their own in-line four. With the 114-series V6, the architectural layout chosen by Maserati technical director, Giulio Alfieri allowed these strictures to be met. However, this brought forth a number of structural and operational compromises – one in particular proving something of an expensive error.
Owing to the 90° included angle between cylinder banks, such engines were prone to uneven firing intervals and a lack of smoothness at certain engine speeds. The fitment of engine-driven contra-rotating balance shafts would have alleviated this, but was ruled out on cost and weight grounds. It was therefore decided to Continue reading “New Frontier (Part Seven)”
Not exactly ubiquitous in the UK when in production, this 1997 Toyota Camry was a welcome surprise.
I have mentioned previously that my rural backwater, while having charms aplenty to commend it, is not exactly a car spotter’s paradise. There are plenty of shiny and expensive new cars around, but few one might describe as interesting, esoteric or left field.
I have also mentioned my habit of heading for the remotest corner of public car parks in the hope of minimising the risk of picking up a parking dent or scrape. Pulling into my local supermarket car park this morning, my usual space was occupied by this Toyota Camry, an XV20 model manufactured between 1996 and 2001. Although a best seller in the US, the Camry barely made a dent in the UK sales charts, so it was an unusual and welcome sight.
In my opinion, this generation Camry was one of the very best in design terms, with a smooth, linear and unfussy style that might owe more than a little to Peugeot’s 605 and 406 models. There is not a single detail of the design I would change, and Toyota’s 1999 facelift merely altered but did not improve the front and rear ends. It stands as a quiet rebuff to the excessively fussy and overwrought fashion that currently prevails in automotive design. Continue reading “A Photo for Sunday: Peak Camry”
The 2001 Citroën C5 was a spacious, comfortable and practical large car. It was also unforgivably frumpy looking. DTW tries to muster some enthusiasm to celebrate the twentieth anniversary of its birth.
The early 21st Century was a lean time for Citroën design. The company’s glory days of the DS, SM and GS were a distant memory. The sensible men in grey suits at Peugeot, which had owned Citroën since 1975, had repositioned the company as a purveyor of automotive white goods; sensible value-for-money appliances like the 1996 Saxo and 1997 Xsara, whose most attractive features were the deep discounts and cheap finance deals used to Continue reading “Objects you Cannot Polish”
In this episode of one man’s near life-sentence with a large Citroën, he describes some of the more stressful experiences of C6 ownership.
The day I collected the C6 probably should have scared me off… but it didn’t, somehow. I picked it up on a Saturday morning, very early as agreed so that I would not be in the way of the sales guys getting stuck into the punters on their peak sales day. I stopped off on the way home to collect my son from football training. Naturally, he was curious to experience the C6’s trick suspension, so, whilst still in the car park, I started the engine, let it settle and then pressed the button to raise the suspension.
No cigars for guessing what happened next. The car rose to its top setting… and there it stuck. It being new to me, and having heard and read so much about the complexity/ potential unreliability of the oleopneumatic system, all confidence in the car fled from my body and soul, like a bad bout of psychological diarrhoea.
Time flies: A quarter century has passed since Colin McRae famously clutched the winning trophy for not only the event but the main prize, that of 1995 World Rally Champion. Hoisting the trophy aloft, navigator, Derek Ringer had to inform Colin he’d dropped the trophy lid, the pillock.
Whilst far from the Cheshire finishing line that particular day, McRae’s, co-driver, along with the other protagonists’ results and welfare were prominent in this rally enthusiast’s mind. For the more cynical, this was also the championship where Toyota were subsequently banned; it having come to light that they were using illegal turbo restrictors, but that as they say, is another story.
During the mid-’90s, regardless of the day’s itinerary, my search for rally information would be avid; the BBC’s Teletext service (wot no Internet?), next morning’s newspaper (rarely anything), the eternal wait for the highlights television show the following weekend and that week’s Autosport magazine, which I might Continue reading “A Pillock In Charge”
Concluding our latterday examination of DS Automobiles, we draw some conclusions.
The 2015 relaunch of DS Automobiles as a separate stand-alone marque necessitated a facelift for the existing DS3, DS4 and DS5 models. The Citroën badging and logo was replaced with a new, stylised DS badge, while the distinctive Double-Chevron front grille was replaced by a rather generic hexagonal item. The stylised DS initials appeared twice on the front end of the facelifted cars, in large size within the grille and on a smaller square badge on the painted panel above. At the rear, DS also appeared twice; stylised in the centre of the tailgate and offset to the right in a plain script suffixed with the model number.
Did the abundance of badges indicate a degree of unease about DS’s name recognition, and its prospects as a stand-alone marque? This badging led to a certain confusion as to the names of the relaunched models; for example, was it DS DS3 or simply DS 3? The official DS website indicates that the latter is correct.
DTW assesses the progress and current state of DS Automobiles after a decade on the market.
The launch of the Citroën DS 19 in 1955 was unarguably one of the seminal events in the history of the automobile. In its conception, design and engineering, the DS was at least a decade ahead of any competitor and left observers slack-jawed in amazement at Citroën’s audacity in bringing such a revolutionary car to market.
The DS 19 was first and foremost an engineering-led design. Its hydropneumatic self-levelling suspension gave it a peerless combination of superb ride quality and sharp handling. Its dramatically streamlined and aerodynamic body was highly functional, allowing it to Continue reading “Disappointing Sequel (Part One)”
It was the best of times, it was the worst of times, it was the age of wisdom, it was the age of foolishness, it was the epoch of belief, it was the epoch of incredulity, it was the season of Light, it was the season of Darkness, it was the spring of hope, it was the winter of despair…
On deciding that I would put something on record to mark a decade of C6 ownership via this most informative and thoughtful of automotive websites, the above quote involuntarily entered my mind and won’t now take its leave.
We mark the passing of a much respected British engineer.
Don Hayter, was born in Oxfordshire on 24th January 1926. His father, a retired policeman, took up a job delivering MG TF Midgets from Abingdon to the docks for export. Meanwhile his son had shown not only aptitude but a flair for technical drawing. Upon leaving Abingdon school, he took an apprenticeship with the Pressed Steel Company at Cowley working on aircraft such as the AVRO Lancaster during the war, progressing to bodywork panels for Jaguar’s XK120 and the ZA Magnette.
Don had taken up an offer from then Feltham-based Aston Martin Lagonda as a draftsman in the early fifties with a return to Oxfordshire when AML upped sticks to Continue reading “Old Red Wine”
Misunderstood and derided by many, the Chrysler PT Cruiser was a brave if misconceived attempt to bring something different to the automotive landscape.
The PT Cruiser should have been a Plymouth, had that failing marque not been put out of its misery by Daimler-Chrysler in 2001 following the 1998 Merger of Equals of the US and German automakers. Chrysler’s traditional entry-level brand had fallen into a serious decline in the last decade of the 20th Century. Its limited range largely comprised badge-engineered variants of other Chrysler group products, including the Voyager and Grand Voyager minivans, and the Neon compact and Breeze mid-size saloons, all of which were comfortably outsold by their Chrysler or Dodge branded stablemates.
The only distinctive and unique model marketed under the Plymouth brand was the Prowler, a wildly styled retro two-seater convertible harking back to the 1930’s hot rod era. This was very much a niche offering and only 11,702 were sold over a five-year period from 1997 to 2002. However, its undoubted appeal led Chrysler product planners to Continue reading “Past Forward”
On the occasion of the current Fiat 500’s introduction at the Frankfurt Motor Show in 2007, nobody could miss the enormous 500 replica that dominated the FIAT display; it was an impressive showpiece and even included a huge ignition key. Both the front and rear wheel could slide away to allow actual 500’s to be driven in and out. The giant 500 was certainly a bold, eye-catching idea, but Fiat was not the first to Continue reading “Big Things”
Death travels in a Rolls Royce landaulet accompanied by a pair of leather-clad motorcycle outriders. The portal between the living world and the afterlife is fluid and open. Reflections come fraught with risk. Death herself; beautiful, irresistible in her terrible inevitability is nonetheless prey to similar failings as us mortals. Reality pivots amid clever reverse projections and rippling looking glasses – Jean Cocteau’s visionary 1950 movie Orphée retells the myth of Orpheus and his journey into the underworld, set amid the landscape of post-war France.
DTW marks the last of the traditional American body-on-frame sedans.
The Ford Crown Victoria and its Mercury and Lincoln siblings were the last in a long line of traditional body-on-frame full-size rear-wheel-drive sedans that were for decades a defining feature of the American automotive landscape. They were simply engineered, but tough and reliable cars that were perfectly suited to the wide variety of private, commercial and institutional roles in which they served.
The town of Preston, Lancashire gave the world Arkwright’s dark, satanic mills; the town at one point becoming an engineering focal point for the entire North West of England. One such intrepid character being Lawrence (Lawrie) Bond (1907-74) who brought the minicar, amongst a host of other engineering feats to fruition. In similar fashion to Colin Chapman, Bond was obsessed with weight and the saving thereof; his original 1949 3-wheeled minicar 2/3 seater tipping the scales at a mere 310lbs (140Kgs).
Honda’s 2010 CR-Z was not without precedent. Quite the contrary.
Of all the mainstream Japanese carmakers, Honda have perhaps the longest track record of going about things their own way. Yes, one can point to someone like Subaru and suggest an element of stand-alone behaviour, but while Fuji Heavy Industries has for the most part cleaved doggedly to one central idea, one never quite knows what Honda is likely to get up to next.
Take the 2010 Honda CR-Z: A compact 2+2 hybrid coupé was not the epicentre of automotive orthodoxy ten years ago, the intention being to create something of a halo model to help nudge customers towards Honda’s more prosaic range of Integrated Motor Assist (IMA) petrol-combustion hybrid drive models. But not only was the drivetrain shared with the concurrent Civic Hybrid and stand-alone Prius-baiting Insight model, so too was the platform, in this case with a sizeable chunk excised from the centre section.
Mitsubishi Motors is a fading presence in the European automotive landscape and could soon be consigned to history. DTW remembers better times for the marque and surveys its current state.
Since the turn of the millennium, Mitsubishi Motors’ European sales have been in slow, if erratic, long-term decline. The high point was reached in 1999, when Mitsubishi sold a total of 205,009(1) vehicles and achieved a market share of 1.34%. In 2019, the comparative figures were 144,670 and 0.92%. The decline would have been more precipitous had it not been for the L200 pick-up truck, which has since 1978 been the bedrock of the company’s sales, and the 2012 Outlander PHEV, which carved a distinctive niche for itself as the first plug-in hybrid SUV.
Over the past two decades, the company has been rocked by two major scandals. The first broke in 2004, when it was revealed that Mitsubishi had been covering up vehicle defects including failing clutches and brakes and leaking fuel lines, refusing to issue recalls for these systemic problems. The company was forced to recall and rectify over 160,000 vehicles, forcing Mitsubishi group companies to Continue reading “A Long Goodbye”
The shock of the new manifested itself in more ways than style alone.
When Jaguar introduced the XJ-S in the autumn of 1975, the shock many observers felt was not only visual, but also conceptual. The first car of its kind to be produced by the Coventry specialist carmaker, it was perhaps closer in format to that of an American Personal Luxury Coupé than anything Jaguar had produced up to that point.
Throughout the 20th century, Britain produced many remarkable – in some cases world-changing – internal combustion piston engines. Unfortunately for the everyday motorist on the street, most of them were to be found in aircraft, ships, railway locomotives, motorcycles and even a few racing or luxury cars.
Even in the post-WW2 era, all-iron in-line engines were the staple offering for the British Big Six, side valves were still commonplace, and the RAC horsepower rating system cast a long (stroke) shadow over cylinder proportions even after Britain introduced a flat tax rate. Such engines were not particularly powerful, nor even efficient, but were trusted by the motor trade and buying public, and were forgiving of unsophisticated and imprecise casting, machining and assembly methods.
DTW recalls BL’s last stand: the 1980 Austin Metro.
Friday, 8th October 1980 was the day. The car: most commonly referred to as Metro, others ADO88 (Amalgamated Drawing Office – from when Austin and Morris tied the knot in ‘52) with only those in the know as LC8. Forty years have now passed since the car hailed as Blighty’s answer to the inflow of foreign imports was launched. We deal here with the Metro’s tentative first twelve months (amidst some background) of being.
Any story concerning British Leyland inevitably must invoke the company’s changes of name and ownership, not to mention the impossibility of not mentioning crippling strikes, poor workmanship and the demise of the domestic car industry. Peeling back (most) of the bad apple nevertheless reveals a passion for this new project to succeed.
With experienced hands Spen King and Charlie Griffin at the helm, the Metro plan got off to a better start than most. Perennially cash strapped yet astute at finding talent, Griffin stipulated strict guidelines: larger than the original Mini, smaller than the competition, do not Continue reading “Another One Bites The Dust”
Irrespective of whether Citroën’s Bureau d’Études was acting in concert or as alleged, in a contrary and fragmentary fashion, there were a number of engineering imperatives which for them would prove sacrosanct. The first of these and perhaps foremost was the mode through which drive forces would be transmitted.
The second and if anything, just as much a prerequisite would be the use of Citroën’s centralised engine-driven, high-pressure hydraulics for damping, steering, braking, levelling and attitude control. This highly innovative and technically ambitious oleo-pneumatic system was developed by Paul Magès and first employed for the rear suspension of the 1954 15 h model, prior to it being rolled out in fully fledged form in 1955’s DS 19.
Assisting Magès on Projet S was Hubert Alléra, who had amongst his other palmarès, designed the hydraulically actuated gearchange for the DS. Suspension-wise, the SM didn’t depart radically from existing practice, in fact a great deal of DS thinking (and hardware) was almost literally carried over; largely for cost reasons, but also because in the opinion of Jacques Né, not only were they strong enough to Continue reading “New Frontier (Part Six)”
If there is one car in the past two decades that has, above all others, defied rational explanation, it is surely the Pontiac Aztek. Launched in 2000, this vehicle, which can be described retrospectively as a mid-sized crossover, was met with gasps of amazement and incredulity by potential buyers, rival automakers and pretty much everybody else not directly involved in its development.
There was nothing much wrong with the concept of a crossover and, in some ways, the Aztek was ahead of its time, but why General Motors decided to Continue reading “Breaking Bad”
DTW reader, Dave Fisher matches wits with a recently purchased (previous generation) Honda Civic and finds himself coming a distant second.
The question one asks on entering a car such as this – a 2016 Honda Civic Tourer – is whether it is more intelligent than its owner. The car can certainly do many things its owner cannot, but if that means it’s more intelligent is a moot point. Many a dog would agree with the car, especially because, with its rear seats down, the car could easily swallow three or four Great Danes. And if you want to give Mr. Honda another three hundred pounds for a wee gadget, you can mount two bicycles (front wheel off) inside. Very clever.
In most creative spheres, there are only so many ideas to go around. Easier then to blend and repackage the pre-existing, a familiar gambit amid the mainstream arts, and especially so in film. We’re all familiar with the putative movie pitch: “It’s Love Actually meets Inception, but, the twist is, everyone’s really a werewolf“, and so forth. After all, why go to the trouble of being original, when its easier to reimagine someone else’s idea.
To many observers the Nissan Juke came across in a similarly contrived manner when it debuted in 2010. A confection of wholly contrary styling features more or less co-existing in an uneasy truce, it was not what anyone would Continue reading “Original Sin”
What’s the first thing you think of when considering gearboxes? Have you parked in gear? Does the manual action satisfy your taste? Is that a dog-leg set up? Why won’t the automatic change when I want it to? Where’s my Lego set? That latter, more pertinent point being what led to Renault seeking out a new way of changing gears. Settle in, pop it into D and grab your Lego Technic manual.
Christmas 2010 and we find Renault’s Nicolas Fremau, Powertrains and Hybrid expert, ordering boxes of Denmark’s most prodigious export. Not for his son, either. Fremau hit on the idea that the plastic cogs along with connecting rods could form the potential of a real world use gearbox for use in the coming hybrid/ electrification vehicles. The holiday period allowed him to Continue reading “LocoDiscoBox (16+)”
“He who has not seen the road, at dawn, between its two rows of trees, all fresh, all alive, does not know what hope is.”
This phrase, translated from French by Georges Bernanos is but one of several accompanying the evocative images in the beautiful and highly sought-after Citroën DS Décapotable brochure. These poem fragments are also virtually the only words to be found in the booklet, which represented a hitherto unseen and fresh way of publicizing a car, thanks to the combined creative genius of artistic manager Robert Delpire and photographer William Klein.
Regardless of whether one is discussing art, cuisine, kitchen appliances, or indeed motor cars, definitives are tricky things to quantify. In the field of automobiles, applying such measures to specific marques comes fraught with even more difficulty, but this doesn’t necessarily mean that one ought not Continue reading “French Polish”
GM Europe had a reputation for building solid, reliable but resolutely uncharismatic cars. In an attempt to shake off its fusty image, the company turned to Lotus.
The 2000 Opel Speedster and Vauxhall VX220 siblings owe their existence at least in part to one of the many financial crises that have regularly threatened to engulf Lotus Cars over the course of its lifetime. General Motors had owned Lotus outright from October 1986 to August 1993. It had inherited the front-engined Excel 2+2 and mid-engined Esprit, but recognised that both these ageing designs, while selling steadily in small numbers, had limited potential for growth. Instead, it decided to Continue reading “Surrogate Twins”
Separated by two decades, and a good deal of ideology, we trace the seemingly improbable; the similarities between Honda’s 1990 NSX and Citroën’s 1970 SM.
For a short period of time during the close of the 1980s, it did appear as though the Japanese auto industry were poised to, as the UK’s CarMagazine rather hysterically headlined in 1988, “tear the heart out the European industry.” The reality behind this seemingly overnight transformation was quite naturally, anything but; Japanese carmakers after all, have never been in the business of impulse.
By mid-decade, the land of the rising sun had learned about as much as they felt they needed from the established players and were confident enough of their abilities, particularly from a technical standpoint. Furthermore, it had dawned upon the leading Japanese carmakers that European and US lawmakers were unlikely to drop the punitive barriers to unfettered trade; not when the domestic producers were incapable of competing on quality, durability or increasingly, sophistication.
Today DTW features a car that was given a new lease of life with an extensive and highly effective makeover.
Ford regularly plays fast and loose with its mark numbers, often applying them to even quite modest facelifts of the outgoing model. However, in the case of the Sierra, the Mk2 designation was well deserved.
Ford launched the original Sierra in 1982 as a replacement for the conventional and conservative Cortina Mk5. The new model was a rear-wheel-drive car like its predecessor, but the aero body (believed to have originally been the work of Gert Hohenester working under the supervision of Design Director, Uwe Bahnsen at Merkenich) was dramatically different, with a hatchback instead of a conventional boot.
My friends all drive Citroën’s… Oh Lord won’t you buy me a … Porsche?
“After all this, they have created an enormous car; I wanted a Porsche.” These are believed to be the words of none other than Citroën President, Pierre Bercot, spoken at the time to delegate-Maserati administrator, Guy Malleret. Quite some statement to have made; one which flies in the face of virtually every known document of the SM’s gestation. After all, the commonly held version of the SM’s creation saga is that Projet S was schemed almost entirely to Monsieur Bercot’s specification.
Jacques Fleury was the Citroën director responsible for factories, production and acquisitions. Amongst his responsibilities therefore was the Maserati factory in Modena and by consequence, the SM engine. According to his account, the prototype Maserati unit, having been tried in a DS saloon was deemed not only too powerful for the chassis, but that any resulting DS flagship model would have to Continue reading “New Frontier (Part Five)”
Turning the clock back to a millennial from Gothenburg.
Twenty years have slipped by since Volvo entered the shark infested waters of the compact executive saloon market, leaving behind a broadly positive if somewhat small mark in that (now) ever-shallower pool. By the time Ford showed up with a very large cash bag ($6.45 billion) and placed the Swedish brand under their Premier Automotive Group umbrella in 1999, the S60 was all but ready for unveiling.
A trio of Citroën oddities in this take on that famous French creed – Liberté, Egalité, Fraternité.
1982 Citroen BX Coupé prototype
Seasoned Citroën fans are no doubt aware that Citroën toyed with the idea of a BX Coupé but never allowed it to reach the production stage; a full size mockup, looking somewhat like a mix of BX and Renault 11 3-door hatchback has survived and can be viewed at the Citroën Conservatoire.
There was however another, far more ambitious BX-derived Coupé in development for a time, also styled by carrozzeria Bertone. This project was initiated early in 1982, some months before the introduction of the BX hatchback at that year’s Paris Motor Show. Surviving documents reveal that this coupé was intended for a higher marketing segment and was also to Continue reading “Creativité, Rationalité, Pragmatisme”
In 2002, Mercedes-Benz introduced a new star: Maybach, a hitherto dormant name awoken from deep slumber. Its bones were largely beyond reproach; based upon the decade-old W140 series S-Class, the final saloon programme to be conceived at Sindelfingen to a standard rather than a price, yet with this announcement one could nevertheless discern a strong sense of a carmaker not only stretching itself too thinly, but suffering from a lack of self-awareness.
Maybe they simply started out with bad directions, but when the wheels came off this particular wagen in 2013, few were surprised, given the execution. But other council prevailed at Baden-Wüttermberg; not entirely better, but certainly, one imagines, better remunerated. Far from allowing the small matter of a €1Bn loss to impede them, Daimler management elected to once more Continue reading “Bach To Life”
Dweller on the Threshold – A Jupiter Miscellany. We continue our look at the Jowett Jupiter’s short but multi-faceted career.
The coachbuilt Jupiters
In September 1950 Jowett announced British prices for the Javelin-Jupiter. The factory bodied drophead coupe, although effectively unobtainable, was priced at £1087 (£850 before tax) and the rolling chassis was offered at £672 (£525 before tax). The blank canvas chassis was in fact a comprehensive kit, with a wiring loom, switches and instruments, and a set of grilles which coachbuilders were expected to use in a way which would Continue reading “Beautiful Vision – Evolution of the Jowett Javelin (Part 9)”
As the New Millennium approached, Jürgen Schrempp, Daimler-Benz CEO appointee in May 1995, was a man on a mission. Schrempp believed that the company was something of a sleeping giant. While it was consistently successful and profitable, with products that were highly regarded, he believed there was much more that could be done to leverage the storied marque name and extract maximum value for shareholders.
Over the preceding decades, Mercedes-Benz had carefully nurtured a reputation for building thoughtfully designed and technically excellent vehicles that were market-leading in terms of quality, safety and durability. They were, by and large, cars that one chose with the head rather than the heart and were favoured by those who valued understatement and discretion over extravagance and notoriety.
The flagship S-Class was the perfect transport for senior politicians, bankers and captains of industry, allowing them to move unnoticed and in comfort, avoiding unwanted attention from opponents, competitors or inquisitive journalists. The sheer ubiquity of Mercedes-Benz’s most prestigious model in the business districts of major cities guaranteed the anonymity required to Continue reading “Act of Hubris”
How swiftly time passes – one moment you’re the talk of the town, the next, tomorrow’s chip paper.
Recently, a more mature Audi A3 in black arrived in our vicinity. Hardly worthy of a fanfare, especially as my initial introduction to this car was as follows; bonnet up, engine internals strewn roadside, stationary. Owner holding aloft the camshaft, almost trophy-like as I drove by. This did not bode well for such a car. If the old girl posses life, ’tis but a glimmer.
For this version of the PQ34 is now a late teenager – and whilst aged is far from long in the tooth, but now appears to follow a darker path. This new to my locale version of the A3 (Type 8L for you nomenclature completists out there) was manufactured sometime in the latter part of 2001, first registered in January of 2002, denoting this model to be post-facelift version.
With the original only being available as a three door, this five door (Sportback) variant has that cleaned up frontal version of Dirk van Braekel’s urban runabout. The headlight treatment still looks fresh, even when most examples have now taken on that milky effect when plastic ages. Can much light emit from lenses so? The car does have a current MOT pass, an effective guarantee for all matters mechanical… and I Continue reading “Pumpe Düse”
Ten years have elapsed since actor, Russell Crowe was carrying out his contractual media duties on BBC’s Radio 4 to promote Ridley Scott’s feature film adaptation of Robin Hood. The notoriously thin-skinned Australian leading man, when challenged by the broadcaster’s Arts Correspondent, Dominic Lawson about the somewhat wonky Yorkshire accent in his portrayal of the folk hero (which critics characterised as sounding more akin to Irish), replied with the following immortal line; “You’ve got dead ears mate. You’ve seriously got dead ears if you think that’s an Irish accent.”
The 1971 Fiat 127 proved to be an extraordinarily popular and enduring design. DTW recalls its many iterations, some pleasing, others rather less so.
The Fiat 127 was a supermini wholly in the modern idiom, with its transverse engine, end-on gearbox and a three-door hatchback bodystyle(1). It was not, however the world’s first such design: that title goes to the 1964 Autobianchi Primula. The Primula was, however, engineered by Fiat, which held an equal 33% share in the company alongside Pirelli and the Bianchi family. Fiat was able to Continue reading “Under the Knife – One to Seven”
By 1967, Pierre Bercot had secured an engine supply deal with Maserati for Citroën’s forthcoming Projet S. Yet within a year, not only would he have taken over the Modenese atelier in its entirety, but inked a far more wide-ranging deal with Fiat Auto in Turin. But was the Citroën-Maserati takeover a symbiotic coming together, or simply Monsieur le President’s Victor Kiam moment?
Having traditionally confined the lion’s share of their sales effort domestically and within Europe, the pull of the US market became too lucrative for Maserati to ignore. However, by the mid-’60s, the regulatory environment in the US was becoming more hostile, with increasingly stringent crash testing mandates and emissions regulations, which for such a tiny outfit would ladle enormous costs upon an already stretched enterprise. By mid-decade, Maserati’s owners were already seeking a means to Continue reading “New Frontier (Part Four)”
The Jupiter performed far better on the track than on the company’s balance sheets.
Had the Jowett-E.R.A. sports car alliance endured, Reg Korner’s frenzied work through the autumn and winter of 1949-50 may not have been necessary. In parallel with his Chief Engineer Dr. Ing. Robert Eberan-Eberhorst’s chassis development, E.R.A owner Leslie Johnson commissioned Seary and McCready, a small coachbuilder noted for high quality work, to develop an aerodynamic body with distinctly transalpine influences.
The design was presented to the media as the ‘E.R.A Javelin’ at Jowett’s London showroom on 27 September 1949, rising on a lift from the building’s undercroft with its paint scarcely dry. Motor Sport of November 1949 described the three seater coupe thus: “so trim, so refreshingly different did the car look, prompting thoughts of Simca, Cisitalia, F.I.A.T., that those privileged to Continue reading “Beautiful Vision – Evolution of the Jowett Javelin (Part 8)”
Toyota chose the 1970 Tokyo motor show to reveal their own style of pony car to the world. Clearly influenced by significant occurrences with such cars as the Mustang, Firebird and Camaro over in the United States, not to mention a gentlemanly nod to the European Capri, Toyota (with assistance from Yamaha) contributed their own version of mass produced self-indulgent motoring.
Using a Latin derivative, coelica to suggest something celestial or heavenly (in Spanish) and given code name TA22, the Celica’s modus operandi was to Continue reading “Heaven Sent”
The Ferrari Mondial is forty this year. Time to look back on the story of one of Maranello’s less illustrious creations.
In my idle moments, I occasionally peruse Autotrader and do some fantasy shopping for the cheapest supercar I can find. When searching under Ferrari it was, until recently, a racing certainty that the model propping up the bottom end of the price range would be the Mondial, which celebrates its 40th birthday this year.
This was partly a result of its ubiquity. With 6,149 cars produced during its thirteen-year lifespan, it was one of Ferrari’s best-selling models. However, it was mainly down to the fact that the Mondial was never really loved by the marque’s aficionados, who regarded it as too compromised and soft to Continue reading “Imparare ad Amare”
Concluding our brief examination of Riley’s ill-fated Pathfinder.
Let us now allow this Oxford flower to flourish a little, let the sunlight dance upon its flanks. One could choose black, maroon, green, blue or grey for exterior hues. Early 1956 models could be had with a factory duo tone effect, the roof having the second colour although a considerable amount of custom effects were available from the beginning. J. James & Co, a London Riley agent supplied Pathfinders finished with a contrasting colour to bonnet, roof and boot lid.
“Riley cars are for the discerning motorist” and their own Magnificent Motoring tag lines were highly applicable, even to the troubled Pathfinder. John Bolster, the Autosport reporter and motor racing correspondent noted in 1955, “I have driven every Riley model produced in the last twenty five years and this RMH is the best to bear the name of Riley.” Continue reading “From A Bench Front Seat (Part Two)”
Peugeot versus Porsche: It wasn’t simply business, it was personal.
It will not be news to the majority amongst the DTW readership: the time when Porsche was forced to rename its 356 successor, the 901. French carmaker, Peugeot legally secured the rights to model names with a zero in the middle in 1929, when the 201 was introduced. Porsche yielded to threats of legal action from the lion of Belfort, chose 911 as the new model designation and the rest, as they say, is history. Or is it?
Because there is more to this than it would seem at first sight; the fact that other manufacturers such as BMW, Bristol and Ferrari marketed models with a zero in the middle for years without so much as a peep from Sochaux raises the question, why did Peugeot Continue reading “Axis Denied”