As is frequently the case, what is given with one hand is taken away by another. By the late Sixties, the motorcar had become ever-more sophisticated, yet while speed and dynamic competence were on the ascendant, the unfettered enjoyment of high performance was already in retreat. Concerns too were growing over the automotive emissions and the affect they were seen to be having on air quality. Traffic congestion had become a grim fact of life, with motorists spending ever-increasing periods at a standstill. A shortlived period of unfettered freedom and self-expression was drawing to a close.
The evergreen Astra: around these environs, you might be hard pressed to believe that seasons five, six and, to a lesser degree, seven have ceased production at all. Examples of each of these generations still ply their trade, from the local builder’s grubby estate car or faithful family holdall, to the noisome kerbside cruisers beloved of maxed-up youth. These and other variants remain daily sightings, their longevity a credit to the brand.
But wherefore the latest incarnation? Astra achter was revealed to this fair land during the Summer of 2021, becoming available to download (sorry), purchase from November, yet your North Western correspondent has yet to Continue reading “Bold and Pure”
Debunking the persistent legend of Russo-Italian rust.
Fiat’s cooperation in the establishment of the VAZ factory, along with Alexei Kosygin’s new policies(1), helped mobilize the Soviet citizenry en masse. With the quite excellent Fiat 124 as a basis, the end-product was arguably a better car to own and drive than anything offered by ZAZ(2), AZLK(3) or GAZ(4) at the time.
The establishment of the VAZ factory was, as we now know, politically motivated(1). For the Soviet government at least, the project was a major success: they took a good initial design and successfully adapted it to their country’s conditions and needs. They even sold it successfully in export markets. For the Italians, though, things played out somewhat differently: Continue reading “VAZ: Diplomacy, Politics, and Urban Legends (Part Three)”
The 2005 Chrysler 300 was as good as it got for DaimlerChrysler.
The 1998 merger of Daimler-Benz and Chrysler Corporation was the brainchild of Jürgen Schrempp, Daimler’s ambitious CEO. Schrempp was on a mission to drive up the profitability and shareholder value of the group, following the disastrous early-1990s acquisitions spree of his predecessor, Edzard Reuter. Reuter had tried to turn Daimler into a broad-based global technology conglomerate, but instead oversaw a collapse in profits and share price that precipitated his sacking in 1995.
Schrempp believed that there was enormous untapped potential in Daimler’s automotive division, Mercedes-Benz. He wanted to leverage this to achieve a step-change in sales and market share for the traditionally conservative and upmarket automaker. This could (and indeed would) be achieved organically by extending the company’s traditional range downwards into mainstream territory, but this would take time and Schrempp was a man in a hurry, driven at least as much by quarterly financial reports as long-term strategy. Continue reading “A Diamond in the Dust”
The 1990 E31 shown here is an example of what was up to then a rare bird in the BMW cage.
The E31, also known as the 8 Series, embodied everything BMW knew about making cars. Oddly, it didn’t really move many people, didn’t change the gameplay or influence anyone much. What it did do was to exist as an example of excess everything. It also trotted in a race in which the public had lost interest, the race to make the fastest, most technically accomplished production road car in the world. As it happened, BMW won that contest, zooming over the finish line ahead of the competition(1).
For power-hungry clients desiring a ‘maximum’ Tipo 116 GTV, the 2000 and later 2.5-litre GTV6 were, with the exception of the rare Autodelta turbocharged version, the limit. However, if you happened to live in South Africa, the USA or Germany, there were other exciting options, one of which also involved Autodelta. Continue reading “Con Velocità Extra Per Favore”
The more advanced students of Jaguar lore will by now have recognised that a good many of the most well-loved cars from Browns Lane were at best, incidental, if not wholly accidental in conception. Similarly, when it came to the subject of mid or late-life facelifts, not only were they predominantly of a reactive nature, but rare indeed was the aesthetic revision that amounted to a palpable improvement. But while it might be considered a little provocative to describe the Series 3 E-Type as being accidental, it would hardly be inaccurate to suggest that it was unplanned.
While Sir William Lyons ran Jaguar in his benignly autocratic style, product planning was also somewhat reactive in nature, largely informed by the ever-shifting vagaries of the US market, a case in point being the Autumn 1968 refresh of the E-Type, the series 2. Beyond this, the intention was to Continue reading ” The Accidental E-Type [Part One]”
More lost prototypes from Volvo’s cutting room floor.
Measuring the strength of any influence can prove difficult. The film and TV industries revel in suspense, from those early monochrome Flash Gordon and Zorro weeklies to today’s greedy multi-franchised big-screen sequels. Leaving the audience wanting more invariably guarantees success, but do these eleventh hour on-screen nail-biting endings have much in common with those created within the car industry? More so than it might appear: that most conservative and safety-conscious of Swedish carmakers had several instances of the will they, won’t they? cliffhanger, the first being named, of all things, Philip.
No one could ever accuse Lyndon B. Johnson, President of the United States from 1963 to 1969, of lacking confidence in his own power or in the power of his office and country. Quite the contrary, as Greece’s ambassador found out in 1964, when Johnson told him in no uncertain terms what he thought of the smaller nation’s sovereignty(1). Yet, a persistent feature in US and US-aligned political discourse proved to be a double-edged sword for him: the words ‘Russia’, ‘Soviet Union’, ‘communism’ and ‘socialism’ were and remain veritable berserk buttons(2) for legions of politicians, pundits, and voters on the right of the political spectrum. This sort of sentiment, of course, is not unique to US political discourse, but it remained especially acute, even more than a decade after the McCarthyite purges of the late 1940s and early 1950s, which created near-hysteria at the time.
The fate of the Punto epitomised FIAT’s decline into irrelevance.
For the millennials amongst DTW’s readership, it must be barely conceivable that FIAT was once the largest manufacturer of passenger cars in Europe, an automotive powerhouse with a full range that stretched from the diminutive 126 runabout to the luxury 130 saloon, between which extremes were a multiplicity of saloon, estate, hatchback, coupé and convertible models. FIAT’s market presence was strongest at the smaller end of this spectrum and its 127 model of 1971 was the definitive modern supermini, or at least it became so when, a year after launch, it received the hatchback it was so clearly destined to have.
All the elements were there: a transverse engine with end-on gearbox driving the front wheels, making for a compact powertrain that allowed passenger space to be maximised. At around 3.6 metres in length, it was about half a metre longer than Alec Issigonis’s packaging marvel, the original 1959 Mini, but it put that extra length to good use, providing more than tolerable accommodation for four adults to Continue reading “Endgame”
The editor recalls his early forays into motoring.
Editor’s note: This article was originally published on DTW on 29 September 2018. Owing to the poor quality of the originals, stock photos have been used.
The starting procedure: insert key into ignition slot. Twist key. Lift floor-mounted enrichment (choke) lever fully. Engage clutch. Lift spring-loaded, floor-mounted starter lever. Hold until engine fires. Ignore the intense vibration of the little twin-cylinder engine on its mountings as it settles into life. On no account Continue reading “History in Cars – Rituals and Symbols”
For the new millennium, GM tasked its Holden operation in Australia with creating a new global platform, which would be named Zeta. Costing around AUD $1Bn, Zeta was engineered for longitudinal engine placement and RWD as standard, with the option for AWD. It was designed to be highly flexible and could accommodate over half a dozen body styles with variable wheelbase lengths, ride heights, roof lines and windscreen rakes. The suspension comprised MacPherson struts with dual-ball lower A-arms at the front and a four-link independent set-up at the rear. With full-blown production models still another two years away, GM took the decision to Continue reading “Billeted By The Waterfall”
Japan is a country where traditional values are held in high regard, yet outright wackiness at times abounds, where the business-suited salaryman shares a seat on the subway with a flamboyantly made up cosplay girl dressed in a frilly maid costume and nobody bats an eyelid. Hence, it is an environment where even normally conservative manufacturers are not afraid to Continue reading “Spirited Away”
In the normal order of things, the cessation of Italian production by mid-decade should really have signalled the end for the Fiat 126. Outdated in concept, outclassed by an increasingly sophisticated and capable cohort of putative rivals in the budget car sector – not least Fiat’s own Panda model – its residual appeal largely a function of its cheapness, compact dimensions and miniscule running costs, the rationale for continuing appeared marginal at best.
Whether it had been FIAT Auto’s intention all along, or simply a happy confluence of factors, but the wholesale shift of 126 production to Tychy, not to mention the ongoing demand for the Maluch in its adopted Polish home, would facilitate the 126 remaining available to those amid Western European markets for whom nothing but a 126 would do.
Denied, or swerved? We examine a lost Buick concept.
The conglomeration of niches and target customers explored by car makers in the conceptual realm have for the most part enjoyed a better than average tendency towards termination on dead-end street. Concepts may showcase design flourishes or preview the latest in technology, but rarely see production reality – more often appearing as a feature flick here, or a garrulous gamut there. But as the millennium approached, and their once-proud Riviera model withered on the vine, Buick sought to Continue reading “The Flying Burrito, Brother”
Investigating the overlooked and unexplored history of VAZ.
VAZ (in Russian: ВАЗ)(1) is well known in the automotive world. It was established in 1966 as a joint-venture between the Soviet Union and Fiat to mass-produce affordable, reliable, and technologically relevant family cars for the Soviet people(2). Its first product was the VAZ-2101 Zhiguli saloon(3), a more rugged version of the Fiat 124, adapted to cope with the adverse conditions of the USSR. The Zhiguli was so successful that VAZ/AvtoVAZ would become the country’s largest car manufacturer.
Much has already been written about both the Zhiguli, which was exported under the Lada (Russian: Лада) brand, and its maker. Here on DTW you can enjoy features on both the Zhiguli(4) and the factory in Tolyatti(5) where it was built, written by my fellow contributors Sean Patrick and Andrew Miles respectively. There are, however, unexplored and unreported details of the history of VAZ. This is precisely what we will attempt to bring to light in this three-part series, primarily by examining the US State Department’s historical archives. Specifically, we will examine the politics and the diplomacy behind the establishment of the Soviet automaker.
For almost half a century, Volkswagen has occupied a sweet spot in the global automotive market. It might be described as semi-premium, but that prosaic term hardly does justice to its achievement in developing and sustaining an image amongst the car buying public that places the marque consistently half a step higher than its mainstream competitors.
The brand equity, as marketing types would say, is of enormous value to the company. It has allowed Volkswagen to get away with producing some distinctly sub-standard products(1), ignore often middling scores in reliability and customer satisfaction surveys, and even recover relatively unscathed, in reputational if not financial terms, from the Dieselgate scandal that might have been an existential threat to other, less well regarded marques.
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”
Automotive sightings that leave your author perplexed.
The striking of a recently repaired nearby church clock signalled the end of another tedious morning in the office, and a fine spring day invited me outdoors to take the air. There followed a pleasant stroll, enlivened by some interesting, if conflicting, automotive observations.
Within seconds of leaving my place of work, the first of three wildly different vehicles caused my automotive radar to blip. It was a current (fourth) generation Mazda MX-5. Not a rare sighting by any means, but the unusually scruffy condition of this particular example gave it an aged, neglected and rather morose demeanour. I inferred from its condition that its driver may have travelled great distances with neither the opportunity nor inclination to Continue reading “Three Glasses Half-Full or Half-Empty”
Fiat has had a patchy history with facelifts. Here we have one hit, one miss and one meh.
Half a century ago, the European automotive landscape was considerably enriched by the presence of a variety of coupés from different mainstream manufacturers, all offering their own take on this style-led format with varying degrees of success from a design perspective. The best of these offered, for a relatively modest premium over the price of the saloon on which they were based, the opportunity to Continue reading “Under the Knife: Fiat 124 and 128 Coupés”
It is only twenty years since the world’s press welcomed the Opel Vectra C. We consider it again today.
The Vectra C made its public debut at the 2002 Geneva Salon. The styling continued the themes of the 1999 Opel Astra G and so managed to form the heart of a range of crisply styled Opels that included the 2003 Meriva (a jewel of a car) and the 2004 Tigra, concluding with the Zafira B of 2005.
It’s very much a car of its time. The Vectra C shares some of the clean surfacing and crisply defined edges that also feature on the admirable 2000 Ford Mondeo, but the closeness of the launches would indicate that this was a coincidence. Continue reading “Their Eyes Met Through Glanmire’s Mist”
“The environmental non-starter” was how Car magazine’s Ian Fraser defined the 126 in December 1972, having attended the press launch along with fellow scribe and Car Editor, Douglas Blain, in its home town of Turin. The thrust of their argument against the car seemed to pivot around the assertion that not only was the 126 “something of a throwback” in technical terms but also, in their estimation, that even Fiat themselves appeared unsure about as to its purpose in life.
Copied even before it was launched, and manufactured in modified form with a fibreglass body in Brasil until well into the current century, Fiat’s compact mid-engined targa-topped coupé inspired imitators both before and after its long career.
The Fiat X1/9 as launched at the 1972 Turin Motor Show was a productionised and consequently less radical evolution of the 1969 Autobianchi Runabout concept by Bertone, credited to Marcello Gandini. At the previous year’s Turin show, however, a vehicle that looked extremely similar to the planned but as yet unveiled Fiat was on display. To add insult to injury, the little yellow sportscar was parked almost within touching distance of Bertone’s majestic stand. What on Earth had happened?
Platform sharing, the practice of developing superficially unique vehicles for different marques within an automotive group based on a common architecture, is so widespread today, so obviously logical and cost-effective, that to do otherwise would seem perverse. Back in October 1978, however, a ground-breaking deal was signed between Fiat-owned Lancia and Saab to develop a common platform upon which each maker would build its own large D-segment contender. Lancia chief Sergio Camuffo led the programme from the Italian side. The platform would be called the Type Four and feature a transverse-engined front-wheel-drive layout. Alfa Romeo would later(1) sign up to become a partner in the project.
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 old adage of racing improving the breed was taken to another level when engineer, designer and talented race car pilot Zora Arkus-Duntov took up the development of the 1959 CERV – the first Chevrolet Experimental Racing Vehicle.
A Belgian-born naturalised US citizen, Arkus-Duntov is rightly regarded as the Father of the Corvette. Beguiled by Harley Earl’s beautiful styling but disappointed by the Corvette’s indifferent performance and handling, Arkus-Duntov wrote to Chevrolet Chief Engineer Ed Cole, offering his services to Continue reading “Improving the Breed”
“At the age of six I wanted to be a cook. At seven I wanted to be Napoleon. And my ambition has been growing steadily ever since.”
André Citroën, the French industrial giant, may not have possessed a level of ambition quite as extreme as that claimed by the controversial Spanish artist, but few amongst his peers in the automobile industry could match his boundless energy and determination to lead the way, often eschewing received wisdom and conventional thinking in the process. These attributes brought him fame and fortune, but would also eventually prove to be his undoing.
A salient example of the double-edged sword of Citroën’s ambition and overreach was the Traction Avant of 1934. It was a revolutionary, highly modern and accomplished design in almost every possible way. Citroën’s original plan was for the Traction to be equipped with a newly designed fully automatic transmission, the brainchild of a prolific Brazilian inventor. Continue reading “Shift Happens”
“It’s not you or me, or Fiat who will decide whether the 126 is a good car. History will make that decision.” These words were spoken, no doubt through clenched teeth by FIAT’s UK representative to Car magazine journalist, Ian Fraser in the wake of the UK imprint’s assessment of the new for ’72 Fiat 126. The Italian carmaker’s displeasure at Fraser’s trenchant review can be gauged by its reaction – FIAT UK pulling their advertising and banning Car’s staff writers from forthcoming press junkets.
The issue, if you could call it that, was one of perception. By 1972 Fiat was viewed as a progressive manufacturer of some of Europe’s most up to date motor cars, with a reputation for fine engineering and superior dynamic characteristics. By contrast, the 126, in Car’s estimation at least, was dismissed as a throwback to the 1950s. But it should behove us to first Continue reading “Ciao Bambino! [Part One]”
An act of defiance against Dearborn created an exceptionally pretty Ford.
Established during the Great War by the head of Ford of Britain, Percival Perry, Société Française des Automobiles Ford was Dearborn’s Gallic outpost, producing Ford models T, A, Y and B as the twentieth century progressed. It would, however, prove to be a rather wilful and independently-minded offspring, resistant to the dictates of its parent company. In 1934, Maurice Dollfus, who had been appointed head of the company four years earlier, sought a means to expand its operations. An introduction to an Alsatian chap by the name of Emile Mathis led to the creation of Matford SA, based in Strasbourg, a joint-venture company in which ownership was split 60:40 in Dearborn’s favour.
Citroën’s attempt to return some flair to its C-segment contender.
Of all automotive marques, Citroën used to be the most difficult to pigeonhole. While its competitors happily (or resignedly) occupied their clearly defined or evolved positions(1) in the automotive hierarchy, Citroën somehow managed to design, build and sell simple, utilitarian vehicles like the 2CV alongside technical marvels like the SM without causing confusion or consternation amongst their widely divergent customers. Sadly, the company’s iconoclastic and sometimes chaotic approach to product planning eventually saw it threatened with bankruptcy, and it fell into the hands of Peugeot, its staunchly conservative French rival.
Editor’s note: This article was originally published on DTW on 14 February 2015.
Every time one has a reason to discuss the large cars from the ’70s and ’80s, the large cars that aren’t BMW, Mercedes or Audi, one seems obliged to talk about the status and success of these products in comparative terms. It seems incorrect to speak of the Granada, 604 or Senator without mentioning how they fared relative to the BMW 5 et al. I’ll avoid re-treading all that ground again.
Half a century ago, there was still a place in the European car market for large saloons from mainstream automakers. These typically offered excellent value for money by being more spacious and better equipped than similarly priced cars from what are now referred to as premium marques. BMW and Mercedes-Benz(1) in particular facilitated their would-be competitors by offering entry-level specifications that included all the features and comforts of a mediaeval prison cell. Air-conditioning, alloy wheels and even a radio were all expensive options. What you got was finely engineered, certainly, but there was little or nothing to Continue reading “Excellent, but still not Good Enough”
A look back to Vauxhall’s mid-’70s upmarket ambitions.
Editor’s note: This article was originally published on DTW on 11 November 2017.
As automotive industry analysts ponder the fate of Opel / Vauxhall in the wake of the PSA takeover, one possible future being mapped out involves a shift upmarket. On the face of things, this appears about as likely as PSA getting a sudden rush of blood to the head and starting to take Citroën seriously, but as (im)possible futures go, it may not be entirely unthinkable.
Not everyone in the soothsaying universe seems to agree however, as a report in ANE yesterday suggests. Sanford C. Bernstein’s Max Warburton (We haven’t heard from him for a while.) suggesting PSA should “Dump the Vauxhall brand,” before going on to say, “Even the most jingoistic Brexiteers would rather buy a German car. There’s no room for a one-market brand in 2017.”
But leaving aside Warburton’s tough love analysis, can Vauxhall (a) survive, and (b) prosper in today’s increasingly febrile landscape? Taking matters further, could the Griffin (c) ever contemplate a move upmarket, given their current situation? While we ponder this, let us just for a moment Continue reading “A Luton Brougham”
Even I have come to accept that sports car marques can barely survive, and certainly not thrive, without having an SUV or crossover in their portfolio. Indeed, it seems that even developing a saloon car is not worth the R&D these days, given the news that Mazda will not be replacing the Mazda6, although its new FR platform, RWD, straight-sixes and all, looks tailor made for that job.
In the early eighties, long before both companies would find cover under the FCA and Stellantis corporate umbrellas, Chrysler and Maserati hatched plans for a luxury convertible to revive their tarnished prestige image. The two driving forces behind the venture were Lee Iacocca, the ex-Ford executive who had nursed Chrysler back from the dead a few years previously, and Alejandro de Tomaso, who at that time ran not only the sports car company that bore his name but also Maserati. He had taken the latter company over in 1976 with Italian government assistance after Citroën had bowed out. This would not, however, be Iacocca and de Tomaso’s first collaboration: in the early seventies the two had brought the De Tomaso Pantera to the USA(1).
US multinational corporations are often caricatured as having a heavy-handed We Know Best approach to managing their overseas businesses. In the automotive industry, however, the opposite appears to have been the case, at least historically. Over the course of the twentieth century, Ford, General Motors and Chrysler all built up substantial European operations, either through acquisition or organic growth. Not only did these corporations allow their European businesses to operate with a high degree of autonomy from Detroit, they were also markedly reluctant to Continue reading “Keeping Up Appearances”
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”
How can I introduce this cheeky, useful, honest and endearing car without alienating readers who prefer uncouth, useless, dishonest and off-putting cars? This time it’s the Mk2 Ignis, which I considered to be quite horrible when I first happened to see one many years ago, but which I now consider quite attractive. What changed? Obviously my own opinions and values shifted and I came to see the inherent worth of a car that made credible efforts to Continue reading “How Many Melodies there are to Forget.”
The Opel Kadett B was resolutely unexceptional, except in one respect.
The development of flexible modular platforms and standardised component sets has enabled automakers to spin off a wide variety of models from the same basic architecture. This allows them economically to target market niches where projected sales would make unique stand-alone models entirely unviable. For example, the Cupra Formentor would probably not have been signed off for production if it were not for the existence of volume sellers such as the Škoda Karoq, with which it shares a great deal under the skin.
In similar vein, Opel / Vauxhall’s Stellantis-era models are based on existing Peugeot / Citroën architectures, which has allowed them to be developed for production in a remarkably short time. Whether this widespread commonality is conducive to providing genuine choice for drivers is a moot point, but it is certainly here to stay and is likely to Continue reading “Spice of Life”
Lost causes – missing links – exhuming Jaguar’s stillborn XJ21.
As descriptive metaphors go, bottled lightning requires little by way of explanation or exposition on the part of the writer. In 1961, Jaguar Cars successfully manged this seemingly impossible feat with the introduction of the E-Type, a car which itself would come to stand as metaphor for a now mythologised era of hedonism, permissiveness and social change. But in the Spring of ’61 all of that was for the future. Meanwhile, the manner in which the E-Type was received took Jaguar’s CEO somewhat by surprise.
Attending the E’s euphoric US debut in 1961, Sir William Lyons became painfully aware that while prospective customers were enraptured by the car, many simply couldn’t comfortably Continue reading “Lightning Flash”
There is little doubt that the model for which Panther is best if perhaps unfairly remembered today is the extraordinary and quite ridiculous Six. This monster of a car was developed in complete secrecy and unveiled at the London Earls Court Motorfair in October 1977 to an incredulous and astonished audience. The name refers to the number of road wheels it featured, four 13” steered wheels at the front and two 16” driven wheels at the rear. It was powered by a 500 cu.in. (8.2-litre) V8 engine from the Cadillac Eldorado, mounted over the rear wheels(1) and connected to a three-speed automatic transmission. The engine’s maximum power output had been boosted to a claimed but never proven 600bhp (447kW) by installing twin turbochargers.
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”
Exclusivity is a tricky balancing-act in the automotive industry, particularly for manufacturers who are (or aspire to be) regarded as ‘premium’ players. On the one hand, manufacturers need a level of sales that will allow them to amortise the ever-growing upfront investment required to develop new models, so they can ultimately return a profit. On the other hand, if their bread-and-butter models become too commonplace, the thin veneer of exclusivity could be stripped away.
Mercedes-Benz was, at one time, pre-eminent in maintaining its composure on this particular high-wire. City streets throughout Europe were thronged with smoky W123 200D taxis in mainly unappealing flat colours, yet the same car, in a nicer colour and (modestly) higher specification, was still the vehicle of choice for aspirational upper middle-class professionals. Continue reading “Modern Girl”
Most long-established readers of this noble site will know that I am a bit of a Mazda fanboy. A few years ago, I wrote a series of long-term tests regarding my Mazda3 Fastback, and more recently I did a retrospective on the 1983 Mazda 626. I have admired the company’s innovation over the years, its independent spirit and, most recently, its ‘Kodo’ design language. Oh, and I still think that Soul Red Crystal is the still most beautiful paint colour on any mass-production car.
The current Mazda3 is somewhat divisive, mainly due to the arguably over-generously proportioned rear pillar on the 5-door hatch. However, the sophisticated surfacing, restrained detailing and beautifully assembled and finished interior really do rival or even exceed the design standards of premium marques such as BMW, Audi, Mercedes-Benz and Lexus. I don’t recall Mazda claiming full-blown ‘premium’ aspirations for the current 3, but much about the car is giving a vigorous nod in that direction. Continue reading “Mazda’s BMW”
Panther’s next offering would represent quite a departure from its large and expensive J72 roadster and De Ville limousine models. The 1973 Middle-East Oil Crisis saw an unprecedented spike in fuel prices and ignited a demand for luxury cars that were small and relatively economical(1). Robert Jankel identified the Triumph Dolomite as a suitable basis for such a car. The Dolomite was a well-regarded conventionally engineered three-box saloon which was already quite tastefully furnished, but Jankel believed he could push a redesigned version much further upmarket.
It may not have been the most commercially successful car of the 1970s, nor even the most technically significant. It did not win accolades for its ultimate handling capabilities or jaw dropping styling. Car of the decade may have been a title which eluded it, but none of the above should detract from the significance of the Renault 5 amid the automotive pantheon, nor Renault’s sound judgement in taking the car into production in such unadulterated form.
As an archetype of the art of product design, the Five was almost perfectly realised, certainly by the standards of its time. The practicality and robustness of its basic shape, the unmatched versatility offered by its hinging rear tailgate, combined with the subtle richness yet stark modernism of its detail design ensured its place as the first genuine hatchback supermini and the archetype for the modern B-segment motorcar. Such was its design integrity that Renault not only found themselves incapable, but unwilling to Continue reading “Voiture à Vivre [Part Six]”
Like many European automakers, Citroën had a torrid time trying to establish a sustainable business in the US market during the second half of the twentieth century. It finally threw in the towel in 1972, but there remained a demand for cars bearing the double-chevron badge from a small hardcore band of marque enthusiasts.
To meet this demand, Dutchman André Pol and Malcolm K. Langman established CXautomotive, later renamed CXA, in the mid-1980s. Their plan was to import and modify Citroen’s CX model so that it would comply with US regulations, then distribute and sell the car nationwide. Bruised from its previous US experience and wary of potential ongoing liabilities, Citroën refused to Continue reading “Brother From Another Mother”
In less than a couple of months we have witnessed the arrival of two new SUVs from the auto conglomerate’s revered Italian high-performance marques. We have, however, previously expressed reservations about the distinctly mass-market componentry underpinning the Alfa Romeo Tonale. As with the Alfa, this month’s debutant, the Maserati Grecale, represents a move downmarket for the marque, but the ingredients are rather more original and appetising this time around.
At its world premiere in the Alfa Romeo Museum, the Tonale featured two F1 racing drivers and brand CEO Jean-Philippe Imparato as presenter and host. In marked contrast, the Grecale had a duo of Italian actors in a film studio; Matilda de Angelis and Alessandro Borghi, with Maserati Design VP Klaus Busse cast in the straight man role, an unwitting butt of jokes, in the manner of a two-metre tall Ernie Wise. It’s either rather charming or just excruciating, like an overplayed piece of drama school coursework: are these actors really so beguiled by this overtly boastful, but ultimately rather shallow machine? Continue reading “Maserati Grecale – The Passion of St. Giorgio”
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.
Running an errand recently facilitated a rare sighting for me: not one but two first-generation Audi R8s passed me by within seconds of each other. Notwithstanding the pouring rain, I paused to take the pair in, a silver example closely followed by one in black, both on 2008 plates. Hang on, I thought, has the R8 really been around for that long? Longer still, it turns out: launched in hot and dusty Nevada in 2006 following its Paris Salon unveiling, Audi’s everyday supercar has lost none of its sparkle over the intervening years.
Styled under the supervision of Italian design chief, Walter de Silva, the R8 cannot readily be pigeonholed as a conventionally beautiful mid-engined supercar. Instead, it is unorthodox, complex and, in front and rear three-quarter views, most definitely muscular and imposing. Continue reading “Making Sense of the Supercar”