Concluding the story of the Biturbo and the models developed from it.
Apart from the coupé, saloon and Spyder variants, the Biturbo’s platform and mechanical package was the basis for an additional five closely related Maserati models. The first of these was the 228, unveiled in December 1984 for launch a year later as a 1986 model. This was a two-door coupé, but was based on the Biturbo saloon’s longer 2,600mm (102½”) wheelbase. The 228 was intended to be a grand touring coupé in the Maserati tradition and featured the first application of the enlarged 2.8-litre V6 twin-turbo engine. Although superficially similar in appearance, it shared no body panels with the Biturbo coupé, being both longer and wider than even the saloon.
The 228 was again designed in-house by Pierangelo Andreani. Overall length was 4,460mm (175½”) and width was 1,865mm (73½”), making it 60mm (2¼”) longer and 135mm (5¼”) wider than the Biturbo Saloon. The Biturbo’s geometric lines had been softened, with a gently upswept lower DLO line and more curvature in the bodysides. Continue reading “Maserati for the Masses (Part Three)”
Editor’s note: This piece originally dates from 2 May 2014.
It is always useful to consider a counterfactual. For example, by asking what would have happened if the Archduke, Franz Ferdinand had survived his assassination attempt, we ask about how avoidable the first World War was. Another counterfactual might be to ask what if REM had disbanded after their drummer Bill Berry retired? That is to ask what was the importance of Bill Berry to the band. The answer to that second question is easier than the first. REM should Continue reading “If All the World Were Paper and All the Sea Were Ink…”
A long time ago on this sceptred isle, hordes of Danes visited the land, leaving behind language and place names, farming principles and legal terminology which (given plenty of time) helped the establishment of parliament. Many years on, the Danes have returned, albeit in far lesser numbers but equally as fierce. Behold Zenvo.
Using the first two and last three letters of his surname, Troels Vollertsen founded the company in 2007. Not that his eponymous cars require more muscle, the badge has that name underlined. Should you Continue reading “Danelaw”
The 31st staging of the Le Mans 24 Hour endurance race took place at the circuit de la Sarthe over the 15th and 16th of June 1963. It would be won by the Scuderia Ferrari entrant, a 250P, driven by an all-Italian pairing of Ludovico Scarfiotti and Lorenzo Bandini, marking not only the first time a mid-engined race machine had won the event, but also the largest winning margin in 36 years.
Le Mans was to prove something of a Ferrari benefit that year, with Maranello taking the first six places of a field, which through a combination of attrition, misfortune and tragedy was whittled down to 12 finishers. This final classified car was an MGB, a solo privateer entry, discretely backed by the works. But in this case, finishing at the rear of the field would be marked as a victory (in Abingdon at least).
The MG marque iconography was forged to a very large extent upon competition, and although by the early 1960s, BMC’s racing activities were primarily focussed upon the Mini Cooper, their well organised competition department was centred at MG’s Abingdon facility. Not that BMC did everything themselves; the Cooper Car Company, Broadspeed and Equipe Arden handling the Mini’s UK and overseas track career, while the Healey Motor Company prepared heavily modified Sprites in the International Sports Car classes.
In a world already awash with noise, the fabled prancing horse of Maranello has seemingly been directly connected to a mains-wired megaphone, a matter which you may or may not believe went practically unnoticed to these ears (and eyes) until fairly recently. But to make up for this deficiency, it has reached my attention that the Ferrari online store has lately been selling £600 Ferrari-branded trainers guilefully entitled Rosso Lamina Liquida, which we are reliably informed come “with a bold look that echoes the appearance of the Ferrari bodywork“. Marvellous.
The MGC was born under a bad sign, or to further the musical analogy, a bum note. On paper it ought to have been a winning combination. Take a proven, popular car and improve performance and desirability with a larger, more powerful engine. Yet largely due to BMC’s parsimony, MG was saddled with a car which was met by derision. Whether the car’s short production life and paltry production numbers was a direct consequence of apathy from buyer or manufacturer remains a matter of debate, but what is evident is that the MGC was considered something of an orphan, even before going on sale.
During the pre-war era, the MG marque enjoyed something of a performance image, being offered with large-capacity six cylinder engines and in certain cases, supercharging. However, post-1945, MGs had been confined to whatever small-capacity power units that could be wheedled from their Nuffield and latterly, BMC masters. Following the 1952 merger, which brought the British Motor Corporation into being, MG would end up playing second fiddle to Austin Healey, Leonard Lord’s favoured sports car marque.
Continuing the story of the Biturbo and the models developed from it.
The 1982 Maserati Biturbo was a fundamentally sound design, but a rushed development programme and hasty scaling up of production to meet strong initial demand had damaged its reputation for build quality and reliability.
In a later interview(1), Giorgio Manicardi, Maserati’s International Sales Manager, laid the blame for the Biturbo’s early quality and reliability issues firmly at Alejandro de Tomaso’s door. Manicardi had wanted to launch the Biturbo at a price of 22 million Lira, but it was de Tomaso who insisted on the sub-20 million Lira starting price. “As a result we lacked the [profit] margin to implement quality controls,” Manicardi contended. Moreover, de Tomaso allegedly maintained an iron grip on the project, to the extent that he rejected importers’ pleas for a cover to Continue reading “Maserati for the Masses (Part Two)”
Ten years ago, MG’s future looked something like this.
Since the desiccated remains of MG Rover was picked over by Nanjing Auto, later merged with Shanghai Automotive Industry Corporation (SAIC), the resultant MG-badged products have left observers and MG marque aficionados somewhere on a spectrum between bemusement and outright horror. Taking ownership of a heritage brand always comes with a measure of responsibility – certainly if one hopes to Continue reading “Highly Volatile”
Its makers openly cited the Africar as an inspiration for the Ox, but why not the Hormiga?
The Ox, the Africar and the Hormiga were specifically conceived to help countries in the developing world with a poor quality road infrastructure achieve and hopefully reap the benefits of improved mobility at the lowest possible cost. It may come as a surprise to some (as it was to your author when he discovered the fact) to realise that the nearest Third World country to the UK is the Republic of Ireland(1) but none of these three vehicles has likely ever been driven on or off the Irish road network.
Philanthropist, former toy manufacturer and banker Sir Torquil Norman came up with the basic idea of the Ox and, together with Gordon Murray(2), developed the concept into fully functional prototypes under the GVT (Global Vehicle Trust) banner. Continue reading “The Ant and the Ox”
National Treasure is a term which gets bandied about rather a lot in the media nowadays, particularly amid the world of showbusiness. Normally bestowed on the basis of merit, but in some cases it is as much a matter of longevity, dogged persistence even. But regardless of rationale, most recipients tend to exhibit a common sense of virtue. It is therefore perhaps fair to suggest that all of the above traits have contributed to the MGB’s beatification in afterlife, a seemingly impregnable status close to the pinnacle of historic car national treasure-hood. For in the UK at least, a classic car event without at least one MGB in attendance really cannot authentically call itself a classic car event at all.
Taiwan may not be your first port of call as regards car manufacturing, but this relatively small island in close proximity to China has been producing motor parts for many years. Alongside this essential line of work, several factories are involved with car production, usually under license from GM, Mercedes-Benz, Nissan, Mitsubishi and Honda.
Yulon is a sixty-year established Taiwanese vehicle manufacturer and importer who branched out in 2009 to create the Luxgen Motor Company Limited. Combining the words Luxury and Genius with their Think Ahead motto, the new carmaker accrued a gamut of technologies from long standing partners such as Aisin (transmissions), Delphi (steering), LMS (NVH suppression), Magna for suspension along with Prodrive for the dynamic set up.
Their first vehicle was a seven-seater MPV, effortlessly named the Luxgen 7. Based upon the 2009 Renault Espace, the chrome-winged nose and cascading grille lent the DRG a somewhat sit up and beg stance. A 2.2-litre diesel motor powered the front (or four-wheel) drive 4.8 metre long car. Co-developed with the HTC smartphone company, the car’s Think+ system incorporated 23 ECUs which controlled the myriad of sensors and eight cameras through a Windows operating system. Home sales encouraged Luxgen to Continue reading “Luxury and Genius”
DTW marks the fortieth anniversary of the Biturbo, a car that sired a range of more affordable Maserati models.
As seems befitting for an Italian company manufacturing sports cars, grand touring coupés and luxury saloons, Maserati S.p.A. has had a colourful and occasionally tumultuous history since its establishment in 1914. One brief period of relative calm began with the company’s takeover by Citroën in 1968. The deal was predicated on a joint-venture project whereby Maserati would design and build a new V6 engine for Citroën’s forthcoming flagship, the SM. Financed by French investment, Maserati introduced a new range of models, notably the 1971 V8-engined Bora, the company’s first mid-engined supercar, its smaller brother, the 1972 V6 Merak, and the stillborn SM-based 1974 Quattroporte II saloon.
Unfortunately, the Middle-East Oil Crisis of 1973 caused a collapse in demand for the sort of cars in which Maserati specialised. Citroën, struggling with its own mounting losses, put Maserati into receivership in May 1975. Political pressure to Continue reading “Maserati for the Masses (Part One)”
The Mid-1980s downsized GM range would prove a step into the unknown for the US car giant, one which could be said to have been successful, at least in terms of raw sales numbers. But while the C-body Buick sedans proved popular with buyers, the E-bodied personal coupés would prove a far tougher sell. There was a good deal of trepidation amid the design leadership at Buick’s studio in GM’s Warren, Michigan Design Centre as the 1986 model year Riviera was made ready; doubts which would crystallise as the drastically downsized model failed to appeal to existing Riviera customers, who not only baulked at the style, but also its notable lack of road presence.
As soon as was deemed possible, Buick Design chief, Bill Porter (who had overseen the E-body design) supervised a revised styling scheme, based upon one which had originally been proposed featuring a sloping tail motif, the victim of engineering package requirements (in this case luggage capacity). With this heavily revised Riviera, the work of a team under Steve Pasteiner, the model’s fortunes were revived to some extent, but still failed to return to pre-downsized levels. Continue reading “Swiss Riv”
While the name of Sergio Coggiola might be known to the enthusiast, that of Mario Revelli de Beaumont may not. Roman born Revelli made his name submitting handsome designs to coachbuilders in the nineteen twenties and thirties with Rolls-Royce, Lancia then post-war, with Fiat. Coggiola on the other hand spent time under Pietro Frua at Ghia before setting up his eponymous carrozzeria in Orbassano, a district of Turin during 1966. Around that time, the two Italians collaborated, with the use of atomic element number 29: copper.
We recall the extraordinary career of Walter Schätzle, a former Borgward dealer whose dedication to the marque briefly made him West Germany’s smallest carmaker.
The collapse of any large manufacturing business is a traumatic and far-reaching event. Lawyers quibble, accountants audit, suppliers stumble, vultures gather. When the collapse involves an automaker, loyal customers feel that their prized vehicles are like orphans and may find that their only support and solace is the dealer who sold and maintained their cars. Many of those dealers will have moved on to other franchises – they have to make a living – but some remain in the thrall of the defunct marque, with a dedication that far transcends vulgar commerce.
The collapse of Bremen-based Carl F W Borgward GmbH in 1961 shook the assuredness of Wirtschaftswunder West Germany, but the controversial story of that event is beyond the scope of this article. One former Borgward dealer, Walter Schätzle (1928-2021), not only went above and beyond expectations to Continue reading “Walter Schätzle – Resurrection Man”
An almost mythical aura surrounds the second of the Silver Arrow concepts, which is more than can be said of the car itself – now vanished without trace. Hype and overall interest for 1967 was considerably lower when compared to the first Silver Arrow; no chassis number, no documented dates, no confirmed photos, zilch.
After extensive research with limited resources, Silver Arrow II appears to have barely differed from a 1970 model year Riviera – the grille perhaps receiving the most noticeable change – 74 teeth opposed to only 60. The side chromed spear overlaid onto bodywork. An interior again in silver leather. Other small details differing from that of later production models include side view mirrors, the hub caps (not seen on any other Riviera) and the rear side reflectors. What is known as the Rocker Moulding, was also chromed. Continue reading “Silver Car For Mr Mitchell (Part Two)”
Remembering Ford’s blue-collar big saloons of the early 1960s.
If such a thing is possible, then its fair to say that America had a good Second World War. Provoked into action by the surprise Japanese bombing of Pearl Harbour on 7th December 1941 which caused the death of over 2,400 service personnel and civilians, America mobilised its vast industrial resources to produce military vehicles, ships, aircraft and armaments. Unemployment was virtually eliminated and the economy boomed during the war years.
When the war ended, Europe was bankrupt and its infrastructure shattered. Both winners and losers suffered equally from the privations of the years that followed. For many, life was little better than it had been during the war as the long struggle to Continue reading “Ordinary Joe in a Sharp Suit”
Cab-Forward was the design buzz-word of the mid-’90s. It didn’t age well.
This sideways view of the JA-Series was originally published on DTW in December 2014.
This car has two claims to our attention today. The first is that in the cold light of day, it is hard to believe this car and its almost identical stable-mates were once nominated on Car & Driver’s 10 best list. I was not aware of this at the time. The second reason I am drawn to it is because it was the first car I was ever paid to review. I wrote 1,000 words and saw the editor chop out 200 of them, more or less killing the nuances of the text stone dead. I wanted to Continue reading “Something Rotten in Denmark: Chrysler Stratus”
In the realms of car design, chances must be taken. Regardless of the ever-building pressure generated from all quarters as to the next sure-fire sales wonder, calculated risk taking is part of the game. Such incontrovertible weights require shoulders of strength, astute vision, alongside the ego of a vain, mirror-devoted individual, obsessed with appearances. Praise be that a certain William Mitchell was in possession of all of the above qualities, along with a marked penchant for items of an argentine nature.
For some years now, there has been a modest but persistent sentiment amid the European motor industry’s think tanks that the current wave of CUV crossover popularity would eventually peak, there being a point after any new fashion takes hold of the public consciousness, long after the early adopters Continue reading “Better With Allure”
A special edition Citroën BX, the 1989-1990 Palmares.
It’s named after a place that’s hard to find on a map. It might be in Buenos Aires. This example lurked in a gravelly forecort in the east of Jutland, about half an hour from Aarhus. Seeing it came as a surprise. It has been a while since I had the pleasure of slamming on the brakes and pulling up so I could hop out of the car to take some hasty photographs. The kids simply hate this kind of adult behaviour, that and visits to castles, roadside churches, ancient monuments, striking views and pretty much anything that isn’t a petrol station, shop or other opportunity for retail activity. But, now and again, I insist on making the kids Continue reading ““Blow-ins from Castlejane, no Doubt!””
London in the late 1950’s could still fall victim to enveloping airborne elements. Long since relieved from wartime bombardment, the city’s endemic smog, while atmospheric (in either sense of the word) was hardly conducive to those of a compromised bronchial nature. But what transpired for a certain American one evening in the capital, would prove even more breath taking, prompting something of a three-decade exhalation.
Technically, it should be impossible to go beyond Pantera as the name derives from the ancient Greek word ‘Panthera’ meaning ‘all beasts’, both real and mythological. Still, Argentinian ex-racing driver Alejandro de Tomaso was involved in the creation of more vehicles than just the one with which he is most readily associated, and some of the others involved partnerships with some unlikely players in the automotive firmament. Continue reading “Beyond Pantera”
Toyota’s switch to front-wheel-drive began very tentatively in 1978.
The Toyota Motor Corporation vies with Volkswagen Group as the world’s largest manufacturer of motor vehicles. Global sales in 2021 were just shy of 10.5 million vehicles, earning revenues of approximately US $250Bn. The underlying philosophy that has taken Toyota to this dominant position has been one of cautious, iterative product development over decades, always giving the customer exactly what they expect from the company; finely engineered and meticulously constructed vehicles that deliver a long and reliable service life.
The Silvia series, if it can be described as such began at the Tokyo motor show in 1964, when an elegant Italianate coupé was shown, based upon the existing Fairlady platform (hence the rather stunted-looking wheelbase). Powered by a 1.6 litre four cylinder engine, it was no roadburner, but for the nascent Datsun car business, it was to prove something of a halo car, somewhat in the manner of Toyota’s perhaps even more comely, and technically more accomplished 2000 GT. With slightly over 500 built, they were vanishingly rare at the time, and remain so a good sixty years later. Continue reading “Silvan Song”
Studebaker’s shoestring-budget foray in the compact market.
Development of the compact Studebaker Lark started in the spring of 1957. The South Bend, Indiana firm had created a stop-gap of sorts that year in the shape of the very austere Scotsman model, but it was obvious that this was just a severely decontented full-size car instead of the more compact vehicle envisioned to revive Studebaker’s fortunes by capturing a slice of an emerging new market segment. And a revival was desperately needed: like its rival, American Motors, Studebaker had entered into an ultimately fatal merger, in this case with the once-great luxury carmaker, Packard.
As work on the Lark started, Packard was as good as dead and its last models, which were little more than Studebakers in fancy dress, were only gathering dust on the showroom floor. For Studebaker itself, the situation was not much better as the company suffered its worst year since 1938 with fewer than 45,000 cars sold. Clearly, the new model, designed to tap into a rapidly growing market and generate much-needed profits, could not come a moment too soon, and that the Lark was ready to be introduced for the 1959 model year was a minor miracle. Continue reading “Independent Diptych (Part Two)”
When Volkswagen successfully took control of the storied Škoda Auto business in 1991, it did so, like many larger, more powerful entities, primarily for its own betterment. So while any residual altruism on their part was largely incidental, to its credit, Wolfsburg did take a fairly enlightened approach to their acquisition. By then, the Czech carmaker was in need of considerable investment and redirection, for despite having left behind the dated automotive fare it served up to widespread derision for decades, it remained prey to the snide dismissals and cheap jokes, primarily from the motor-jock element of the journalistic cohort.
Rebuilding reputations has never been the job of a moment, but as the decade progressed and the engineers at Mladá Boleslav, working alongside a reinvigorated design team created a more credible range of cars, the joke really started to wear thin. Škoda (and its well-heeled German backer) was no longer prepared to Continue reading “Living Room”
Range Rover’s success over the past two decades in establishing itself as the pre-eminent manufacturer of luxury SUVs is truly remarkable, particularly when one considers JLR’s chequered and occasionally traumatic ownership history. British Leyland, BMW and Ford all attempted to impose their plans on the company, with decidedly mixed results. It was only in 2008, when JLR was acquired by Tata Motors, a subsidiary of the giant Indian industrial conglomerate, Tata Group, that the company finally enjoyed both the financial stability and management autonomy to Continue reading “A Gilded Cage?”
Clever innovation from the smaller American automakers.
With pockets much less deep than those of the US ‘Big Three’ automakers, independent American manufacturers needed to be clever and creative to come up with new cars in response to an expanding market as the 1960s dawned. Studebaker’s solution was to use the mid-section of its existing full-size sedan that dated back to 1953 as a base, while American Motors resurrected a model, albeit with several updates applied to it, that it had discontinued years earlier.
For a car which would become their most commercially important product, the BMC motor business took a rather quixotic approach to ADO 16’s furtherance, with initial production being restricted to BMC’s Cowley plant where it was built (for almost a decade) alongside the car it had been intended to replace. But as potential customers hungrily clamoured for delivery, it would remain some considerable time before the carmaker found itself capable of balancing demand and supply.
It has been well documented that BMC sold the Mini at a price which allowed for little meaningful profit, yet it would appear that with ADO 16, they simply repeated the error, selling the 1100 on similarly tight margins, which given its technical superiority, its lack of genuine domestic rivals and the pent up demand for the car, appears almost wilfully irrational. And while later, more upmarket models may have aided profitability, there were too many of them and as explored previously, they were not a cost-effective means of resolving the issue.
Inspiration arrives in many forms. In today’s story, mystery, elements of sophistry and in this instance, anaglypta and food all play their respective parts as we peer into the entomology of a globally renowned car badge, yet one with an indeterminate history. Some believe that the badge is in fact a cross, stylised over generations, but the only genuine certainty is that Chevrolet’s badge is indeed a bow tie, although how this came to be is subject to one of four possible permutations.
The first of these suggests that company co-founder William Crapo Durant introduced the bow tie motif onto his cars in 1913, two years after the company’s inception. One simple but uncorroborated story involves the Swiss chap whose name went on to emblazon millions of vehicles over the intervening years – Louis Chevrolet. Possibly as an homage to the drapeu de la Suisse, it seems a blatantly obvious connection until one realises that Louis had left the company by 1915.
An altogether more elaborate reasoning stems from a story centred around a newspaper advertisement that Durant is said to have viewed in 1912, as related by Catherine Durant to interviewer Lawrence R. Gustin some years after her husband’s passing. On vacation in Hot Springs, Virginia, Durant noticed a bow tie emblem featured on another altogether different product – Coalettes, a refined solid fuel. Considering it to be suitable for his cars, he exclaimed to Catherine, Continue reading “Ain’t No Spin Here”
Over the past fifty years, the global automotive industry has witnessed an ongoing consolidation to the extent that it is now largely under the control of a handful of major players(1). The reasons for this are all economic: the costs associated with the design and manufacture of a new motor vehicle are now simply enormous, given the raft of fitness for purpose, safety and environmental regulations and legislation with which any new model must comply. Moreover, the product liability implications of putting into the hands of the public a machine that could be potentially deadly to themselves and others are truly terrifying. Only a lunatic and/or a genius(2) would now Continue reading “Folie Française”
Editor’s note: This piece was written and first published on DTW in August 2018. All images via the author.
While the remainder of Europe desiccates amidst the most protracted heatwave of recent times, here at that question mark of a landmass at the Atlantic’s cusp, a more habitual form of summer has returned: Leaden skies, horizontal mist and high humidity.
An innovative but unapproved plan to build a flagship Citroën XM convertible.
After Citroën officially withdrew from the US market in 1972, an independent company called CX Automotive commenced unofficial imports of the CX model, much to Citroën’s annoyance. When the CX was replaced by the XM, the company, now renamed CXA, began imports of the new model and embarked on an ambitious plan to enhance the prestige of the XM by creating a convertible version via an innovative construction method devised in The Netherlands.
A true test of any successful product design is whether its popularity can be replicated outside of its country of origin, where tastes, loyalties and latent patriotism, for instance, tend to count for less. The immediate success of BMC’s 1100 within the home market was both justified and understandable, but not only would it prove popular elsewhere, it could be argued that ADO 16 would become as close to a world car that the organisation would create.
Sold in almost every continent, and assembled in fourteen distinct countries, the 1100/1300 it seems made friends everywhere, with perhaps one exception – a former British colony which would prove impervious to its charms. North America had already proven a difficult nut for BMC to crack throughout the 1950s, with efforts to Continue reading “Modern Family [Part Four]”
Having enjoyed the sinuous ribbon of tarmac known to all and sundry as the Nurburgring from both front seats of such esoteric machinery as a 5-litre TVR Chimaera, an 1983 Audi Quattro, a Mazda RX-8 and a Porsche 911SC from 1987, you might think your author qualifies to wax lyrical about the Green Hell, as Jackie Stewart famously termed the place. Think again. These events were spaced out over a period of several years and no matter how many YouTube videos one peruses, once the helmet’s on and the barrier rises (€25 per lap Monday to Thursday – €30 Friday to Sunday, when open to the public), most of the experience degenerates into a frenzied blur. As competent as one might feel behind the wheel, I never troubled Timo Bernhard’s 5:19.5 lap in 2018.
I am writing this on our flight home from Chicago after spending ten most enjoyable days exploring the city and surrounding areas. Chicago is one of the great American cities and, with so much to see and experience, it is well worth a visit. Over the past thirty-something years, I have had the opportunity to travel to the US many times for both business and pleasure. One of my abiding fascinations is the country’s automotive landscape and how it has evolved over these decades.
When I first arrived on those shores in the late 1980s, the US car market was still dramatically different to its European equivalent, thrillingly so for a car-obsessive like me. Despite the downsizing precipitated by the 1973 fuel crisis, there were still plenty of US-manufactured ‘land yachts’ traversing the streets of the big cities and the country’s broad highways. American cars retained their highly distinctive style amongst a plethora of different marques, each with its own signature design features. Continue reading “Keeping it Real”
Editor’s note: A version of this piece was originally published on DTW in May 2018.
Don Henley’s 1984 Grammy-winning hit single, Boys of Summer was a meditation on reminiscence and regret. It plays on the slick US West Coast values of the lyricist’s Eagles heyday, deftly subverting its MOR rock sheen to underline more mature themes of ageing and loss. The track was not only a sizeable success in the US and elsewhere, but gained Henley a critical credibility he had perhaps hitherto lacked. After all, looking back to the past can be instructive, and in some cases, a virtual necessity. However, true folly lies with those who attempt to Continue reading “Boys of Summer”
Love affairs can be fickle. Within the car industry, bed hopping is almost as natural as tightening nuts. The longevity of such associations is often a factor of money as much as talent, for matters of taste do not necessarily equate to success. As we have seen in a previous instalment, Volvo had given Fissore and Zagato short shrift, only to seek out one of their lesser-known rivals, Coggiola. Whether Gothenburg had been influenced by the carrozzerias’s previous Exemplar concept is unknown, but more likely it was their work with Trollhattan natives, Saab.
Unveiled at the 1971 Paris auto salon, the Volvo ESC, also known as the Viking was a fully engineered concept. Described as ‘the successor to the 1800′, a sobriquet that may have been wide of the mark, even if the original Pelle Petterson design was by then widely considered something of an obsolete Viking itself. Something of a show pony, Coggiola worked expressly on the bodywork and interior, leaving the oily bits untouched.
Sociedad Española de Automóviles de Turismo, more colloquially known as SEAT, was established in 1950 and for decades produced, with a few exceptions, virtual carbon copies of Italian Fiats until the partnership ended in 1982. In the period before Volkswagen acquired a majority shareholding in 1986, SEAT introduced the Giugiaro-styled compact Ibiza which, while still using many Fiat Ritmo elements in its underlying platform, is considered the Spanish firm’s first true post-Fiat product.
Before the Ibiza, however, there was the 1200/1430 Coupé, affectionately nicknamed the ‘Boca negra’ because of its distinctive black snout. This was a car mostly developed by SEAT and first seen in concept form at the 1970 Turin motorshow as the NSU Nergal prototype, styled by Aldo Sessano. It is much sought-after today by aficionados of the SEAT marque. Continue reading “A Census Taker Once Tried To Test Me”
Amongst the more striking aspects of BMC’s front-driven family of cars – if we set aside for a moment their technical courage – was the stark modernism of their design. Whether the Issigonis-inspired ADO series should be considered part of a design movement which would permeate the UK as the Sixties progressed – in architecture, product design, furnishing and in tentative forays amid the domestic automotive domain is perhaps a matter for more learned minds, but it nevertheless required a leap of imagination to Continue reading “Modern Family [Part Three]”
Softness: increasingly difficult to find in this harsh world. Interiors can cosset but can an entire car be defined as soft? Practically 2.3 tonnes of metal, glass, plastics and leather suggests otherwise, but Dearborn’s luxury arm begs to differ. Lincoln, until recently home to stately sedans have chosen to park that genre for vehicles of a physically larger nature – taking a more tender route – if one which only those in the US and selected regions can sample.
In an ever-competitive luxury marketplace, the new for 2022 Aviator sees Lincoln up the ante in a most restful manner. Aviator can be optioned with air glide suspension where the car bows to greet the driver or assist with loading – the area lit by what the maker dubs a welcome mat, along with headlights that greet your appearance. For such a well mannered and relaxing-natured car, should it surprise that the interior contains 28 speakers? If only perhaps to Continue reading “Livin’ It Up”
Following a successful launch, the BX sold strongly, although there were some early build quality issues that were overcome during the first year of production. A year after launch, the BX range was augmented with the addition of a Break estate version. Production of the estate was outsourced to the French coachbuilding firm Heuliez.
Unusually, the estate retained the hatchback version’s rear passenger doors. This was problematic in that the hatch featured a roofline that fell noticeably towards the rear of the car, and the rear door window frames followed suit. However, in order to maximise load capacity, the estate, although only a little taller overall, was instead given a horizontal roofline. The solution was slightly makeshift: the estate’s additional rear side windows were mounted higher than the rear door windows, with long horizontal air vents below them. The mismatch was partly disguised by satin black trim and paint surrounding the DLO on all but the base versions, where it was readily apparent. Continue reading “Boxing Clever (Part Two)”
Editor’s note: Today, we revisit the second part of a two-part meditation on rationalism in design, featuring the Peugeot 405 and Citroen BX. The original article was first published on DTW in April 2015.
America in the late 1940s was awash with post-war optimism, and one of the loudest fanfares would blow from the Ford Motor Company’s trumpet. Before its official launch in June 1948 at the Waldof-Astoria hotel in New York, the generated buzz was palpable – the ‘49 was here. Hailed as a dream car with simple lines, picture window visibility along with mid-ship ride, the 1949 Ford was not only a huge success, but slipped easily into the burgeoning craze of cruising and customisation. On sale a mere two years, this car replenished Dearborn’s black ink wells and some believe, saved the company’s hide.