It never made production, but the Pontiac Banshee was a harbinger nonetheless.
Chevrolet, 1966. Two million passenger cars sold. But for a two front attack, life might have been peachy. Enemy Number One – Henry’s Mustang. Enemy One A being rather closer to home, a GM (un) civil war focussing on the difficulties that family ties can induce.
How Bill Porter turned the sow’s ear of the 1986 Buick Riviera into something so much better.
This article was first published as part of the DTW Facelifts Theme on July 02 2014.
In 1986, Buick sold a medium-sized two door coupé called the Somerset in the US market, built on the Oldsmobile-engineered N-body. In the way of GM’s demented renaming strategy, the Somerset tag was once a trim level of the Regal saloon but it escaped to become a separate line. The Somerset only lived for three years – the public didn’t take to the name, apparently. The Somerset had a transverse, front-mounted 2.5 litre 4-cylinder or 3.0 V-6 engine driving the front wheels. The wheelbase was 103 inches (Americans don’t do metric).
We can all recall the time honoured film storyline by rote: ageing sportsman/ criminal/ gunslinger, against better judgement, returns to the stump for one last payday. Inevitably, tragedy and (if the plotline allows) redemption ensues; at the very least, important life-lessons are learned. Today’s study cleaves to that most hackneyed of American movie narratives, because the 1991-96 Buick Roadmaster, while part of a long and illustrious line would ultimately Continue reading “One for the Road”
Concluding the story of Rover Group’s US Sterling misadventure. Why did it go so badly wrong?
A total of 14,171 cars found US buyers before the end of 1987, Sterling’s first year on sale in the US. This was a respectable number, if shy of the 20,000 to 23,000 sales that had been forecast by ARCONA. Even before the end of the year, however, reports were emerging about inconsistent build quality and poor reliability. There were many instances of faulty paintwork, poorly assembled interior trim and various electrical problems(1). Moreover, the quality of the dealerships was highly variable, many lacking the expertise(2) to deal effectively with issues that arose on the car.
To the European autophile, American cars often lose their flavour should (or if) they land on soil at least three thousand miles from home. As a 1980s wet behind the ears teenager, all American cars were big, loud, had screeching tyres and could fly (dependent upon TV show) yet possessed an otherworldly draw for this spotty oik.
Time eventually catches up with everyone and everything; the best one can hope for is to age gracefully and this applies to people as much as it does to man-made designs, which with precious few exceptions reflect by their very nature the era in which they were created. As time moves on, there is only so much that can be done to Continue reading “Holding Back the Years”
We recall Rover’s US misadventure with Sterling and ask why it all went so badly wrong for the second time in a decade.
The 1981 Project XX joint venture agreement between Honda and Austin Rover to develop a large luxury saloon appeared to open the way for the British company to return to the United States. It was no secret that Honda was designing its version of the car, the Legend, with the US market firmly in mind. The Japanese company wanted to move upmarket, to raise US transaction prices and profitability in case volume import quotas might be imposed by the US government to protect domestic automakers. If the Legend was explicitly designed to appeal to US customers, then why shouldn’t the British version, the Rover 800, do likewise?
Beer matters. Not the lagers (or pilsners for that matter) that conquered the world once refrigeration was commercially available but that quintessentially British phenomenon, real ale. Now gaining popularity in other parts of the thirst market, the myriad flavours a British pint of beer can offer remains a highly subjective experience. One’s tastebuds can be tingled by initial fruity overtones leading to complex biscuit hints leaving (perhaps) a sharp but far from unpleasant aftertaste. Its composition comprises of but four vital ingredients: malted barley, hops, water and yeast.
One influential variant of barley is the Marris Otter, found in many a pint; English grown for many years, imparting a sweet and flavoursome basis for the beer. Combining with (normally) Kent grown Golding Hops, which imbue earthy, spicy and honey influences may, with a decent brewer at the stills, create a thirst quenching, tasty, moreish drink. So what on Earth has an English pint got to do with a forgotten American two seater? Leave the driving for another day, open a bag of salted nuts and Continue reading “Maris Otter and Goldings”
A blocked drain creates a chance photo-opportunity of two different takes on the large car theme.
Without going into uncomfortable contextual details, after an extended period suffering a downstairs loo that blocked all too frequently, the Robinson household called upon the services of one of those franchises of which the name is a play on their operatives’ usage of dynamically extendable rods. This required that the C6 be temporarily displaced from its habitual mooring on the drive to the small lay-by opposite the house. Having done so, on return from walking the dog, I found that someone had parked their Velar next to the Citroën and it gave me cause to stare a while at the sight before me.
I thought it would make an amusing Photo for Sunday. This is not something I’ve submitted before to DTW, partly because – as witnessed – I am a numpty at taking photographs, and also because I have no qualifications that justify my making of a cold, real world comparative design assessment between objects, inanimate or otherwise. So, forgive the shallowness of the following musings, and the fact that one half of the subject is once again my C6. Continue reading “A Photo for Sunday: Batman vs Superman”
The author recalls his experience of the Jeep Cherokee XJ, an impulse and irrational purchase that turned out rather well.
My partner and I had the use of a Land-Rover Discovery as my perk company car for three years until 1999. It was a thoroughly useful device and we missed it after it went back, especially as our other vehicle was a 1997 Mercedes-Benz SLK 230K convertible, by no means the most practical (or reliable) of cars.
Yesterday’s tomorrows – from the studios of Bill Mitchell.
Sometimes it is necessary to go wildly overboard before one finds the precise quantum of sufficiency. Somewhat akin to party-going children having run amok; gorging on fizzy pop and cream buns, the American motor industry exited the 1950s with a decidedly queasy sense of untempered excess. A new decade would precipitate a fresh creative approach, and a wholesale shift from the baroque flights of jet-age fancy to a more sober, less mannered visual sensibility.
Two giants of mid-20th century car design lay out their stall.
Both in oral and written communication the words Design and Styling are sometimes used as if they mean the same thing; this of course is not true. In broad terms styling is all about the visual qualities of a product, while design is more led by the functionality and consumer requirements. In the ideal fictitious case design leads to a product that is experienced as pleasing both in functionality as well as in aesthetics; for many, Dieter Rams for Braun or that of Jonathan Ive’s work for Apple fall within this treasured category. Continue reading “Style Council”
Buick’s Regal: sweeping lines, restrained aggression, comfortable but hardly sporting – that being Pontiac’s purview. G-body-on frame, engineering that cut no mustard, but was never meant to. That the second generation Regal became a factory backed NASCAR winner, driven in the early 1980s by luminary Darrel Waltrip triggered a tangential change that, if not for a skunkworks plan, may well have fallen at the first hurdle.
When first shown, the car that was to become known as the Grand National, fell foul to top brass reaction. Ed Mertz and Dick Payne were livid at the thought of potentially sullying the Buick ethos. However, chief engineer Dave Sharpe, Mike Doble (Advanced Concepts), marketing boss Darwin Clark and impetus from then divisional manager, Lloyd Reuss, saw an opportunity to Continue reading “The Doctor Is OUT”
Although not as instantly recognisable as the Wrangler, the 1983 Jeep Cherokee was a well-conceived and thoroughly engineered vehicle that served its maker well over three decades.
Genericization is a rather ugly word, but it describes a phenomenon whereby a market-leading proprietary brand name becomes so dominant that it is used to describe a generic product. It can be a double-edged sword for manufacturers. On one hand, it recognises their market leadership but, conversely, it can lead to the loss of valuable trademark protection.
David Dunbar Buick was but two years old when the family emigrated from Arbroath, Scotland for a new life in Detroit, 1856. Upon leaving school he worked for and then later owned a plumbing goods company (The Alexander Manufacturing Company). With an inventive mind, David produced a lawn sprinkler alongside a vitreous enamel coating for cast iron baths. By the 1890’s, the internal combustion engine held more interest than ablutions – the company was sold.
Afforded both time and financial independence, Buick indulged. Incorporating the Buick Auto-Vim & Power Company in 1899, his market was agricultural engines. Very soon the automobile enveloped his life and swiftly draining his finances with just a single car made in 1902 under the new name, Buick Manufacturing Company. Ploughing what little cash he retained into developing an OHV engine, a loan of $5,000 was had from close friend Ben Briscoe in order to make the Buick Motor Company.
Dearborn 1967: product segmentation was strictly for the birds.
The 1958 Thunderbird would prove to be a pivotal product for the Blue Oval. Not only did the Square Bird transform the fortunes of the model line, the ’58 T-Bird popularised the concept of the personal luxury car amongst the American car buying public, creating an entire sector it would subsequently bestride. Not only that, the second-generation Thunderbird illustrated to Dearborn management that it was possible to Continue reading “Cats Will Fly”
We recall Opel / Vauxhall’s first large MPV, once branded the worst car in Britain.
In the automotive world, truly innovative design concepts do not come along that often, but 1984(1) saw the arrival of one such design in the US. The minivan was capacious and versatile, and offered an alternative to the large station wagons that had long been a fixture in the lives of suburban American families.
European manufacturers looked on with interest, but a degree of ambivalence, as the minivan grew rapidly in popularity in the US. Coincidentally, Renault had also introduced a similarly sized monobox vehicle in 1984, the Espace, but this was not initially considered to be a mainstream model. It was produced by Matra in small quantities as the potential market for such a vehicle was untested. Continue reading “Missing the Marque: Opel / Vauxhall Sintra”
Even now, well into the 21st century, the automotive industry and its related fields employ and attract more men than they do women, and the styling studios are no exception. There certainly has been a noticeable influx of women in the design departments over the past few decades: Anne Asensio, Marcy Fisher, Juliane Blasi and Michelle Christensen being a few latterday examples.
Wind back the clock some 90 years however and it was a different environment – and not just within the car industry. It took a determined and strong-willed woman to overcome the prejudice, condescendence, resistance and occasionally, outright hostility she would often confront if she dared enter an arena hitherto considered to be the sole domain of men.
Some of the women presented herein might appear a tad overdressed in period photographs, but it is important to Continue reading “Role Call”
From day one to sometime in the late 20th century, the archetypal Buick customer was formed of doctors, architects – the professional classes. Not for me the first 1990 evocation of this particular model, nor indeed the (admittedly beautiful) 1989 Essence concept. The syringe laced with youthful elixir came with in late 1996 in second-generation form, before handing over to the Lucerne (but not before transforming into something less coherent) in 2005. The Buick Park Avenue (BPA) – a sublime sedan.
DTW’s own Richard Herriott sang some general praise here whereas today’s critique ploughs distinctly narrower avenues. Bill Porter, the Park Avenue’s designer offers, “a measure of stateliness is conveyed by Park Avenue’s generous proportions.” Its a soft car in stance, looks and Dynaride set up, almost harmless for a metal object weighing in at 1700Kgs. Continue reading “The Doctor Is IN”
Birdwatching – of a kind. The relevant authorities have been notified.
Pity the poor swallow, flying several thousand miles from a baking African continent to settle on these shores for the summer – and the weather turns, even for our country, wintry. The marble sized hailstones play havoc with the birds’ food supply as little flies in such conditions. But these hardy souls return year on year to grace our skies with their aerial displays and high pitched screams, or perched atop a telegraph wire in comedic looking gatherings.
These are common visitors, observed from bucolic scenes to city landscapes. What of those lesser frequenting species, maybe sent off course or whose inner sat-nav has maybe blown a fuse?
Just as bird watchers (or twitchers) squeal with delight on hearing (emphasis on seeing) that something rare has come to town, we car enthusiasts are not so different. For recently, within yards of each other, your author found not one but two such examples of cars on no account previously heard of or seen. With trusty (and in this case metaphorical) binoculars, flask, bobble hat and recording device, one began to Continue reading “Migratory Species”
All too easily dismissed as somewhat of a crude hash-job, the 90 nevertheless sold well by SAAB standards and stayed true to traditional brand values.
In the eighties SAAB was still an independent manufacturer enjoying a relatively small yet very loyal customer base, but the lack of available finances for the development of new products was starting to hurt. Flirtations with Lancia in an effort to continue serving the lower price field after the discontinuation of the 96 with the Lancia A112 and SAAB-Lancia 600 proved unsuccessful; the cooperation in the Tipo 4 platform project did allow the Swedes to Continue reading “Swedish Math”
A product designed for developing markets with mere adequacy as its guiding principle, the EcoSport was foisted upon Ford of Europe with wholly predictable results.
In a former era, when cars were regarded by the vast majority as primarily a means of transport rather than a status symbol, Ford was highly successful in mobilising the masses reliably and (relatively) cheaply. That earned the company a reputation as something of a working-class hero.
Butterflies arrive in many different guises – usually but not exclusively colourful – thumbnail to two large cupped hands in size, yet delicate, even when aggressive. Today, we cast our gaze upon one such farfalla, flying directly to some lucky devil you don’t know proudly carrying a new satin effect trident – the Maserati MC20.
According to lanky, charismatic German designer, Klaus Busse – in post for over five years now – their new supercar took twenty-four months to bring to fruition. A blend of technology and good old-fashioned honing skills brought about the car as a game of two halves.
The upper body being a product of initial fast sketches followed by in-depth projections and clay sculpting. Bereft of ugly wings or basking shark-aping openings is in part thanks to the exceptional attention to detail; over 2000 hours spent with chassis expert Dallara’s wind tunnel, combined with the ground-ward section of the car-attuned aerodynamics. The tub weighs less than 100Kgs: overall MC20 weighs just under 1500Kgs.
I have, on a number of previous occasions, regaled readers of with tales of my odd obsession with Rover’s last (chance) saloon and a number of you were kind enough to express interest in an update regarding my second example of the breed; a 2002-registered (though built in 2001) 2.5 V6 Sterling, known as Connoisseur in the UK market. This car was purchased almost a year ago and has been in regular use as my sole form of motorised transport since then.
My beautifully blue Rover was blessed with two apparently-careful previous owners, who had not neglected its maintenance, and had, for its very nearly 20 years of age, a low kilometerage, to which I have added a good eleven thousand or so. Said car is also one of the most over-specified conveyances I have ever encountered – its original owner having ordered the topmost trim level, added a dark blue personal line leather interior (a lovely thing to have on the 75) and then ticked every other cost-option box on the order form for good measure. Continue reading “Rover 75: Long(ish) Term Test”
We continue the story of the Honda Legend, a car that will soon be consigned to history.
The second-generation Legend was launched in October 1990 in both saloon and coupé form. Surprisingly, given the relative youthfulness of the superseded model, the new car was not a reskin, but an all-new design which shared nothing with either it or its Rover 800 sibling.
The new Legend was a significantly larger car. The saloon’s wheelbase grew by a substantial 150mm (6”) to 2,910mm(1) (114½”), while overall length grew by 140mm (5½”) to 4,950mm (195”). The growth in size negated the possibility of a smaller, more tax efficient JDM version(2). The new model was now a more direct competitor for the BMW 7 Series and Jaguar XJ saloon.
The most significant mechanical revision was that the engine was now mounted longitudinally rather than transversely. Honda indicated that this layout was more conducive to achieving the best levels of mechanical refinement and minimising noise in the cabin. To Continue reading “Lost Legend (Part Two)”
Composed of nine distinct provinces, Emilia-Romagna is an area steeped in millennia of military conquest and political upheaval – steeped too in religion, art, architecture, cuisine and craft – latterly of the industrial variety. Dominated by its capital, Bologna, the region might not justifiably lay claim to being the epicentre of the Italian motor industry (that honour falls to neighbouring Piedmont), but nevertheless, the Emilian province of Modena would become ground zero that uniquely Italian of late 1960s automotive confections – the Supercar.
Exotic cars were as much an Emilian speciality as Tortellini in Brodo. The primary reason for the former stemmed from the creations of the Maserati brothers, who formed their carmaking atelier in 1915. In the post-war era, the area of Modena, would not just become home to Maserati, but also Scuderia Ferrari, while the environs of Bologna would later house the more disruptive entrants, De Tomaso and Lamborghini.
By the close of the 1960s, something of an arms race had gripped the area within the Po Basin. Lamborghini was not first in the field, but its 1966 Miura was the most dramatic, both in technical density and quite obviously, style. After the Miura made its debut, no exotic Italian carmaker who wished to maintain credibility at least, could Continue reading “A Mighty Wind [Part One]”
Creative design and solid engineering count for little when the regime looks in the opposite direction.
When the (super)powers that be ask you to jump, you tend to ask how high – included in that equation is which way? Late 1950’s Czechoslovakia saw the Ministry of Agriculture ask their most prolific supplier of vehicles, AZNP, to solve the thorny issue of providing a vehicle that would be compact in dimensions, light on its feet, manoeuvrable and be capable of all terrain capabilities. Oh, and whilst you’re solving that conundrum, the army would like to Continue reading “If A Thousand Clarinets”
In 1974, Ford at last gave serious consideration to a Transit replacement, instigating “Project Triton” by employing a French consultancy to produce studies for a new van to go on sale towards the end of the decade. The timing was inauspicious, in the midst of a global oil crisis and industrial and political turmoil in the UK.
Within the narrower confines of Ford of Britain, development of the strategically important Cargo medium sized truck range was running behind programme and over budget. Integration of the German and British operations was proceeding rapidly with priority for all resources going to the Fiesta supermini, the most expensive project in the history of the Ford Motor Company.
Honda recently announced that its flagship saloon will not be replaced when the current model is discontinued in March 2022. We remember the Legend.
The Honda Motor Company as we know it today was incorporated in 1948 and built its first complete motorcycle in the following year. Its rise thereafter was meteoric: just fifteen years later, Honda had become the largest manufacturer of motorcycles in the World. The company’s ambitious founder, Soichiro Honda, then turned his attention to automobiles and launched the T360 pick-up truck and S500 convertible sports car in 1963.
Although the diminutive S500 and 1970 Z360 / Z600 microcar achieved some export sales, it was the 1972 Civic that marked Honda’s arrival in the mainstream global passenger car market. This was a neatly styled front-wheel-drive B-segment model produced in three and five-door hatchback, saloon and estate versions(1). Its arrival coincided with the 1973 Middle-East Oil Crisis, which caused a huge increase in demand for small and economical cars, especially in the US. The Civic quickly acquired a reputation for excellent engineering, build quality and reliability(2). Continue reading “Lost Legend (Part One)”
The Exeo was an attempt at a D-segment offering on the cheap, but was the joke on SEAT?
Perhaps Erich Schmitt’s leylines and shakras had swirled his vision akin to adding milk to a caffeine drink. Internally known as the Bolero, the public knew the car as the Exeo (ex-ay-o) – a Latin derivation of exire meaning to Go Beyond. Herr Schmitt certainly did that.
After decades of resolutely conventional if well executed D-segment offerings, Peugeot has tried something different with the latest 508. It deserves credit for doing so, but has the market recognised and rewarded its innovation?
For over a century, Peugeot has been the very essence of French conservative respectability. Its automobiles have, by and large, been well engineered, durable and reliable, with quietly elegant and unflashy styling. At the heart of its range has always been a medium / large saloon car, a natural and uncontroversial choice for middle-class professionals in France and beyond.
The post-WW2 series of such cars began with the Pininfarina styled 403 in 1955, a neat and contemporary looking RWD car with smooth ponton(1) styling. It was manufactured for over a decade in saloon, estate, coupé, van and pick-up versions and sold in excess of one million units. Continue reading “A Smart Cut, or the Final Cut?”
Having originally been known as the Kwaishinsha Motorcar Works and later by the acronym, DAT, the Nissan Motor Company has traded under its latterday identity since 1933. Introduced into Western markets under the Datsun nameplate; from 1981, this by then well-established brand name would no longer feature on the carmaker’s products.
The fact that Nissan chose to make this sweeping change in spite of the sales success enjoyed by brand-Datsun across global markets can be viewed two ways; an attempt to create a unified, instantly recognisable brand name, à la Toyota, or alternatively, to allow the carmaker to Continue reading “Ô souverain, ô juge, ô père”
British localities often have words unknown to their neighbours; breadcake, tea cake and bap(1) can be all the same thing – or not depending where one lives. But taken collectively, it is always the bottom line that receives the most emphasis – how much? With travel restrictions now lifted, thoughts turn to holidays; dreams of the coast, sandy shores, alfresco dining and catching a crest with your board should you Continue reading “What Price the Surf?”
The name of this vehicle has nothing to do with Auntie Beeb, being simply composed of the initials of Messrs. Beretta, Benelli and Castelbarco – all three of them distinctly Italian. The first two names will sound familiar as they are those of the arms maker and motorcycle manufacturer respectively; the third was a member of the Italian nobility.
Pietro Beretta had inherited the family company, founded in the 16th century, in 1903 but found his factories seized by the German army upon the allied invasion of Italy in 1943. When hostilities ended two years later there was understandably little demand for Beretta’s traditional offerings. Postwar Italy – its confidence, its infrastructure and its economy – had to be rebuilt and providing mobility for as many private individuals and businesses as possible was of course one of the vital aspects that needed to be addressed in order to Continue reading “We Interrupt This Programme”
Let us move on to 1972, a momentous year for the Transit in the UK and Europe. Despite a house move, British production reached a new high at just over 55,000 units. Genk managed 37,000. Rival manufacturers had yet to follow Bedford’s example with a serious Transit challenger, although British Leyland were, shall we say, working on it. The Toyota Hi-Ace had recently arrived in the UK, finding favour with small businesses and motor-caravanners, but was not selling in the sort of numbers which would concern Ford.
DTW looks back at a car which attracted a very favourable review from then-editor Cropley at Car magazine, yet would scarcely register in terms of annual sales.
In 1983, I was 15 and already deep in car nerd-dom. I had a monthly order for Car magazine at my local newsagent (at which I had a part-time job every Sunday morning) and would genuinely get a tingle of excitement one week of every month in anticipation that it would be there as ordered when I rolled up for work.
We continue the story of Infiniti, Nissan’s troubled luxury brand, from 2010 to the present day and ponder its future.
Infiniti had spent its second decade rather more productively than its first and introduced models like the G35 compact premium saloon, coupé and convertible that were broadly class-competitive against their German rivals. However, sales growth still proved elusive. In 2010, Infiniti US sales were 103,411(1) vehicles, representing a 0.89% market share. In the same year, BMW and Mercedes-Benz were closely matched with US sales of 220,113 and 224,944 vehicles respectively, giving them market shares of 1.90% and 1.94%.
Infiniti’s Japanese nemesis, Lexus, edged ahead of the German duo with 229,329 sales, a market share of 1.98%. Even Acura outperformed Infiniti, with US sales of 133,596 vehicles, a market share of 1.15%. European sales for Infiniti in 2010 were an inconsequential 2,393 vehicles, representing a tiny 0.02% market share. Continue reading “Beyond Infiniti (Part Three)”
We continue the story of Infiniti, Nissan’s troubled luxury brand, as it enters its second decade.
As the new millennium dawned, Infiniti found itself far adrift of its two Japanese rivals, Lexus and Acura, in the US luxury car market. This was largely a result of an unconvincing and substandard product line-up. The J20 compact executive, which should have been Infiniti’s volume seller, was a barely disguised Nissan Primera P11 and had comprehensively failed to attract buyers.
At the other end of its range, the Q45 was a bland and generic luxury saloon that was hugely outclassed by its competitors. The only bright spots in its range were the two mid-sized models, the I30 saloon and the QX4 SUV, both of which were little more than rebadged Nissans. Together, these two models accounted for 78% of the company’s sales in 2000.
Infiniti’s parent company, Nissan, was also in deep trouble. Facing a real prospect of bankruptcy, it had entered into an alliance with Renault in March 1999, with the intention of cutting costs by sharing development on new platforms and mechanical parts, while retaining their individual marque identities. There was little doubt as to which company was the senior partner: Renault purchased a 36.8% stake in Nissan, while the cash-strapped Japanese company could only promise to Continue reading “Beyond Infiniti (Part Two)”
Even heavy industry must have its more elegant moments.
When Mitsubishi first ordained their flagship they chose a name deemed most apt for their creation. The dictionary offers a definition of confident, dignified and refined: welcome to the stylish, yet formal environs of the Debonair.
Japan in the early 1960’s began riding the crest of an economic wave and Mitsubishi were keen on getting ahead in the larger car stakes. Feasibility studies concerning the contemporary Fiat 1800 ultimately led to them ploughing their own furrow. Should your optics mark this as an early Lincoln Continental facsimile, you might be forgiven. German born, former-GM designer, Hans Bretzner openly admitted to using Elwood Engel’s 1961 design as inspiration, subtly imbuing Japanese characteristics such as squared-off solidity, along with amounts of wheel arch entasis for that refined air.
Nissan’s luxury brand is reportedly facing another reinvention as its long struggle for relevancy continues. We examine Infiniti’s chequered history and ponder its future.
When Toyota launched its first Lexus LS400 in 1989, the automotive world was simply stunned by the ambition and audacity of the Japanese automaker. Previously best known for vehicles that were carefully designed, well-built and reliable, but largely uncharismatic, Toyota had created a luxury saloon that easily matched and, in a number of respects, surpassed the best that either Stuttgart or Munich could offer. It was good enough to Continue reading “Beyond Infiniti (Part One)”
By the beginning of 1968, one in three medium sized vans sold in the UK was a Transit, and Ford could easily have increased this number had there been more production capacity at Langley. In just over two years their share of the market sector had increased by 64% compared with that of the preceding Thames 400E. Ford’s description of their vehicle as a phenomenon was hard to dispute, also claiming that it had become “the most wanted vehicle in Europe”.
Today we feature a car that, thanks to a clever facelift, was finally given the desirability to match its dynamic qualities.
The original 1996 Porsche Boxster 986 had all the right mechanical ingredients for a terrific sports car, and so it proved to be. However, the styling was a disappointment, particularly after the excitement generated by the pert and beautifully detailed 1993 Boxster Concept, first shown at the US Auto Show in January of that year.
Towards the end of 1986, Reliant had practically stalled GTE and C production. Financial constraints had led to the final thirty chassis languishing in Tamworth until two Nottinghamshire businessmen eyed a line continuing opportunity – just add a couple of million pounds Sterling. Coincidentally, a Japanese (self confessed Anglophile) fellow had his own wish – to create a British built, aluminium chassis sports car with Japanese mechanicals – with means. And within weeks, the Scimitar GTE not only had new owners but a new direction. Upwards.
Ex-Lucas employees Peter Boam and John McCauley had been wooing Reliant to the point that Tamworth would train the BM Industries production staff at their Lilac Grove, Beeston, Nottingham factory when they met with car enthusiast and collector, Kohji Nakauchi, owner of Milton Keynes based Middlebridge group of companies.
Thrilled at the idea of snapping up a readymade, British built sports car, Nakauchi barely hesitated, stumping up the £400,000 for manufacturing and tooling rights with an extra two million invested in infrastructure. Reliant bent over backwards to Continue reading “King In A Catholic Style”
For a brief moment after its introduction at the 1977 Geneva Motor Show, it seemed that Porsche’s 928 was THE car. Very much the antithesis of everything traditionally Porsche by being front engined and watercooled, the 928 was a bold move by the German manufacturer. The ingenious Weissach rear axle and the instrument binnacle that moved with the steering wheel as it was adjusted were testament of the amount of thought put into the intended, over time at least, 911 successor.
With a body composed of mostly rounded forms and compound curves the 928 also went against the stream of the vast majority of late seventies car designs. Being crowned 1978 European Car Of The Year; that title carrying considerably more marketable prestige compared to today, was icing on the cake, although the events would illustrate that the 928 would not Continue reading “Bringing Home the Dacon”
We consider the Mercedes X-Class. No, not that one…
Much metaphorical ink has spilled forth on the pages of Driven to Write since its 2014 debut, a sizeable proportion of which has been flung in the direction of Sindelfingen’s current styling leadership. Not without justification either, for little of Mercedes-Benz’s stylistic output has risen above the level of banality for longer than we’d care to acknowledge.
Not everyone has been gripped with paroxysms of delirious pleasure over the broadly welcome shift in Mercedes’ Sensual Purity-themed styling away from the more striking forms and graphic elements of yore, with what some might discern as calmness equally being viewed as a lack of definition. Perhaps the most convincing case for that point of view lies with the current era A-Class. The W177 has been with us a number of years now, carving for itself a position in the European C-sector sales charts that might have given VW more to Continue reading “Grace and Favour”
The 1963 Hillman Imp was Rootes’ answer to BMC’s Mini, but a latecomer to the market and, ultimately, a commercial failure. We conclude its story.
Autocar magazine had been given early access to an Imp De Luxe for testing and published its road test just a day after launch. The price including tax was £532, a £24 premium over the standard version. The reviewer praised the new engine’s smoothness, quietness and willingness to rev. They noted that, despite an unusually high 10:1 compression ratio, it ran without any trace of ‘pinking’ or ‘run-on’ on Premium(1) grade petrol.
The recommended top speed of 70mph (113km/h) was easily exceeded, and a maximum of 83mph (134km/h) was recorded one-way. The 0 to 60mph (97km/h) time was measured at 23.7 seconds. Fuel consumption over the course of the road test was 38.1mpg (7.4 L/100km).
Tragedy is sometimes a double-edged sword. Clearly, it comes with a keen sense of loss, but when it strikes, the human capacity to rise above the situation can be impressive. Firstly, as a means of honouring the departed. Second, not only to survive oneself, but to prosper.
David Ogle was head of the eponymous British design consultancy when he received an exciting commission in 1962. Boris Forter, a director at Helena Rubinstein cosmetics wished to Continue reading “Ogling The Blade”
Continuing our recollection of cars developed in response to the demand for smaller and more economical models. Today we feature the Hillman Imp.
In the 1950’s, the cars produced by the Rootes Group were the very embodiment of middle-class respectability. Brothers William and Reginald Rootes, with the backing of the Prudential Assurance Company and Midland Bank, had assembled a stable of marques, including Hillman, Humber, Singer, Sunbeam and Talbot, all of which occupied the broad middle market.
There were some distinctions between them; Humber was the more upmarket brand, whilst Sunbeam models had a slightly sporting appeal, but the differences were marginal and largely historic. What Rootes emphatically did not possess was a small car brand, or expertise in that segment of the market.
The main reasons for certain countries to develop (or have developed for them), unique variants of established car model lines can roughly be traced back to tax laws, vehicle or traffic legislation and domestic motorsports homologation requirements. BMW is a brand that has sired several bespoke cars only available in certain markets. Italian and Portuguese legislation resulted in the E30-series 320iS which was fitted with a 2-litre version of the M3 engine, avoiding the severe tax hike for engines with a displacement exceeding 1999cc.
BMW South Africa gave birth to an E23-series BMW 745i with a different and arguably better engine than the 3.2 litre turbocharged six with which it was originally equipped (because the turbocharger got in the way of right hand drive conversion), and homologation rules put cars such as the E30-series BMW 333i on public roads, again in South Africa, which turned out to be a fertile ground for deviant model versions. Today, let’s Continue reading “Slegs Vir Suid-Afrikaners*”