Opel’s slow walk into the history books, to join Panhard and Saab, has begun. It occurred just as I came to understand what Opel was about.
You can read the technical details here. The important and ominous part is this: “Tavares told his board that PSA would redevelop the core Opel lineup with its own technologies to achieve rapid savings, according to people with knowledge of the matter” (from AN Europe).
While I was reviewing the last generation Opel Astra, I noted that the description of the mechanicals differed little from its peers. So, you might say, where is the great loss? Even if you don’t care for Opel, its absorption into the PSA combine will reduce meaningful competition among the most important classes of cars.
PSA may purchase Opel. This story has been bubbling for a while and it has bubbled some more, like the sinister upwellings on the surface of a lava pool.
The Guardian has reported that PSA would expect rapid savings were they to buy Opel. “Carlos Tavares, the chief executive of PSA, which owns Peugeot, Citroën and DS, said on Thursday morning that adding GM’s German Opel and British Vauxhall brands would attract new customers and generate substantial cost savings. An outline agreement is expected to be announced as soon as next week, before the Geneva motor show starts on 6 March”, wrote the formerly Mancunian paper.
It might look like a stretched Peugeot 308 to you, but this was the finest PSA concept in years.
I’m somewhat amazed I’ve made it so far with this series. I’d expected hoards of irate Citroënistes burning effigies of me for having the nerve to make these (admittedly loose) connections, so either I’m on the right track or I should spend more time looking skywards for falling anvils.
Admittedly, night had fallen and the surrounding city-centre lights could have been confusing. And the vehicle wore dark paint. These might not be ideal studio conditions. Yet, my experience of the new Peugeot 3008 provided grounds to remember never to Continue reading “Re-Appraisal”
As Mr Editor Kearne said in his introduction to this month’s theme, compromise is inevitable in the motor industry. The trick is knowing where to apply it and where to not.
Ask any industry accountant and they will tell you that making cars and making money aren’t natural bedfellows. Margins are often small, the customer base fickle and, with relatively long development and production runs, like an oil tanker, once committed you don’t change direction easily. Of course there are exceptions, companies who through a combination of prudence, intelligence, excellence or maybe just fashion, are able to make a healthy profit, year after year, and even swallow up a few of the lacklustre performers in one or more of the above categories whilst they do. Continue reading “Theme : Compromise – The Crucial Balance”
The Peugeot 309 is, I feel, a European equivalent of the kind of anonymous car GM and Ford made in the 1970’s and 1980’s. What is there like it today?
What makes the 309 such an oddity is that it should have been a Talbot but had to use Peugeot components and ended as a Peugeot anyway. Its development team had roots in the Rootes group and Simca: British and French. The stylists in Coventry and engineers at the former Simca centre at Poissy were forced to Continue reading “What is Today’s 309?”
Before I get to my discoveries, let’s take a quick look at the background to the 604’s development. [A longer discussion can be found here]. The French know the period from 1945 to 1975 as “les trentes glorieuses” or “the glorious thirty”. The rising economic tide seemed to lift all boats: the average French worker’s salary rose 170% during that time. Customers could afford more. At precisely the end of this period, the beginning a protracted malaise, Peugeot launched their interpretation of the large, luxury car: the V6-powered, rear-drive 604. Many know the car as “the French Mercedes”, being as it is a clear response to Benz’s W-114 of 1968. Peugeot wanted to offer increasingly affluent customers a domestic product other than the beautiful but unorthodox Citroen DS which, in 1975, had reached two decades in production. Things didn’t work out for Peugeot and today most know the 604 only for being a bit of a glorious failure, despite the car receiving glowing reviews for its ability to Continue reading “1975 Peugeot 604 Road Test”
It is with profound pleasure that DTW presents the ashtrays of the legendary 1975 Peugeot 604. What we find is that the car lives up to its reputation of all-around excellence coupled with a few idiosyncracies. We’ll be presenting a full review of the car later on this month. In the meantime let’s not focus on the ride, handling or strange driving position. What if you want to Continue reading “Ashtrays: 1975 Peugeot 604”
I’ve just spent a few days and 2,500 km driving around Eastern France. In that time, I saw two Citroën CXs, a Renault Dauphine, a Renault 12, a Simca 1100 and a Peugeot 504. And I also saw an Onze Legere Traction, but that was UK registered. Those staple cliches for the location director setting an episode of a popular UK TV series in France, the DS and the 2CV, were nowhere to be seen, save for a battered Snail sitting on the roof of a scrapyard. Of course a French person visiting the UK would notice the dearth of Morris Minors and Rover 2000s but, somehow, the homogeneity of the modern French industry is so much more depressing. Even a Peugeot 406 and a Renault 21 were almost cheering sights, being pretty Gallic compared with today’s eurocars.