Presenting three lesser known varieties of Citroën’s svelte autoroute express
CX Haute Protection
When thinking about an armoured passenger car, the picture that comes to mind for most Europeans is likely a large black car with the famous three-pointed star on its bonnet and for those across the Atlantic, one bearing the Cadillac crest. However, in the long wheelbase CX Prestige, Citroën was of the opinion that they could Continue reading “Variations on a Theme”
Today we tell the story of the Batmobile, the automotive hero of the 1966 children’s television series that was based on the comic book adventures of Batman and Robin.
DTW readers of more mature years will immediately recognise the apparently random selection of words in the title above. They are lifted from the opening credits of Batman, a 20th Century Fox children’s television programme that ran from 1966 to 1968 and made an indelible impression on one childish mind at least.
The hero of the programme was Bruce Wayne, a wealthy bachelor played by Adam West, who led a double life as Batman, protecting the good citizens of Gotham City from the dastardly deeds of a variety of colourful, if inept criminals including The Riddler, The Joker and The Penguin. At Batman’s side was Robin, a.k.a. Bruce Wayne’s young ward, Dick Grayson, played by Burt Ward, and their indefatigable and unflappable butler, Alfred Pennyworth, played by English actor Alan Napier. Continue reading “WHAP!…POW!…BIFF!…OOOF!”
A smart re-skin and an even smarter nip-and-tuck kept the 1972 Ford Granada at the top of its game for thirteen years.
In the 1960’s and 70’s Ford of Europe was the master of value engineering, designing cars that were highly attractive to potential buyers, but engineered to be little if at all better than they strictly needed to be. The 1962 Ford Cortina Mk1 was just such a car. It was a simple, light and efficient design and it effectively killed off the cumbersome, complex and heavy 1961 Consul Classic after just two years on the market(1).
The Cortina’s winning formula was reprised in 1968 with the Escort, another light and efficient design that was simple to build and was tailored to appeal to a wide range of customers via an extensive range hierarchy comprising basic, luxury and sporting variants. Likewise, the 1969 Capri, which easily shrugged off the Cortina in a party frock jibes because it looked great and gave customers exactly what they wanted.
There were missteps too, notably the 1966 Mk4 Zephyr / Zodiac. The lower-line versions were fitted with a new V4 engine, but the designers wanted a long bonnet as they believed that this was a signifier of power and prestige. Harley F. Copp, an American Ford design engineer on secondment to Brentwood to Continue reading “Under the Knife – Taking Care of the Pennies”
Two contrasting views of motoring journalism from very different worlds.
The BBC has a long-standing history on matters motoring. Some will argue distinguished, others, more disjointed. Long before those hailing from the county of the red rose (Lancashire) took hold of Top Gear, before former Prince (now, Evil Lord) Clarkson and his entourage, before even William Woolard, Chris Goffey*, Noel Edmonds, Angela Rippon amongst others, the information supplied came over the airwaves on what folk knew then as the wireless.
Today we feature a car that was the product of a highly effective facelift of its stodgy predecessor.
The 1997 Golf Mk4 is widely acknowledged as a masterpiece of disciplined and rational design. Its svelte exterior was handsome and timeless, and a huge improvement over the flabby Mk3. The interior was a revelation, bringing a level of quality to the Golf that had not been seen before in C-segment cars. The Mk4 remained on the market for eight years, during which time it remained virtually untouched, Volkswagen sensibly realising that it was impossible to improve upon its near perfection.
When it came time to replace the Mk4, Volkswagen dropped the ball. The 2003 Golf Mk5, whilst not exactly ugly, looked rather corpulent, and much of the detailing was rather too fussy for a Golf. The Mk5 was partly a product of VW Group Chairman Ferdinand Piëch’s aggressive strategy to Continue reading “Under the knife – Bogey to Birdie”
A look back at a different kind of motoring from a different kind of motorist.
David William Anthony Blyth MacPherson was the urbane, charismatic and typically eccentric baron. Known for a commitment to road safety, yet somewhat ironically died in a road accident involving a refuse truck. Not only a peer of the realm, he was also a respected motoring journalist and successful businessman.
During his life, Lord Strathcarron waxed lyrical on motoring matters – mostly those from a bygone age. Equally at home astride a motorcycle as behind the wheel of a ’30s Alfa Romeo or a 1903 De Dion Bouton. A keen traveller, he could often be found in deepest mainland Europe, astride a bike with his wife riding pillion and the butler hastening at the rear with luggage in a three-wheeler, including a parrot in its cage.
Born in 1924, he inherited the lordship aged twelve, and being far more interested in drawing Delahayes and aeroplanes than Latin or mathematics, a lifelong passion firmly pinned to travelling by means of a motor was the result.
Motoring for Pleasure in 1963, sees the Lord of Banchor looking wistfully in the rear view mirror at a point in time when even he thinks the roads are chaotic. The opening chapter of his book is called Our Crowded Roads, where he recommends early starts, breakfast and lunch at one’s destination whilst getting home early. “With sufficient determination and enthusiasm one can Continue reading “The Strathcarron Movement (Part One)”
Today’s subjects have more in common than just gullwing doors. Both were American brands produced outside of the USA, both attempted to tackle the same market segment, both ended up with a purchase price much higher than initially promised, suffered manifold quality problems and delivered only lukewarm performance; both lasted only three years on the market and were created under a business financing model with at least a whiff of sharppractice, leaving foreign governments eventually holding the bag.
They even almost ended up with similar names: Bricklin named its sportscar “SV-1” (for Safety Vehicle), and the original prototype of the DeLorean was known internally as the “DSV-1” (for DeLorean Safety Vehicle).
Malcolm Bricklin became wealthy by operating a nationwide franchise operation of do-it-yourself stores named Handyman. After this he ventured into the automotive field by becoming the American importer of Subaru in 1968; the Japanese company had only the tiny 360 to offer at the time but Bricklin became interested because it delivered excellent gas mileage and did not require federalizing in the USA because of its sub-1000 pound weight.
The silence was deafening, broken only by the faint hum of the ventilation system in Ford Motor Company Vice President Robert S. McNamara’s office. “Bob, you can’t really do that, can you?” uttered general manager Ben D. Mills after a few uncomfortable seconds. “You bet I can do it” was McNamara’s terse response.
McNamara had just announced that based on Lincoln’s dismal financial projections (and it had never made a profit since its inception) he had decided to recommend that the brand be terminated. It was only after a long and heated discussion that Mills, chief engineer Harold McDonald and executive engineer Harold Johnsson managed to persuade McNamara to Continue reading “Knocking On Opportunity’s Door”
Our Under the Knife Series travels to the Americas.
Body Dysmorphic Disorder, or addiction to cosmetic surgery, is no laughing matter. Those afflicted by it, such as American socialite Jocelyn Wildenstein are testament to the fact that one would be wise to Continue reading “The Old Bird’s Case Of BDD”
Technological breakdowns – there’s one Born every minute.
This cringeworthy yet humorous phrase uttered regularly by the character Carol Breer in the TV show, Little Britain reminds us of the fact that while computers may have given us countless advantages and convenience in every field you can imagine, when they malfunction or are not programmed correctly they can cause immense frustration. Computerisation in cars can be a source of aggravation too, as today’s subject shows, although an iffy digital onboard diagnostics system was not the only thing impeding the Volvo 480’s market chances.
The genesis of the 480 was 1978, when an internal Volvo project named Galaxy was initiated. By the early eighties the main stylistic direction was established and unexpectedly neither the design by Volvo chief stylist Jan Wilsgaard nor the proposal by Bertone was chosen to Continue reading “Computer Says No”
Around forty years ago, when I was eighteen and the proud owner of both a newly minted driving licence and my first car, they were to be found on high streets and in shopping centres across the country. I’m referring to car accessory shops, those wonderlands of shiny treasures, not to be confused with their dour and distant cousin, the motor factors.
Motor factors were austere, gloomy and slightly intimidating places where almost nothing was on display. The merchandise was instead piled high on tightly packed aisles of steel shelving at the back of the store, guarded by a slightly grumpy guy who stood behind a chipped black Formica counter.
“He who has not seen the road, at dawn, between its two rows of trees, all fresh, all alive, does not know what hope is.”
This phrase, translated from French by Georges Bernanos is but one of several accompanying the evocative images in the beautiful and highly sought-after Citroën DS Décapotable brochure. These poem fragments are also virtually the only words to be found in the booklet, which represented a hitherto unseen and fresh way of publicizing a car, thanks to the combined creative genius of artistic manager Robert Delpire and photographer William Klein.
DTW’s Daniel O’Callaghan remembers the once fraught and risky business of buying a second-hand car.
Before the introduction of effective consumer protection legislation and manufacturer backed Approved Pre-Owned schemes, buying a used car was often a fraught business. At the bottom end of the market, the stereotypical used car dealer operated out of a Portakabin plonked in the corner of a pot-holed lot in the dingier parts of our towns and cities. The recently (and soon to be again) vacant lot was decorated with gaudy flags and bunting to distract visitors from the cheerless and grim surroundings. The salesman was a matey and overly familiar geezer, superficially affable, but with an unsettling hint of menace should you Continue reading “Marginal Motoring”
Today DTW features a car that was given a new lease of life with an extensive and highly effective makeover.
Ford regularly plays fast and loose with its mark numbers, often applying them to even quite modest facelifts of the outgoing model. However, in the case of the Sierra, the Mk2 designation was well deserved.
Ford launched the original Sierra in 1982 as a replacement for the conventional and conservative Cortina Mk5. The new model was a rear-wheel-drive car like its predecessor, but the aero body (believed to have originally been the work of Gert Hohenester working under the supervision of Design Director, Uwe Bahnsen at Merkenich) was dramatically different, with a hatchback instead of a conventional boot.
The 1971 Fiat 127 proved to be an extraordinarily popular and enduring design. DTW recalls its many iterations, some pleasing, others rather less so.
The Fiat 127 was a supermini wholly in the modern idiom, with its transverse engine, end-on gearbox and a three-door hatchback bodystyle(1). It was not, however the world’s first such design: that title goes to the 1964 Autobianchi Primula. The Primula was, however, engineered by Fiat, which held an equal 33% share in the company alongside Pirelli and the Bianchi family. Fiat was able to Continue reading “Under the Knife – One to Seven”
Toyota chose the 1970 Tokyo motor show to reveal their own style of pony car to the world. Clearly influenced by significant occurrences with such cars as the Mustang, Firebird and Camaro over in the United States, not to mention a gentlemanly nod to the European Capri, Toyota (with assistance from Yamaha) contributed their own version of mass produced self-indulgent motoring.
Using a Latin derivative, coelica to suggest something celestial or heavenly (in Spanish) and given code name TA22, the Celica’s modus operandi was to Continue reading “Heaven Sent”
The 1998 Series II Discovery was a far more thorough and extensive facelift of the original than it might have appeared to be at first glance.
The 1970 Range Rover could not have been more different in conception from the SUVs that carry that name today. It was designed to be more comfortable and civilised on road than the original Land Rover, which had changed little since its introduction in 1948, but was not intended to be anything other than a working vehicle.
Early Range Rovers were still resolutely utilitarian, with vinyl seats and rubber floor mats that could be hosed out after a day’s work on the farm. Its classic style is credited to David Bache, Head of Design at Rover. However, recognising its handsome functionalism, Bache actually made only detail changes to Continue reading “Under the Knife – Rediscovered”
As Citroën’s Grand Tourisme with the Italian heart celebrates its fiftieth birthday this year, we peruse the few brochures printed during its brief tenure at the summit of the French firm’s hierarchy.
The ambitious SM of 1970 took the Citroën brand into a hitherto unexplored market segment. Instead of Peugeot, Rover, Renault and Lancia – to name a few – now it entered an arena occupied by names such as Jaguar, Mercedes-Benz, Jensen and BMW. Still, the initial reception was overwhelmingly favourable – the SM placing third in that year’s European Car of the Year contest (the GS won that year), and voted Motor Trend Car of the Year in the American market in 1972.
The vast majority of road tests worldwide resulted in positive to rave reviews, in most cases accompanied by a few provisos concerning the SM’s comparatively leisurely acceleration and the very direct DIRAVI power steering with variable assistance – although it was usually stated that most drivers would not want to Continue reading “Joyeux Anniversaire, Majesté”
We return to the minefield of automotive nomenclature. Mind where you step.
The process of naming a new car can be surprisingly complex and drawn-out, and even then certain pitfalls are sometimes overlooked, causing delays, unplanned expenditure and in a few cases, embarrassment and retraction. These pitfalls can be largely be categorized in lingual miscues (mostly of the sexual or scatological variety), historically insensitive names, legal copyright infringements, or simple bad luck.*
To start with that latter category: Tata Motors introduced a new small car in 2016 named Zica. Unfortunately for the Indian manufacturer, the introduction coincided with the outbreak of the fearsome Zika virus in South America; the Zica hastily renamed Tiago. All press photos had to be redone, previously built Zicas had to Continue reading “Nomen Est Omen”
When it comes to facelifts, it’s best to know when to stop.
Assuming one was in possession of the requisite grasp of Italian, it would have been fascinating to have sat in on the product planning meetings at Portello, when Alfa Romeo’s strategists were initially scoping the 1972 Alfetta saloon. Because, looking at it from the distance of close to half a century, it’s difficult to ascertain where this model was intended to fit into the existing model hierarchy. Sitting above the by then rather elderly 105-Series Giulia, but below the latter’s closely related 1750/2000 Berlina sibling, the Alfetta was an entirely new model, with the potential to Continue reading “Under the Knife – When You Should Just Let Things Be”
Analysing three different takes on the personal luxury car of 1963.
The personal luxury car is a uniquely American phenomenon; its closest cousin in concept would have been the European GT, but this transatlantic specimen was a larger, softer (but on a straight piece of road not necessarily slower) breed. There is a fairly general consensus that Ford was the first to Continue reading “Getting Personal”
Despite being an all-conquering touring car champion, the Alfa Romeo 155 wasn’t the commercial or critical success its masters intended. But a subtle, if significant facelift salved its reputation.
Despite its long-in-the-tooth underpinnings and carryover passenger compartment, the Alfa Romeo 75 became a relatively successful and well-regarded sporting saloon until its commercial demise in 1992. The ultimate evolution of the 116-series which made its production debut with the 1972 Alfetta, the 75 excised many (if not all) of the earlier models’ inherent design flaws – most notably a lengthy, tortuous and unwieldy gear linkage owing to its rear transaxle layout.
In 1986, Fiat Auto acquired the Alfa Romeo business from the state-owned body who had been administering it in ever-decreasing circles, and with a successor to the 75 by then a priority, the 167-series 155 model was hastily developed, entering production in 1992 at the former Alfa Sud plant at Pomigliano d’Arco in Campania. Continue reading “Under the Knife – Racing Certainty”
During its thirteen-year lifespan, Fiat’s D-segment saloon went under the knife on four different occasions, with varying degrees of success.
The Fiat 132 was launched in 1972 to replace the 125 Berlina. The latter, although a pleasant enough car, had always suffered somewhat from the inaccurate perception that it was little more than a Fiat 124 in a party frock. Both cars shared the same doors and passenger compartment but the 125 had longer front and rear ends and an 85mm (3.5”) longer wheelbase, courtesy of a platform carried over from its predecessor, the Fiat 1500. This allowed the rear seat to be pushed back slightly to liberate a little more legroom. Notwithstanding the similarity to its smaller sibling, the 125 achieved over 600,000 sales during its five year production life.
Today DTW recalls the 1994 Ford Scorpio Mk2, a car that defies any attempt at rational analysis or explanation.
When Ford launched the Scorpio* Mk1 in 1985, it did so in five-door hatchback form only. This surprised some observers, knowing the resistance that Ford had faced to the hatchback Sierra three years earlier from conservative buyers who preferred the saloon format. Even more surprising was the absence of an estate version, given the popularity of the Granada estate in both Mk1 and Mk2 forms.
Just as with the Sierra, a three-volume booted version was added to the range in December 1989. Estate buyers had to wait until January 1992 for the launch of that version, which coincided with a facelift of the whole range. The facelift was a competent if relatively minor overhaul, comprising a smoother front end with larger light units and smoked tail lights with a matching filler panel at the rear. The saloon forwent the hatchback’s concealed C and D-pillars for a more conventional six-light DLO and was a handsome and imposing design. It was also well equipped and remarkably comfortable over long distances, making it an excellent executive (hire) car.
DTW’s Eastern Bloc party of stillborn concepts and prototypes continues.
FSO Warszawa Ghia, 1957
In search of a suitable replacement for the dated GAZ/Warszawa M20, FSO enlisted Ghia of Italy to deliver a proposal. Designed under Sergio Sartorelli at a cost of US $62,000, this Warszawa Ghia was the result. Looking somewhat like a shortened Lancia Flaminia, the car had a pleasing and up to date look. FSO sent the car to its research and development centre to be stored until further notice. Apparently no action was ever taken to Continue reading “Curtain Call (Part 3)”
Watching television was once a simple act. As youngsters, the choice was scant, yet memory suggests programs containing both interest and drama. With modern day 24 hour, on-demand supply, choices of what and when to be entertained with often raise anomalies when one is forced to observe a production that might not be one’s first choice.
2007’s X-Type facelift illustrated how one can do more with less.
Few cars are created with an unlimited budget – after all, such a bounteous situation is no guarantee of an inspired result. On the other hand, budgetary restrictions are rarely a recipe for a successful product either. Certainly, when Jaguar’s 2001 X-Type was being scoped during the latter part of the 1990s, the Ford-controlled British luxury carmaker wasn’t exactly awash with cash, even if by then they were at least making money rather than haemorrhaging it as they had been, only a few years earlier.
X400 (as the X-Type was termed at Jaguar) formed the core of the blue oval’s growth strategy for the leaping cat, aimed at catapulting the marque into the big league with annual sales in excess of 200,000 cars. A hugely ambitious programme, which also encompassed the refitting of the otherwise defunct Ford Halewood plant in Merseyside; this latter aspect ladling such costs upon the programme that anything less than total success would be viewed as failure.
Sounds odd, doesn’t it? And so it should! Who would’ve thought the thuggish American grey squirrel could do some good?
Artwork has been around since man first walked the earth, from those basic but enigmatic cave paintings through innumerable differing themes, spheres and periods. Prior to the automobile entering the scene, the largest canvas one could expect to become embellished by a more detailed approach might have been a carriage, steam engine, a wagon or the mighty locomotive. With these large expanses to adorn, you could really personalise, promote your product.
JJ Deal of Janesville, Michigan was the producer of fine wagons, carriages and buggies powered by natural horsepower. From 1845 Deal swiftly gained a reputation for building not only quality products but also a highly detailed paint finish. Deal’s Chief Striper was a fellow named Andrew Mack. A perfectionist, Mack was never completely satisfied with the quality or performance of his paints and brushes whilst working at Deal, seeking better products and methods in which to Continue reading “It’s Squirrel, Actually.”
The Artistry of the 1920s has been widely and lovingly depicted, but colour has been more notable by its absence. Although not entirely.
The human mind sometimes works in mysterious ways. Because until relatively recently the fact that photography and film originating from the late 19th and early 20th century was black and white, subconsciously the idea that the world presented in those pictures was one bereft of colour often took hold in our brains, even though we of course knew better in our hearts.
The rediscovery of the amazing body of work by French philanthropist Albert Kahn and his colour photographs using experimental autochrome plates – the oldest ones dating back to 1909 – has done a lot to Continue reading “Earl’s Take On Nature”
Concluding our micro-theme on Volkswagen, while continuing another one.
There is (or ought to be) a rule which states that the longer a car remains in production, the less effective facelifting exercises become – in purely aesthetic terms at least. You will have noticed that Volkswagen (of Wolfsburg) has been in receipt of no small quantum of derisive commentary upon DTW’s pages of late, most of which was largely justified. By contrast, VW do Brasil has been portrayed as the more astute, more ingenious, and more commercially adept of the pair.
Volkswagen do Brasil – Wolfsburg’s younger, nimbler and more ingenious Latin cousin repeatedly showed up its more torpid German counterpart. Here’s another example.
Volkswagen’s Heinz Heinrich Nordhoff has repeatedly and justifiably been criticised over the years for his tardiness in sanctioning a replacement to the eternal and best-selling Beetle, before sales collapsed by the tail-end of the 1960s. It was not for the want of trying however, and as far back as 1955, with the Käfer selling in still-increasing quantities, Nordhoff, realising its success alone would not sustain VW indefinitely, put in train a series of Beetle-based prototypes – some to sit alongside, others to Continue reading “Wolfsburg Samba”
Volkswagen do Brasil used its creative independence to produce a car that, had it arrived a decade earlier, might have been a very credible replacement for the Beetle.
The Volkswagen Beetle is one of the defining motor vehicles of the Twentieth Century. It remained in production for 65 years and a total of 21,529,464 were built. Although much changed over its lifetime, the distinctive profile remained largely the same, with its smoothly curved roof and bonnet, and separate front and rear wings connected by running boards. Anybody seeing a 1938 prototype parked next to a 2003 final year model would Continue reading “Reimagining a Legend”
Jaguar never quite settled on the 2005 XK’s styling.
For a marque with such a rich stylistic heritage, Jaguar’s relationship with the automotive facelift has been a decidedly patchy one. Even during the creative heyday of Sir William Lyons, the second bite of the visual cherry (so to speak) often left a slightly bitter aftertaste.
Given the timelines, and the circumstances surrounding his appointment, it is perhaps a little unfortunate that the first Jaguar production design Ian Callum would oversee would be a replacement for the long-running and by the turn of Millennium, increasingly dated (X100) XK model. This GT, hastily concocted in the unseemly aftermath of Ford’s hostile takeover married the two-decade old XJS platform with a (then) new, more voluptuous body style. Continue reading “Under the Knife – Call Me Indecisive”
A brave attempt at autonomy snuffed out before its time.
Large country though it is – the fifth largest in the world by area – the República Federativa do Brasil has never had a national car maker of any far-reaching market significance. Foreign makers had, and continue to have factories that produce cars in Brazil of course: Volkswagen, Alfa Romeo, Chrysler, Fiat and Ford to name the major ones, and also exiles such as DKW, Borgward, Kaiser and Willys who with varying degrees of success sought to prolong their activities in Brazil, after the feasibility of the business case in their home countries evaporated.
At the dawn of the 1960’s, Brazilian business tycoon Nelson Fernandes attempted to finally give his country its own car. Fernandes had become wealthy building country clubs and a large hospital through a fund-raising drive targeting affluent Brazilians. One of his funders (and friends) was Luis Carlos Fagundes, a director of Willys do Brasil. Together, they hatched plans to Continue reading “A Democrat Crushed By A Dictator”
Leafing through the sales brochures of two great Hondas with a mere 25 years between their respective gestations.
During those times when CAR magazine was still led by an editorial team that did not shy away from ruffling a few corporate feathers, the June 1991 edition featured the provocative cover slogan: “Where’s the progress“? In four comparisons, similar cars from the same manufacturers offered in 1971 and 1991 were put to the test to find out how much progress and where, if any, had been realised in two decades. If you spot this issue at your local fleamarket, I recommend you Continue reading “Turn the Beat Around”
The image you see here is taken from a 1982 brochure prepared by Publicis Conseil (Renault’s long-standing communications and advertising agency) for Ireland’s then distributor, Smiths Distributors LTD, who also assembled Renault 4s in Co Wexford for the Irish market. More a pamphlet than a brochure, it nevertheless provided a well-produced and reasonably comprehensive overview of what the nationalised French carmaker had to Continue reading “Photo For Sunday : La Gamme Complète”
Mention hybrid vehicles and one immediately thinks of Toyota and the 1997 Prius, the first commercially successful passenger car of this type. There are, however, earlier examples and today we look at an unlikely pioneer, Briggs & Stratton.
Outside the US, the name Briggs & Stratton is most often associated with lawnmower engines of modest capacities and power outputs. This understates considerably the size and global reach of the company. Founded in 1908, Briggs & Stratton is the world’s largest manufacturer of small-capacity internal combustion engines for agricultural, industrial, marine and recreational applications.
Headquartered in Milwaukee, Wisconsin, the company manufactures around ten million engines annually in plants located in North and South America, Europe and Australia, and sells in over 100 countries worldwide.
In the late 1970’s, following the fuel crisis earlier in that decade, Briggs & Stratton began thinking about the viability of hybrid power. It recognised that most road vehicles of that era were highly inefficient: their large capacity internal combustion engines were required to produce enough power and torque to accelerate them up to the speed limit on highways but, thereafter, only a fraction of the power output was required to Continue reading “American Pioneer”
Long-standing Driven to Write readers will undoubtedly be aware that the site once hosted a monthly theme. Amongst them, the DTW Brochures section has lain dormant for quite some time, so in an attempt to Continue reading “If the Hue Fits”
How does one define Italy’s relationship to the motor car? One might start by attempting to define the country itself.
[Editor’s note: This piece is a re-run of an article originally published in May 2016, as part of DTW’s Values theme.]
As anyone has read a few books on Italian history will know, it’s a great bunch of countries. Only foreigners lump it all together as one nation. That gives us a bit of a head start in understanding how Italy’s values translate into the broad array of markedly different car companies being stifled under one management.
As recently as the 1950s you could still find people in the deep south of Italy who didn’t know what Italy was. While outsiders consider Italy to have been unified, many Italians still Continue reading “Values – Italy”
After almost five decades of sporadic appearances and false dawns, is the digital dashboard finally in inexorable ascendency?
I have been meaning to write something on this subject for some time now. Unfortunately, the nasty virus has meant that my working life has gone into overload as I have responsibility for keeping a small UK bank operating with it’s entire staff working out of bedrooms, kitchens, dining rooms and even landings, and so time and energy has been in short supply.
The 2007 XJ facelift was tasteless as it was expedient. But there are things we can learn from it.
Let us get one thing abundantly clear before we progress. Designing Jaguars is fiendishly difficult and if you doubt this for a moment, try it. Therefore anyone who makes a decent fist of the craft deserves credit rather than opprobrium. Having said that however, there are a few strictures a Jaguar designer ignores at his peril – the primary one being a matter of discernment.
Concluding our exploration of the often treacherous practice of automotive nomenclature.
Given the numerous problems and pratfalls we uncovered in Part One, it might seem simpler to avoid the bear-traps altogether and stick to safe and neutral numbers. These can be used to indicate the range hierarchy, such as BMW’s ultra-logical 1 to 8-Series model designations.
As a companion piece to this week’s profile of Mercedes’ W203 C-Class, we’ve chosen to re-run this article, which originally appeared as part of DTW’s Facelift theme on 2 July 2014.
As I’m sure I don’t need to point out to you, dear readers, when it comes to the subject of facelifts, not everyone cleaves to the Partonesque ideal. Because while the tuneful Tennessee songstress has clearly invested wisely upon her augmented visage, others have fallen rather messily at the wayside. They know who they are.
An exploration of the arcane and sometimes treacherous landscape of automotive nomenclature.
A DTW article on the venerable Ford Cortina raised in my mind the question of the enduring appeal of the name chosen for this model. Was it the association with the glamorous Italian ski resort, or simply that the word was phonetic and tripped off the tongue easily, that was behind Ford’s decision to append it to a fine if unglamorous family car? Probably a bit of both: Ford was already using Capri, another Italian tourist destination, for the coupé version of the Consul Classic.
While adding to his brochure collection, Bruno Vijverman notes a somewhat overt case of borrowed inspiration.
A while back, upon these pages, I wrote about the coincidental (or otherwise) similarities which have occurred in car design over the years. But more recently, since one of my past-times is collecting classic car brochures, it came to my notice that in some cases the practice of copying does not seem to be limited to the actual product, but also to the sales publicity material itself.
To be clear, I am not talking about the obvious broad similarities which are often dictated by the fashions and prevailing tastes of the era – in the sixties and seventies for instance the focus of the illustrations and text was on people and the freedom (real or imagined) and happiness that their new car was supposed to provide them.
Casting a covetous gaze, Miles across the ocean. Japan-wards.
Global warming, derisory interest rates, carbon footprints and theatrical leaders – our concerns may skirt those borders but we choose to look beyond them. Further to our recent gaze Eastwards, I have been looking into just what is available from our Japanese cousins, purely for research purposes, you understand.
Several different car club members of my acquaintance have purchased a car from Japan. A Mercedes C180 whose specification resembles nothing to what one buys in Europe, rust-free Lancias, and MX-5s bought on the basis of originality. That’s a pretty wide range of types and pricing. But all were purchased here in the UK, meaning that someone else did the importation and paperwork.
We travel to Cortina – by Cortina. In a manner of speaking.
Back at a time when both the world and DTW was young, we had the time, imagination and intellectual bandwidth to employ a monthly theme, a literary device which would both inform the site’s content over the period in question and serve as something of a creative spur to the writers. And spur it did, garnering innumerable articles on subjects both diverse and arcane – many of which I would urge you to Continue reading “Regina delle Dolomiti”
We introduce something of a Japanese (and Toyota-based) micro-theme for the month of February, with an appreciation of a much maligned Grand Turismo from 1999.
No, this is not some Only Connect quiz show number sequence type thing. These numbers actually refer to a decade long tenure (including concept) run of a V8 motor who on its first day of public showing sold six examples. To which do we allude?
The Lexus Sports Coupé 430, a forgotten car, a misjudged one (in my eyes), and now mellowed in middle age.
“A spectacle of speed and excitement which Ireland may not have the opportunity to see again…”
It was still dark as they began to gather along the roadway, past the newly erected grandstands, all the way back towards the hairpin at Victoria Cross. As the fading moonlight reflected upon the surface of the river, the people of Cork arrived on buses, by bicycle or on foot as dawn slowly broke across the Lee Fields. In the half-light, amid the red glow of the men’s cigarettes and the hushed voices of the spectators; their breath coming in wisps in the chill morning air, they waited for 6.00 am practice to commence.
Neither Carrigrohane, nor Cork itself had ever seen the like of it.
In this part of the world, people are not particularly au fait with the concept of ambiguity, tending more towards the literal approach. So in the proud city of Cork, should a resident Continue reading “Racing Green – (Part One)”
If this sounds too shady for you, best head to Practical Housekeeping, pronto. This is very blue.
Skilfully avoiding the TV new years sales adverts by heading for the internet, I found a Chevrolet Bel Air for sale. The price and to be honest the car, were immaterial; the colour on the other hand had me transfixed. What turned out to be called Larkspur Blue led me to Continue reading “Fifty Shades Today”