Few aftermarket items have been as influential as those lids that make any car look angry.
Aftermarket adornments are usually about a quaint kind of ill-advised deception. Opel/Vauxhall Corsas with the kind of diffusor – made of fibreglass, rather than carbonfibre, of course – that’s supposed to keep a Pagani’s aerodynamics in check at 300 kph. Peugeot 206s with quad-exhausts usually reserved to American V8-powered muscle cars. Aftermarket is about imitation, pretensions, delusions. But there are a few exceptions to this rule, and none more poignant than the curious case of the ‘Evil Stare’.
Continue reading “Theme: Aftermarket – The ‘Evil Stare’”
I will try to focus this one on the aftermarket wheels and not the car they happen to adorn.
It’s a 1999-2003 Opel Omega (B2 to those in the know). As I said before, in the aftermarket we find tricky ground. Who am I to say these wheels are not the ones for this car? My argument is that the wheels have really low-profile rubber and they do not help the rest of the suspension do its job which in this car’s case was high-speed stability and comfort rather than maximum grip at intermediate speeds. Continue reading “Theme: Aftermarket – Let’s All Think About This, Shall We?”
Emboldeners of Jaguars are relatively few. Driven to Write profiles its foremost and longest-lived exponent – Arden Autombil.
In the German town of Kleve, close to the Dutch border, Jochen Arden founded his eponymous automotive business in 1976, trading in the usual Teutonic fare of VWs and MBs until 1982, when he took on a Jaguar franchise, prompting his initial forays into the arena of the aftermarket. By the early ’80s, Jaguar was painfully re-establishing themselves in the German market following years of stagnation under British Leyland when their cars came to be regarded by German motorists as being nice to look at, but really not fit for the purpose. Continue reading “Theme: Aftermarket – Stroking the Cat”
Fun fact: for Ireland only this car came with a 1.4 L petrol engine.
That had something to do with Ireland’s punitive car taxation system. Still, it’s a puzzle. The Celtic Tiger roared loudest around then: was Rover (Irl.) Ltd so desperate to sell cars that they had to
Continue reading “Theme: Aftermarket – Plato’s Garments Cloak the Sunrise”
The matter of tuning demands a little diplomacy.
This photo is as good a representative of tuner culture. You’ll notice the sticker affirming the primacy of self-reliance even if it leads to failure. It says “I’d rather lose by a mile than win by inch if I made didn’t make myself”.
From my own personal experience, tuners seem to be perpetually in search of a new project. They are not alone in this. This is also true of bicycle enthusiasts who are often swapping out parts in the quest to Continue reading “Theme: Aftermarket – They Who Call the Piper Tune The Player”
Despite being chronically unwilling to be associated with aftermarket tinkering, ALPINA actually represents the ideal of a specialised manufacturer finessing a mass product.
Alpina Burkard Bovensiepen GmbH + Co. KG is a peculiar company, and not just because the ALPINA part is officially written in capitals. Its signature decorative stripes, called Deko-Set, are also but a mere symptom of an underlying quaintness that is truly without equal in the automotive business.
Continue reading “Theme: Aftermarket – ALPINA”
For some people things are never good enough.
Pity the car designer. They slave to produce concept sketches, fight with the competition to get them accepted then resist the attempts of mean-minded production engineers and cost accountants to dilute the design until, finally, their original idea is presented in the showroom in an approximation of a certain percentage of its original glory. You might think that, at last, they could rest and draw some contentment as the children of their imagination begin to populate the roads. Yet no, their problems have only started. Continue reading “Theme : Aftermarket – Introduction”
Despite arguably being the most gifted automotive engineer and manager of his generation, Prof Dr Wolfgang Reitzle would only ever enter the captain’s chair once he left the car industry for good.
It is one of automotive history’s more baffling paradoxes that a man of such undisputed talents as Wolfgang Reitzle never reached the post of chief executive at an automotive business. But as with a great many other high achievers, it actually was the same traits that had brought Reitzle so close to the apex that ultimately prevented him from arriving there.
The members of the motor industry are prone to adopt each other’s ideas, even if they are flawed, then stick to them dogmatically. So what might have happened if ….?
We at DTW are fascinated at the what-ifs of the motor industry. Two of them celebrate their 70th birthdays this year. Next year one of these will commemorate 70 years since its demise, the other’s will be in 2019. So they are both short-lived failures and, you might say, justifiably so. But, if you add in another, longer-lived model and imagine a different financial and/or political climate, the large car of today could have been very different. Continue reading “Theme : Rivals – That Never Were”
Some Theme Music for our Theme.
In 1964 my Dad made one of his visits to the USA and brought back with him ‘The Latest And The Greatest’ by Chuck Berry. At least that’s how I remember it but, as any Berry anorak will tell you, that album was a compilation record put together by Pye in the UK. So did they export it only for it to be returned, did my Dad become such a Berry fan on his visit that he bought it locally as soon as he came back, or is it all just a false-memory? You never can tell. Continue reading “Theme : Rivals – The Cat Takes The Bird”
We look at two proud Frenchmen who were really quite similar and so very different.
There are certain notorious rivalries in motoring history. Many of them were sporting ones, in the Senna-Prost mould, which sometimes went beyond good sense and risked the lives of those involved. But there are also rivalries that at first seemed less visceral, but that had equally grim endings. One such is that between André Citroën and Louis Renault. Neither were self-made men from humble backgrounds in the vein of Herbert Austin or, even more so, William Morris. Both had comfortable upbringings, André’s possibly less stable due to the suicide of his father. Born within a year of each other, they actually first met as young children attending the same Lyceé. André studied engineering at the prestigious École Polytechnique whereas Louis was self-taught, building his first car before the end of the 19th Century and becoming part of the early history of motoring after forming a company with two of his brothers. Continue reading “Theme : Rivals – The Light and The Dark”
Alfa Giulia is available to own and steeling to give Gaydon’s finest a lash of its tongue. We look at how it’s faring against its sternest rival.
Wouldn’t it be interesting to spend a day around FCA towers? If only to truly discern the degree of reality evinced by the likes of Big Reidland et al. Because even the big fella must now realise the German trio of Audi, BMW and Mercedes-Benz are conclusively beyond reach. Last year, luxury sector leader, Mercedes-Benz shipped 176,038 C-Class badged vehicles to waiting customers across the European market alone. What hope for Alfa Romeo’s ambitions against those kind of numbers? Continue reading “Theme: Rivals – The Serpent and the Cat”
In 1999, when retro was all the rage, BMW’s Z8 roadster did its best to exploit the sense of nostalgia that prevailed at the dawn of the new millennium. Surprisingly though, its sales brochure proves more creative.
For the launch of its luxury roadster – by some margin the most expensive series production car offered by the Bavarians, at 235.000 Deutschmarks – BMW threw everything but the kitchen sink at its potential customers.
Continue reading “Brochures Redux – A Retro Retrospective”
Simon gets his piece in before the others. Result!
The motor industry is, by nature, driven by rivalry. But unlike the more creative sort of rivalry, where two or more points of view are competing energetically for the same goal, much of our industry’s rivalry is in trying to persuade customers to choose their product over another one that is virtually just the same. It’s all rather dull, just football teams trying to prevent each other from scoring. Continue reading “Theme : Rivals – An Introduction”
We end this month’s theme with some good news for those of you mourning the loss of Simca.
We live in a world where brand has an enhanced currency. Familiar names are forever cropping up in unfamiliar places. Clothing manufacturer’s names appear on cars. Car manufacturer’s names appear on clothes. But, in terms of sheer scale, the continuation of the Simca brand takes some beating, being applied to 270 acres of lush, jungle covered island. Continue reading “Theme : Simca – Retirement Home”
As this month’s theme draws to a close, we give you something to ponder…
In 1963, Oscar Montabone was recalled from Chrysler-controlled Simca to manage Fiat’s Automobile Technical Office. His primary task was to develop Project 124, a putative 1100 replacement in direct competition with Dante Giacosa’s Project 123, which was not so much a defined car as a series of studies with various front engine/front wheel drive and rear engine/rear drive configurations based around a 1157cc three cylinder opposed-valve ohc engine. Continue reading “Theme: Simca – The Vibrations That Lived On”
The Simca 1300/1500 had a tough act to follow and stepped elegantly into the Aronde’s shoes yet, despite good looks and strong sales, it never really escaped the rather ‘grey’ reputation bestowed by its casting as the universal anonymous saloon in Jacques Tati’s 1967 film “Playtime”.
The casual seeker after knowledge might too easily conclude that the mid-size Simca’s sole contribution to the advancement of the automotive art was the availability, in the estate cars only, of a Formica-faced boot floor which could double as a picnic table. The reality is that it was a well-balanced product, both in engineering and styling, for which Simca adopted ‘best’ practice, rather than joining the technological revolution which was sweeping through the car industry in the late fifties and early sixties, which saw even conservative businesses like BMC, GM, and Rootes trying to rewrite the engineering rule-book. Continue reading “Theme: Simca – The Discreet Charm of the Bourgeoisie”
Faux by four or pre-emptive strike? We cast a (largely) unprejudiced eye over the Rancho.
The 1973 oil embargo had a profound effect upon all auto manufacturers, but the low volume specialists were most exposed. Mécanique Aviation Traction, better known as Matra were no exception and in the aftermath of the fuel crisis, found it necessary to broaden their automotive base. Best known for sports cars, Matra had introduced the Simca powered Bagheera in 1976 and were now seeking a second Chrysler-Europe-derived model programme to boost revenues in addition to providing a buffer against further geo-political shocks. Continue reading “Theme : Simca – Hangin’ Tuff – 1977 Matra-Simca Rancho”
A title chosen more for a cheap laugh than accuracy, the big Simcas actually did OK for a while and, as usual, their manufacturers ensured they wrung the most from them.
I have three particular memories of the big Simcas. First was in France in 1961, driving across the Camargue with my parents. On a long stretch the bonnet of a light blue Ariane coming in the other direction flipped fully open, completely blinding the driver who swerved into the side of the road, thankfully without injury to anything except his pride. Seeing that at a tender age has always made me careful about securing my bonnet and, at the time, it also made me wonder unfairly if Simcas were that well made. The second memory is from twenty years ago when I spent Christmas in Alsace at a place called the Hotel Beaulieu. When I arrived at night, parked in front sitting in the entrance floodlights surrounded by snow was a Santa red and white Simca Vedette Beaulieu. Continue reading “Theme : Simca – Making The Turkey Last”
Very reluctantly I have decided to try to make sense of Simca’s slow fade from the market.
I have our monthly theme to thank – my interest has been piqued. Up to now Simca has meant little and I didn’t plan to write a lot on the topic. Simon Kearne insisted slightly too.
My findings are partly just a bit of editorial reworking of the mess that is already publicly available at Wikipedia. My contribution is to put in some bits about Chrysler and Peugeot. And also to make a DTW exclusive “infographic”. It is barely legible, frankly. The main use has been to explain (to me at least) the chronology of Chrysler/Talbot/Simca’s model terminations. Continue reading “Theme: Simca – And All This Is Folly To the World.”
The Simca 936 is a bit of a mystery, and I’m not going to clear up much of that mystery.
It was obviously Simca’s proposal for a Mini competitor. You’ll find it dated on the ever-reliable web as coming from 1963, or 1966 or 1967 which possibly results from Simca toying with idea for a long time. It wasn’t a hatchback, but it was a four door and was to have the Simca 1000 engine mounted transversely with a 3 speed automatic option. Continue reading “Theme : Simca – Le Mini”
In what very much resembles a transcript of a period road test, the celebrated motoring scribe, Archie Vicar, takes a critical gander at Simca’s 1967 rear-engined saloon. Has it been improved since 1966?
[This article first could have appeared in the Carlisle Evening Reporter, 16 March 1967. The original photos were by Douglas Land-Windermere. Due to the poor quality of the images, stock photos have been used.]
It’s all change at Simca which for good reason is one of France’s most successful manufacturers of motor cars. In these increasingly competitive times, every car producer must ceaselessly revise, update and otherwise improve their products and Simca have made some changes to their evergreen 1000 saloon so as to keep it in the race for customers which means that in order to appraise the new version, I have subjected it to a road test and present now my findings that readers may Continue reading “Theme: Simca – The Road To Success!”
This appears to be a transcript of a review of the 1966 Simca 1000 LS by the well-known motoring author and journalist, Archie Vicar.
[The item appeared in the morning edition of the Minehead Bugle on July 9, 1966. Due to the poor quality of the original images stock photos have been used. Original photos by Ernest Pallace.]
In these increasingly competitive times, it pays for a manufacturer to stay ahead of the game, far ahead. Several marques have established themselves at the forefront of engineering with their recent deployment of rear-engined technology. Of course there is the long-established Volkswagen Beetle and the not dissimilar Porsche 911, both with handling that will challenge Continue reading “Theme: Simca – 1966 1000 LS road test”
One car illustrates why Simca weren’t quite like the other three.
Unlike the other French manufacturers, the Italian born Henri Pigozzi of Simca wasn’t scared of a bit of Transatlantic-style showmanship. His big Simcas, derived from the Ford Vedettes, didn’t shy away from chrome, wings and two-tone. Already, Aliens had helped present the 1954 Simca Ghia Coupe, now they were going to give those Aliens the car they’d want to buy. Continue reading “Theme : Simca – By Their Concepts Shall You Recognise Them”
This may very well be a transcription of a short review of the Simca 1000 GLS by Archie Vicar, the renowned motoring scribe.
[The article first appeared in the Isle of Man Herald, October 4, 1966. Due to the poor quality of the images stock photos have been used.]
For those who admire Gallic motoring, there is nothing as French as a Simca. Now, there are some who view French cars as being unreliable but Simca’s 1000 has been on the market for five years and many of its demerits, problems and deleterious characteristics have been tackled with the vigour and vim of a rugby scrum-half.
For 1965 the 1000 has been revised and adds even more weight Continue reading “Theme – Simca: 1965 1000 GLS Short Road Test”
The transverse-engined, hatchback 1100 is undeservedly overshadowed by other trailblazers. But not only did it get there very early, its influence travelled surprisingly far.
Introduced in 1967 and available as 3 and 5 door hatchbacks, a neat estate as well as van and pickup versions, the Simca 1100 had a sizeable niche of the French market available to itself for years. Renault didn’t fill the hatchback gap between the 4/5/6 and the 16 until the 14 of 1976, the same year that conservative Peugeot put a fifth door into the 104. Structurally zealous or just snobbish, Citroen previously allowed a hatchback only on the Dyane until the Visa of 1978 and the GSA of 1979. Despite this, and its 18 year life, it is another of those cars, like the Autobianchi Primula with which it shares conceptual roots, that seems to have been excluded from the condensed history of the evolution of the motor car. Continue reading “Theme : Simca – Going the Distance”
Three brochures for the same car demonstrate Fiat’s marketing skills – or lack thereof.
Fiat’s 1970’s brochures were often stark affairs. Studio shots, no background and just the facts. With an economy hatchback like a 127 or suchlike, there was a certain amount of logic in this approach, but for what many dubbed a mini-Ferrari, it risked underselling what was at the time a fairly unique proposition. Continue reading “Brochures Redux – Midship Triptych”
For the first time, the month’s theme tackles a single manufacturer. An erstwhile giant of the French industry, often overlooked and even more often underestimated, yet for a time bigger than either Citroën or Peugeot.
From a multitude in the early days of motoring, through a reasonable glut after the end of the Second World War, culled by the possibly well-intended but drastically prescriptive Pons Plan, the French motor industry has now whittled itself away to three names, Renault, Peugeot and Citroën. Or you might say effectively just two. Except there was also Simca, and Simca doesn’t fit well into an easy history of the French industry as an essentially parochial one, blithely plowing its own furrow, haughtily ignoring the products of foreign makers. Continue reading “Theme : Simca – An Introduction”
Big but not necessarily better, Ford’s late 60’s Zephyr brochure lays out its stall.
The cover is bereft of the expected seductive image of the car it describes. There is only blackness, a small head-and-shoulders photo of a well-groomed, confident looking individual and the title, “Motoring for the 15,000 a year man”. 15,000 miles that is, not Pounds Sterling, but the implication is there. Even £5000 per annum would have been a top-rank salary in 1970, when this brochure rolled off the presses of Alabaster, Passmore and Sons Ltd in Maidstone.
Continue reading “Theme: Brochures – Ford Zephyr Mk.4”
The 1964 brochure describes it as “A golden milestone”, but BMC’s Rolls-Royce powered luxury flagship had a curious history and turned out to be a rotund failure, a white elephant which was to be an embarrassment to the reputations of both companies.
My copy of the brochure is rather dusty and faded, but is a splendid thing, printed on heavy, high quality paper, with a stiff card cover. There are thirteen fine hand-painted illustrations – not one photograph in sight – and fulsome letters from the managing directors of the new car’s proud parents, Sir George Harriman of BMC, and Dr. Fred Llewellyn Smith, of Rolls-Royce’s Motor Car Division. Continue reading “Theme: Brochures – Vanden Plas Princess 4 Litre R”
Being the quintessential British stalwart car, the Jaguar XJ serves as a poignant illustration of what constituted ‘the good life’ through the ages.
Germany has the Golf and S-class, Britain’s got the Jaguar XJ. A car that has been part of the automotive landscape for decades, all the while being adapted (to differing levels to success) to changes in tastes and demographic.
So what do the different generations of XJ brochures tell us about the car itself, its creators and the people it was supposed to appeal to? Continue reading “Theme: Brochures – From Countryside Manor to Vodkaloungeland: The Jaguar XJ Through The Ages”
Already a decade old in 1977, the SAAB 99-series perhaps best embodied the Swedish ideal of ‘Lagom’ .
The 99 saw Saab come of age. A bigger, more commodious, more mainstream model than the somewhat home market-specific 96 series which not only preceded it, but was sold alongside. By 1977, the 99 was a very mature product, and what bugs may have arisen in earlier incarnations were fairly thoroughly expunged. Continue reading “Theme: Brochures – Just Right?”
In contrast to the recent rather insipid Beta brochure, I can present a thoroughly aspirational 1975 Lancia HPE brochure such as this.
It shows how the product is intended to be used and the kinds of people who might be attracted to it. Shooting, diving, sitting down, gardening, conversing outside a hotel late at night: Lancia did not want for ideas to show how this rather fabulous vehicle could be used. What the brochure made you want to do was to Continue reading “Theme: Brochures – 1975 Lancia Beta HPE”
It is always chastening to see humanity’s schemes laid low. From the grand boasts that accompanied the launch of the Titanic to some of the pledges that Barack Obama was not able to fulfil; even with the best of intentions we sometimes underperform.
Earlier this month we looked at the first brochure for the 1998 Fiat Multipla. Brimming with optimism, or some have suggested hubris, the public generally avoided the enthusiasm of that car’s creators. And now we look at another ‘failure’, the Opel/Vauxhall Ampera. Introduced in early 2012, the Europeanised version of the Chevrolet Volt was on sale in the UK for little more than two years. Continue reading “Theme : Brochures – Vauxhall Ampera”
The 1973 Beta Coupé was slightly underwhelming – and to be honest, its sales literature was as well.
A year after the berlina’s launch, Lancia announced the first of four sporting Beta derivations, the 2+2 Coupé. Designed in-house in conjunction with Pietro Castagnero, the man responsible for the much-loved Fulvia amongst other pre-Fiat Lancia designs. This is an early sales brochure and it is notable for a number of reasons – some of a pedantic nature, others of a more whimsical stripe. Continue reading “Theme: Brochures – Beta than expected but not as good as hoped”
A sober brochure for a distinctly sober car – the 1982 Mercedes-Benz 190-series.
Daimler-Benz were not in the business of hyperbole when they presented the W201-series in 1982. Instead, they were offering a purity of an entirely different order. “The new Mercedes models will set the standards for the engineering and the styling of compact cars for years to come”, they said. Prescient words. The 190 was a benchmark car, arguably the apogee of a once-dominant, now deceased engineering-led Swabian modus. Continue reading “Theme: Brochures – Twinkle, Twinkle, Little Star…”
Deluded though the Brochure often is, what lies behind it can be equally deluded, albeit differently so.
Back in 2009, we bought a Renault Kangoo Estate for work. It replaced a series of similar vehicles, starting with a Mark 1 Kangoo, then two Citroen Berlingos in succession. When I first visited the showroom, the New Kangoo had just been introduced to the UK and brochures had not been printed so, in response to my request for a brochure, the salesman gave me instead a full 55 page print-out of the ‘Distance Learning Guide’, a dealer sales briefing for the then newly introduced Mark 2 Kangoo. This made interesting reading alongside the public brochure that eventually arrived. In essence the brochure showed the usual, gurning, happy, young, lifestyle types of high-functioning humanity whereas the dealer briefing identified the Kangoo’s potential owners as ageing, low-ambition losers. OK, I’m exaggerating … but just a bit. Continue reading “Theme : Brochures – The Myth, The Truth & The Alternative Truth”
A decade apart, two brochures illustrate how Citroën’s marketers viewed the evergreen Tin Snail.
1975: Two years after the oil embargo and deep into a period of political instability and economic austerity. Frugality was back, as was a yearning for a more authentic mode of living. In keeping with the mood music of the time, BBC sitcom, The Good Life portrayed a professional couple turning their backs on the rat-race, embarking on a ‘back to the land’ subsistence in their Surbiton semi. Continue reading “Theme: Brochures – Pushing Tin”
Jaguar’s XJ6 saloon was a landmark car. Its marketing did it justice.
Collecting brochures is, in the grander scheme of things, a rather sad pastime. One goes to great lengths to get one’s hands onto something that was supposed to have, at best, a short-term effect and be forgotten immediately afterwards.
A 46 year old brochure prompts some thoughts on – arguably – the most idiosyncratic Comecon car to cross the Iron Curtain.
It is neither big, nor French, nor Italian, and had an embarrassingly prolific production of over 1.2 million, but the Wartburg 353 is deservedly a DTW favourite.
The price list accompanying the brochure is from April 1971. The £749 asked for the Knight (the name was only used for the British market) deluxe saloon was £26 more than a Mini 1000. A four door Viva deluxe was £883, the equivalent Avenger was £20 dearer. More off-beat choices were the Morris Minor 1000 4 door at £775, the Skoda S110L at £775 (The Octavia wagon was still available at £710), and the new 1500cc overhead camshaft Moskvich 412 matching the Knight exactly for price. Continue reading “Theme: Brochures – 1971 Wartburg Knight”
From the Parazitas collection, a journey into a gentler time.
It is quite possible that I have never seen a Simca 1200S, nor its tamer 1962 predecessor the 1000 Coupe, in real life, but this English language brochure from around 1970 is testament to its existence. Checking a November 1970 issue of Motor confirms that it was indeed offered in the UK at a hefty £1595. Just £1398 would have bought you a Capri 3000GT. The Simca’s more natural rivals, the Alfa Romeo Guilia 1300GT, and Lancia Fulvia Coupé Rallye S are listed at £1848 and £1871 respectively. Continue reading “Theme: Brochures – “Of the Same Noble Breed as the Fabulous Cheetah””
Most of the brochure is just like all Volvo brochures from the late 80s. It’s horizontal, mostly white and assembled with extreme restraint.
The best part of the story of the Volvo 740 (1982-1992) is that the car it should have replaced only went and outlasted it: the 240 (to 1993). Yet the 740 did a lot of things better and was probably a bit more pleasant to drive (Car even rated it as being better than a Granada and a 604 in 1983). It had more room, used less fuel and offered decent reliability. All this is well-known. What makes this brochure more interesting is the location for the photography: the wilds of Ireland, just a few short years before
There might even be one of these cars in the United Kingdom. A GM concessionaire in Manchester provided this brochure by post one day in 1998.
After this iteration, Buick gave up on the personal two-door coupe in 1999, ending a line that had existed since 1963. It began with Bill Mitchell´s hallowed car that supposedly blended the power of a Ferrari with the presence of a Bentley.
After the first version only the 1971 “Boat-tail” which lasted a mere three years, had any further claim to fame. My entrée to the car is the re-styled seventh series which Bill Porter transformed from a car resembling a Buick Somerset Regal but costing much more, into something deserving of the name. I saw these in the early 90s and really liked the full-width lamps, the elegant C-pillar the pleasing lamp and grille arrangement.
In 1964 the Skoda 1000MB went on sale, replacing the first Octavia of 1959 (which stayed in production anyway). It had a 1.0 litre four-cylinder engine.
And it started a long series of rear-engined Skodas. It’s not a car I know a lot about. The Wikipedia web-page reeks of fandom: “Apart from the use of cooling vents in the rear wings and rear panel, everything else about the 1000 MB’s styling was normal, which was undoubtedly in an attempt to appeal to all the conservative-minded buyers in export countries like the UK. This car was highly successful both for Škoda and the Czech economy”.
I picked this brochure up at the Birmingham Motorshow in 1997 or 1998.
The graphic design goes with the fun theme of the car’s design. You could even call it populist and it is soaked in the carefree feeling of that period. Even today the exterior and interior aesthetics are fresh and novel. What must not be forgotten is the ingenuity of its flexible framework architecture which was usefully cheep, meaning Fiat broke even at 40,000 units a year.
While the public had mixed feelings, most of the press disdained the eye-catching style. And yes, it is not conventionally beautiful; Continue reading “Theme: Brochures – 1998 Fiat Multipla”
And finally, another tale of compromise, recounted by M. Seidler.
Once work on the Almusafes plant was underway, Ford negotiated with the Spanish tax authorities to import some cars for use by their staff and management. Presumably the notion of using Chrysler 180’s or Seat 132’s would be too much to countenance. The sticking point was a rigidly enforced annual limit of 250 imported cars for the entire country. Continue reading “Compromise Redux – The Generous Generalissimo”
The Editor considers this Month’s theme.
Once upon a time the juvenile car lover in the UK looked towards Autumn as a period of plenty. For that was Motor Show time, when a glut of exciting new cars was guaranteed to surprise and delight. And if that car lover was fortunate, they travelled to Earls Court or, later, the NEC to attend the British International Motor Show. For many, great as the opportunity was to be able to see these new models in the metal, just as fine was the fact that they could struggle back home laden with a selection of lush brochures. Continue reading “Theme : Brochures – Introduction”
So you thought there was only one Fiesta Mk.1? In fact there nearly were two, and the one we never saw almost tore Ford apart.
From its inception in 1969, Ford’s small car project had always had inter-continental ambitions. An early project structure saw engines manufactured in Brazil being used in cars made first in Europe, with a production base in Brazil following on, which would not only serve the home market, but would also export to the USA. US and Asia-Pacific production sites would follow. Other visions included a simplified low-powered variant adapted for production in developing countries, a third world car maximum speed of 55-60mph, a 0-50 time of 25-30 seconds, capable of being sold at 50-60% of the price of the cheapest Ford Escort.
Continue reading “Theme: Compromise – The Fiesta Mk.1 – Blood on the Boardroom Floor”
Another fine mess…
The more I have considered this month’s theme, the more I have realised that it is far too wide ranging. Compromise is everywhere in our lives, or at least in mine. I could write about any topic and, in very little time, the subject of compromise will come up.
Last week I sent off my driving licence for my first ever speeding endorsement. After 48 years. Damn, it could almost have been a full half-century. Still that’s impressive, no? Actually, no it isn’t. The circumstances of the fine are irritating, but I can’t complain. To have lasted this long says a fair amount about my vigilance, a bit more about our policing, and a lot about my good luck. Continue reading “Theme : Compromise – Setting a Limit”