A facelift is sometimes an indication that all is far from well with the car’s manufacturer.
In 1958 Humber cars introduced a new body style which was sold under the Hawk and Super Snipe labels. The Super Snipe was the more expensive of the two. For the last word in Humberness, there was the Humber Imperial which was the same as a Hawk and a Snipe in terms of the bodywork but which had “a vinyl roof, automatic transmission and hydrosteer power steering as standard… electrically adjustable rear shock absorber settings, a rear heater and optional West-of-England cloth-trimmed seats”. That West of England cloth was fitted by Thrupp and Maberley***. These details matter. Continue reading “Theme : Facelifts – A Facelift Before the Funeral”
When only basic proportions are giving the game away
Plastic surgery may not be limited to people’s faces, but only on few – usually bizarre – occasions do the stylists tempering with flesh and bone go for a change of the entire body. However, in car design, the situation presents itself rather differently: the choice is between either just a facelift or the full Monty. Continue reading “Theme: Facelifts – Bodylifts”
The ‘It should never have worked but by Jingo it did’ facelift: 1983 Ford Fiesta
The original Ford Fiesta’s sales successes made it so ubiquitous that its appearance ceased to be either noticeable or remarkable. This however belies Tom Tjaarda’s initial design, which was neat, well executed and had, by the tail end of the ’70s, worn well. However as a new decade began, it began to appear dated against newer and sleeker rivals. Continue reading “Theme: Facelifts – Festie’ Refaced”
Could there be anything wrong with trying to design cars that can avoid an automotive face-lift?
When Simon came up with this topic we all immediately thought of the classic facelift disasters. Then there were the handful of acknowledged facelift successes; these have been touched upon by DTW at various points over the month. We are are also aware that some firms make a routine of “mid-cycle refreshes” as they are termed by those in the know. And this is probably to be deplored since facelifting a car means Continue reading “Theme : Facelifts – Does Your Car Pass the Facelift Test?”
The 1999 Jaguar S-Type was Jaguar’s stylistic nadir, so the 2004 facelift had it all to do. Shame it came at least four years too late.
While the 2004 facelift to Jaguar’s S-Type could never fully excise the visual trauma left by its predecessor, it did re-present it in a more palatable form. It remains reasonably safe to say the original 1998 X200 was something of a stylistic dog’s dinner – hardly surprising when you Continue reading “Facelifts – Winning the Battle, Losing the War”
For the very rich there are two modes of consumption.
One is to buy the latest thing and replace it as soon as something better comes along. The other mode is to buy something that lasts forever like a castle or a Bristol. The Filton-based firm was a small one and prided itself on the quality of its vehicles. And they are cars that last, being capable of almost indefinite service life, much like a castle, as it happens.
You can’t polish a turd, but you can sully a diamond
Once, whilst Europe was happy to go on producing the same identical model year after year, until the dies got too worn out to function, the US doggedly changed models every three years, with a facelift every year in between. Thus, any reasonable US car spotter will be able to identify the exact year of a Ford Thunderbird, first by the shape, then by the radiator trim or the rear lamps. Any manufacturer who didn’t come up with something new for each season was not going to be taken seriously.
It was no oil painting to start with, but the facelifted C5 was ghastly.
Dan Abramson’s 1994 Xanae concept signposted Citroën’s entry into the compact MPV sector, but additionally, its styling came to inspire an entire generation of production Citroën’s, each displaying an incremental diminution of creative execution. The Xanae’s conception was overseen by Art Blakeslee, drafted in from Talbot to preside over Citroën’s styling after the allegedly rancorous departure of Carl Olsen in 1986. Continue reading “Theme : Facelifts – Dîner pour Chiens”
Driven To Write descends into facelift hell. Pray for us.
Today’s foray into facelift hades stems from recent past. The original 2003 R230 SL series was a good 65% less attractive than its far more accomplished (R129) forebear. Nevertheless, amongst the less than stellar offerings emerging from Sindelfingen under design chief, Professor Peter Pfeiffer during the post-Sacco era, the R230 in its original form was at least relatively cohesive. Continue reading “Theme : Facelifts – New Adventures in Rhinoplasty”
It’s been going on for so long now, it almost seems a tradition. Fiat’s styling has always been variable. They have produced some great designs and some disappointingly dumpy ones, often in the same generation. But what is constant is that, when it comes to facelift time, however good or bad the original was, the facelift is always worse.
There are various theories I can offer and, not being a Fiat insider, that is all I can do.
In the repository of automotive facelifts, this example is something of an aberrant one. BMW’s E65 7-Series is commonly and perhaps justifiably regarded as BMW’s ‘they’ve gone stark raving bonkers’ moment. Adrian Van Hoydoonk’s styling was on one hand a genuine breath of fresh air, yet at the same time, a visual challenge of epic proportions.
The facelift, once a rather quirky thing, has become accepted. A nip, a tuck, a chop, a stretch. No-one seems embarrassed. Your Editor is aware of these things because, much as he would prefer to always shop at Fortnum and Mason, circumstances (thank you Eoin and Sean) dictate that he has to stand in supermarket queues with everyone else. Therefore he cannot avoid the temptation to browse through those strange little magazines on offer beside the tills and read about these things.