Following my return to the UK, I briefly toyed with the idea of a permanent repatriation to the old country, but London exerts a powerful gravitational pull and before long I was back into a new career in a new side of town. Now domiciled in suburban East London, I was closer to my tame Peugeot specialist, and with the 304 now back on the road (it had survived storage without mishap), we resumed our largely comfortable association.
The 304 had always been predominantly weekend fare, my daily commute into Central London being the task of either public transport or my own two-wheeled efforts. This, I convinced myself was justification for running an older car; not required for daily drudgery, I could Continue reading “History in Cars – An Echo, a Stain”
Domestic bliss with my newly acquired, more comely automotive companion from Sochaux was initially tempered by the fact that there were other, less savoury matters to attend to, like disposing of the now good as landfill Fiat. A number of phone calls ensued before a man turned up with a flatbed, lifted the hapless 127 aboard, and twenty quid better off, Mirafiori’s errant son departed for the eternal. Of all the cars I’ve owned, I have never smoked one as morbidly close to the filter.
The author recalls his experience of Stuttgart’s first compact executive model.
The 1970’s was a dismal era for the UK as the economy struggled with economic shocks such as the 1974 Middle-East oil crisis, stubbornly high inflation, a bloated and inefficient public sector, declining industrial base and a restive, militant workforce. This culminated in a balance of payments and Sterling crisis in 1976 that forced the Labour government of Prime Minister James Callaghan to Continue reading “Living with a Mercedes-Benz 190E”
It’s said that you cannot buy style. I beg to differ.
It had been getting increasingly worrysome for a some time now, but no, this time the gearlever was most definitely jammed. Having engaged reverse as I slotted the Peugeot into a Camden Town parking space one balmy post-Millennial Sunday afternoon, it hadn’t as yet dawned upon me that for the rest of my tenure, not only would I neither reverse this car, nor parallel park it again. The fact that the 304 was going nowhere – except nominally in reverse – had largely carjacked all further thought. That, and the question of what the hell I was going to Continue reading “History in Cars – A Bottle of Evening in Paris Perfume”
Following previous DTW incursions into Peugeot’s 104 series, we take a look at the T15 (or Samba, as it became better known).
I was sorting through a pile of old motoring magazines I found on a shelf in our box room the other day, when I came across an article in the w/e 24th October 1981 issue of Autocar which was the launch piece for “Talbot’s new T15 small car, called Samba in Europe”. I had purchased that magazine (and the others in the pile) on ebay over eight years ago while researching a series on the Triumph Acclaim which appeared on this site some time ago.
In this final part, I take stock of the experience of living with the C6 over the last decade.
There is no getting away from the fact that the C6 has been less reliable and more expensive to maintain than it ought to have been. Most of the problems occurred between 60,000 and 100,000 miles, irritatingly after the warranty had expired. Whether it was the car’s weight overwhelming in particular the various suspension components is a matter of speculation, and one which was often vigorously contested on C6 Owner’s fora.
On average, I estimate I have spent around £1,200 a year keeping the C6 in decent fettle, including a couple of visits to a bodyshop to sort out some corrosion spots, a bit of paint blooming on a wing (caused by a poor respray whilst the car’s paintwork was still under warranty), and the time when some scallywag (if that is the correct term) dropped a brick on the bonnet whilst it was parked in a street, leaving it there so that it – and the damage it had caused – could not be missed.
Why one of the least loved Mercedes might actually be one of the best.
I used to think a good Mercedes is distinguished by the sound its doors make when closing. Nothing oozes solidity and confidence in a subtle, effortless way, like a good Mercedes Klonk. By this standard, my Mercedes E430 T is not the best Mercedes ever made.
In this episode, a catalogue of parts failures almost culminates in the final curtain for the our correspondent’s C6… that was now over five years ago.
The suspension has been the main area of issues with the C6. Drop-links at the rear, bearings at the front, lower wishbones at the front, stub-axles as well as the two struts have all been replaced. In addition, the car has had a total of four new ABS sensors over time, which, when they go on the blink, cause havoc with the electronic handbrake and the SatNav as well as the ABS system itself.
Another sensor which controlled the fore-aft levelling of the car also ceased to function, meaning that, when I returned to the parked car, the front was jacked up, the rear on its bump-stops – the nose pointing skywards at about 40°. Finally, an emergency replacement of a tyre led to a split hydraulic fluid tank as the technician did not Continue reading “The Definition of Obsession? 10 Years With A Citroën C6. (Part 3)”
Ponk-ponk-ponk-ponk-ponk-ponk. The electric glovebox release rapid-fired, a tiny machine gun waging war on my sanity. This time, instead of slamming it shut, I left the lid lolling open like a yokel’s mouth.
Yet the tiny machine gun in the dashboard kept firing. Ponk. Ponk-ponk-ponk-ponk-ponk-ponk.
In this episode of one man’s near life-sentence with a large Citroën, he describes some of the more stressful experiences of C6 ownership.
The day I collected the C6 probably should have scared me off… but it didn’t, somehow. I picked it up on a Saturday morning, very early as agreed so that I would not be in the way of the sales guys getting stuck into the punters on their peak sales day. I stopped off on the way home to collect my son from football training. Naturally, he was curious to experience the C6’s trick suspension, so, whilst still in the car park, I started the engine, let it settle and then pressed the button to raise the suspension.
No cigars for guessing what happened next. The car rose to its top setting… and there it stuck. It being new to me, and having heard and read so much about the complexity/ potential unreliability of the oleopneumatic system, all confidence in the car fled from my body and soul, like a bad bout of psychological diarrhoea.
It was the best of times, it was the worst of times, it was the age of wisdom, it was the age of foolishness, it was the epoch of belief, it was the epoch of incredulity, it was the season of Light, it was the season of Darkness, it was the spring of hope, it was the winter of despair…
On deciding that I would put something on record to mark a decade of C6 ownership via this most informative and thoughtful of automotive websites, the above quote involuntarily entered my mind and won’t now take its leave.
DTW reader, Dave Fisher matches wits with a recently purchased (previous generation) Honda Civic and finds himself coming a distant second.
The question one asks on entering a car such as this – a 2016 Honda Civic Tourer – is whether it is more intelligent than its owner. The car can certainly do many things its owner cannot, but if that means it’s more intelligent is a moot point. Many a dog would agree with the car, especially because, with its rear seats down, the car could easily swallow three or four Great Danes. And if you want to give Mr. Honda another three hundred pounds for a wee gadget, you can mount two bicycles (front wheel off) inside. Very clever.
Oops, I did it again… A belated defence of the Rover 75.
My first contribution to Driven to Write, in the spring of 2018, was to recount the tale of my replacing a V6 Rover 75, following a brief period of ownership, with a new twin cylinder Fiat Panda (as different a car as one could imagine). It was a tale of disillusionment and naivety; of an enthusiast who had not driven regularly for many years aspiring to a car he had admired when new, which turned out to be not entirely suited to his present circumstances.
After a kind reception by the readers of this site, I wrote a follow-up article in which I reviewed my tuned twin-air turbo Panda in more detail; a car that delighted me daily for two and a half years, so much so that I could Continue reading “Recovering A Dream”
In today’s instalment, Andrew gets up close and personal with his Nimrod.
Waves arrive in many forms; tidal, sound, shock, metaphysical even. Relating to my recent motor purchase, all of these and more were felt, some stronger than others. All made an impact, some longer lasting than others. Ownership (counted in minutes ) can be compared to a stone’s impact in water. The ripple effect: having apart from thirty two years behind a steering wheel, hardly any road testing experience – no car swopping auto journalist am I.
Yet perched on sumptuous leather, the view of that long bonnet out front, the rear in another post code, I felt a swell inside. A comforting sense of justification, an encompassing sense of the surreal – a car detached from reality, in my grasp. Disturbing waves are calmed, replaced by mellifluous currents. And this merely driving away from the Lamborghini hard standing.
Electing to foreswear the entire journey home on motorways by heading off piste provided an opportunity to allow the inner Setright to Continue reading “Sinusoidal”
Continuing our Foundation Course in Dacia Studies, a DTW writer examines the outgoing model’s textual significances through a year and a half of real-life experience of a Sandero 1.0 Sce75.
I have so far yet to drive a Logan or Duster, but over the last eighteen months I’ve run up lots of Sandero miles. Does it keep Louis Schweitzer and Gérard Detourbet’s vision alive?
Our Sandero was a collegiate purchase, and democratic principles applied. My favoured choice of car is made in the factory which gave us the Alfasud, but I was outvoted. FCA’s lack of regard for EuroNCAP ratings did not help my cause. Grim commerce and rules of procurement prevailed and we were treated to this ageing star of the developing world’s carmaking industry. Continue reading “Driven, Written: Work Conquers All”
Humans: funny creatures with emotions, feelings and urges. What was the divining moment, the will to leap from a car I’ve known and enjoyed for nearly five years to one that could be respectfully called a Swedish Bentley? A feeling named ennui – my Octavia was perfectly fine – but that was then. Could it be vanity coming a’ calling, age related issues (knees, back) maybe, appealing to more sybaritic senses, or could it be boiled down to simply wanting a change?
Even with regular washing and polishing, the Škoda sparkle had waned. I’ve compared the feelings I underwent, for no-one forced this issue upon me, to that of a seasoned motor racing driver. Not necessarily a champion, but one in need of a new direction, a fresh challenge with an unfamiliar team, and, most importantly, a new steed. With change, different objectives could be sought out. The daily commute might remain constant but the excitement could be enhanced, surely?
Chris Ward continues his report on life with a 2009 Jaguar XF-S, experiencing a few bumps in the road.
Two months in and the Jaguar XF-S has settled into the daily grind. As cruel as it may be to hobble a continent crushing beast with stop-start traffic, the Jag proves adept at leaping over life’s bumps and ruts.
We welcome a fellow sufferer to the DTW branch of Kitty-Fanciers Anonymous.
My parents have always been baffled by my fascination with cars. The curse is not familial; neither parent has a fluid ounce of petrol in their veins. Dad preferred football to fast metal and never learned to drive. Mam passed her driving test in her thirties out of gritty necessity, her car ownership journey characterised by a series of grudgingly bought and traded-in Fiestas.
I on the other hand absorbed everything automotive like an oversized Halfords sponge. A yearly highlight was a trip to the Daily Mail British Motorshow. The week long event coincided with my birthday, making a trip to the NEC a great present for a car mad youth. One of my most vivid memories is from the 1988 show; I was ten when Jaguar launched the XJ220 to a seemingly hysterical response. Continue reading “Big Cat Hunting (Part 1)”
The Mazda Tribute was launched twenty years ago. If you don’t remember it, you’re in the majority who overlooked the car when it was on sale, then quickly forgot about it. Time to remember.
The Tribute was significant in that it was Mazda’s first tentative step into both SUVs and four-wheel drive*. It was co-developed with Ford, which held a 33.4% stake in Mazda at that time. The Ford version was called Escape in the US and Maverick in Europe. It was a mid-sized five-door transverse-engined front or four-wheel-drive SUV. The model was based on the Ford CD2 platform, which was itself a development of the Mazda GF platform that underpinned the 626/Capella saloon.
The author reviews his four years with a 2015 Porsche Boxster.
In an ideal world, I would report that my current 981-generation Porsche Boxster, purchased in 2016, directly replaced a previous generation (987…don’t ask) model that I owned for six years and enjoyed tremendously. Unfortunately, I strayed and had a two-month torrid but unfulfilling affair with a Jaguar F-Type convertible before coming to my senses and returning to Zuffenhausen.
In 1976, Renault introduced the 5 GTL, a version of France’s best seller which was intended to appeal to more economy-conscious customers. Powered by a detuned version of the 5 TS’ 1289 cc engine, it was a low-revving, relatively unstressed power unit, aimed at reducing fuel consumption – in a rudimentary manner perhaps, predating BMW’s more elaborate attempts at achieving a similar goal with their ETA engine programme the following decade.
A Minor Matter. First-hand experience of Issi’s magnum opus.
For reasons which were for the most part, monetary in nature, I have found myself being the final owner of a number of cars which have entered my care. This is not a particularly comfortable realisation, and might lead the casual observer to a misapprehension that I have not been the most careful of keepers, a matter I would take issue with. In truth a good many of these vehicles were far from their first flush of youth by the time they entered my sphere of influence and try as I might, I fought an often losing battle to Continue reading “Such A Small Love”
Daniel O’Callaghan concludes his running report on his partner’s 2014 MINI with an assessment of its dynamics, its ergonomics and his conclusions.
The driving experience and refinement is where the third-generation new MINI really distinguishes itself positively from its fun but flawed predecessors. It has a nice turn of speed, 0-62mph in 7.8 seconds, which is 0.1 seconds quicker than the manual, and a claimed (but untested!) top speed of 130mph.
The torque-converter automatic gearbox is very smooth, kicks down readily and has a manual override if wanted, which we’ve never used. This gearbox has now been superseded by a dual-clutch unit. The three-cylinder 1.5 litre turbocharged engine pulls strongly and has a nice, gruff engine note. Continue reading “Our MINI Adventure (Part Two)”
In my recent review of MINI over twenty years of BMW ownership, I declared an interest in the shape of a MINI Cooper three-door Hatch, jointly owned with my partner, Murray, who is its main driver. I promised a long-term report on the car, and here it is.
We had owned a 2005 Skoda Fabia for nine years and 55k miles from new, which had served us very well as a runabout and carry-all. We wanted to replace it with something more fun and engaging to drive. It had to be an automatic, as Murray learned to drive in the USA and his UK licence still carries that restriction.
In the final part of our ownership experience review of the Skoda Octavia Estate, we discuss service intervals, sloths and dodgy DRLs.
Living with the Skoda Octavia is a pretty pain-free affair. As mentioned previously, it’s very parsimonious with respect to fuel consumption, it’s comfortable and spacious to sit in and drive, it rides well enough (with a decent level of pliancy), and it’s reasonably quiet.
The Skoda has also been pretty reliable – but not flawless.
I’ll start with the niggles. The Tyre Pressure Monitor Sensors (TPMS) are irritatingly sensitive, and I feel like I have had an ongoing battle with them. The near-side rear, in particular, goes off every other journey, and yet every time I check it, it’s only within 1 or maximum 2 PSI of where it should be. I have had the Skoda service centre have a look at it on many occasions and they can never Continue reading “Long Term Test: No Longer Surprising Skoda (Part 3)”
In this middle section of our long term look at the Octavia Estate, we review how the mid-range Skoda drives.
Driving the Octavia is a bit of an unexpected bonus – it’s a much sweeter drive than I expected. The steering is direct, well-weighted and helped by a well sized, shaped (it’s actually round!) and covered steering-wheel. When I say ‘well weighted’, actually, that depends on which driver setting you choose – in this case it’s ‘normal’ as ‘sport’ is just heavy and gloopy.
Continuing a habit of testing cars which other motoring journals have already tested ad-nauseum, here’s a LTT of my Skoda Octavia Estate 2.0L Diesel SE-L
We have had our Octavia since the middle of July 2017. In that time, it has travelled over 37,000 miles and proved to be a very capable and worthy steed. it’s painted in vibrant metallic Rio Red (in the sunshine it looks a bit like Heinz Tomato Soup – other tomato soups are available), with a very fine, tough, finish.
The Octavia arrived as part of my rejig of our car portfolio (pretentious, moi?) where a Mazda3 Fastback (also subjected to numerous LTT articles here) and Xsara Picasso (ditto) were replaced by the Skoda and a FIAT 500 (which I have, again, written about here). A C6 still lurks on the driveway. By and large, the Skoda is driven by me to get me to Continue reading “Long Term Test: No Longer Suprising Skoda (Part 1)”
A welcome return to DTW from Chris Ward, with a final update on his Festie.
So, the Fiesta has gone. Long gone, in fact: over half a year has passed since the scarlet terror was taken away by a man bearing a clipboard and a polyester coat. Yet despite the intervening months (for which I can only apologise), my thoughts remain much the same as when the car was in my possession.
The times are clearly a-changing at Wolfsburg, if Volkswagen’s smallest ‘SUV’ offering is anything to go by.
One of the nicknames given to Herbert Diess during his tenure at BMW was ‘Scrooge’. Even though he’s in charge of the VAG empire in general and the VW brand in particular these days, it would appear his business instincts haven’t changed one bit. Certainly not if the VW T-Cross, one of the first products into which he had any significant input, serves as an indication. For this Polo with rugged pretensions barely feels like the kind of car one expects a Volkswagen to be.
Obviously, it wasn’t just Herr Diess’ parsimonious tendencies that cast such an unflattering light onto the T-Cross during the week I and my partner got to sample it. The sometimes merciless nature of the rental car lottery was equally to be blamed. After all, just a few weeks prior, we’d truly been spoiled with the excellent VW Golf GTI Performance – a car that highlighted what Wolfsburg can be capable of, in truly impressive fashion. The contrast with the T-Cross therefore could scarcely have been any harsher.
Obviously, the T-Cross is supposedly one category below a Golf-size car (which is what we’d booked and I insisted upon, to no avail), and a 1.0 litre three-cylinder engine, producing the grand total of 115 metric horsepower cannot hope to Continue reading “Driven, Written: VW T-Cross (2019)”
If cars really can be viewed as Art, where does this leave the 1999 Citroën Xsara Picasso?
Here at Driven to Write, we are fond of celebrating the worthy, the left of field and the more outlying inhabitants of our vehicular rich pageant. However, nobody in possession of the requisite technical or visual discernment would willingly choose to scribe a hymn of praise for the Citroën Xsara Picasso (to lend it its full name) – a motor vehicle which could perhaps only lay claim to the quality of mercy.
Dublin resident Mick reports on life with a Volvo C30.
There doesn’t seem to be a lot of love in these parts for the mark V Golf. Not so here. I had 4 of them. My favourite was the ’08 black 3 door. So much so I kept it for almost a decade. The TSI engine that was reputedly brittle brought me and my learner clients almost to the moon (well over 300,000 kms).
As Transport for London enacts its Ultra-Low Emission Zone, the case for DTW’s 1996 Saab 900S (and others like it) becomes scalpel-thin.
When it comes to motor cars there is absolutely nothing dull about metronomic reliability. I therefore hesitate to employ the adjective ‘boring’ when it comes to the dependability of my Saab, despite the undeniable fact that, in the almost six years I have been its steward, it has been an almost entirely trouble-free experience.
Spending the Christmas season with the Ford Fiesta Vignale.
At the risk of repeating myself, I feel compelled to explain the set of circumstances that resulted in myself and my partner crossing Germany (twice) in the finest of small Fords towards the end of the year 2018.
Having sold my better half’s car early in the autumn (and with my own steed in storage), we found ourselves at the mercy of our friendly neighbourhood’s rent-a-car station on more than one occasion. For the holiday season – which entailed a 900-kilometre-trip from Hamburg to the Swiss border and back – we were destined to Continue reading “Fiesta de Navidad”
Driven to Write recalls his early forays into motoring.
Starting procedure: Insert key into ignition. Turn key clockwise. Lift floor mounted enrichment (choke) lever fully. Engage clutch. Lift spring-loaded, floor mounted starter (mounted behind gear lever next to choke). Hold until engine fires. Ignore the shaking of the engine on its mountings as it settles into life. On no account Continue reading “History in Cars – Ciao Baby”
As Chris puts more miles on the Festie, both life and frost damage intervene.
The wheel dropped into the pothole and my stomach followed. CLONNNNNNG, the Fiesta’s front driver’s side alloy rang out in the cold winter air like a dropped bell. The low profile tyre was no protection against Nottinghamshire’s homage to the Rift Valley, a hole both deep and wide running transversely across a join in the tarmac.
Sometimes driving the dream isn’t quite what it is cracked up to be. New contributor Chris Elvin outlines why he’s done a’ Rovering…
Despite passing my driving test shortly after my seventeenth birthday and having been enthusiastic about cars from toddling age, I managed to retain the position of being the only person in my immediate family never to have owned a car until quite recently, in my late 30s.
After a bit of a hiatus, DTW’s non-executive classics sub-editor at-large, Myles Gorfe, reports on a busy month for his 1975 Ford Granada 2.0L. Costs: £310.00 for towing. £190.34 for sundries. Miles travelled: 0
Myles Gorfe writes: It’s been a busy month for the Grannie. After a bit of a hiatus, work on getting the car back on the road began to continue, albeit in a stop-go kind of way. To recap, the engine stalled during the last test. This has to be handled by my new mechanic, Ken Cutler of Ken Cutler & Co. Carriages.
I realise it’s an old and oft-discussed issue, but I have experienced VW shooting itself in the badge.
I was recently loaned a brand new VW Golf Estate for the day whilst my Octavia of similar form was in for its 10k oil-change. I have frequently read over the past few years how the differential between VW Group’s brands has blurred, but this is the first time I was presented with an opportunity to witness the phenomenon so directly. And, although I should not have been, I was a bit taken aback at the experience.
Forgive me for insisting on writing about cars I have either driven or owned – I think it’s some kind of automotive catharsis. You may have noticed a taste for what could be described as the slightly offbeat, leftfield, or maybe just unloved. So, humour me as I bore you with the Honda Integra.
Being precise for a moment, Wiki informs that the version to which I am referring is the AV Series which was built between 1985 and 1989. It was known in other territories as the Quint Integra and also, in Australia, was sold as a Rover 416 (all these years I have thought myself to be a bit of a BL/ ARG/ Rover Group/ MGR officianado and I never knew that until now).
A few months after having left my now ex-go-to-work wheels in a Skoda dealer’s customer parking bay, I thought I should put a full-stop on the sporadic LTT that I sometimes provided on these pages.
Time and the opportunity to compare it with the Octavia which replaced it provide context and perspective on my views. I spent just over two years and 33,000 miles with my Titanium Flash Mica hued Mazda saloon. To recap, I bought the car with the original intent of swapping my C6 in for it, but instead, through the benevolence of my family, I was able to keep the slightly exotic and eccentric Citroen ‘for pleasure’ and have the Mazda to take the burden of my extended daily commute.
There probably isn’t anything left on the keyboard that has not already been written about the FIAT 500, but that’s not going to stop DTW as recent ownership has permitted some real-world insights.
The new-age FIAT 500 is a car I don’t want to like. It’s a cynical fraud for starters, sharing underpinnings with the previous generation FIAT Panda and Ford Ka. I like the Panda, having an especially fond soft spot for the 100HP which was the meaner spiritual successor to the Cinquecento Sporting that I so cherished in my early twenties.
I think I am also biased by ownership of that car, which I thought at the time to be a logical progression of the Nuova 500’s gene-pool; the Cinquecento of the late 80’s and 90’s seemed to be just that – small, practical, basic and cheap. The pastiche Nuova 500 alike styling of the new 500 – inside and out – is a commercially cynical attempt to Continue reading “Pointless Road Test – FIAT 500 1.2l Lounge”
Driven To Write’s Classic Vehicles Editorial Assistant is Myles Gorfe. Here he reports on life with his trusty Granada 2.0 L . Miles driven: 2.3. Costs to date: bill pending.
It has been very busy on the Granada front this last month. After a bit of a spell where suppliers played merry hell with deliveries (bootlid badges, gear lever, steering column shroud, headliner, sill kick plates and a grommet for the fuel system) and the mechanic had to recover from a slipped disc, things have finally moved on.
Frankie J., who has done most of the work on the car since March, put his back out big style trying to lift the engine out for a spot of routine maintenance. He started late on a Friday evening after everyone had gone home. The engine suffered no damage but Frankie spent the weekend in the workshop unable to Continue reading “Our Cars: 1975 Ford Granada 2.0 L”
In this concluding part, we delve further into the Range Rover’s dynamics.
One could be excused for expecting the Range Rover’s road behaviour to be ponderous and unresponsive, and while one never loses the sensation of driving something quite vast, the RR can cover ground with an alacrity and poise that is both satisfying and deeply impressive. Even on the narrow, meandering and frost-scarred roads of West Cork’s ‘Wild Atlantic Way’, the air suspension’s ability to Continue reading “Driving Range – 2009 Range Rover Vogue TDV8 : 2”
Part one: Driven to Write gets ideas above its station.
‘Above and Beyond’: As advertising taglines go, this one speaks to an essential truth. Because driving a Range Rover genuinely does suggest an altogether loftier plane, and it is this sense of elevation, otherwise the sole preserve of Rolls Royce owners, that is perhaps the car’s defining characteristic. Continue reading “Driving Range – 2009 Range Rover Vogue TDV8”
Was it the 2CV’s slightly duller brother, or the car the 2CV should have become?
In all practical respects the Citroën Dyane was an improvement on the 2CV. The sliding front windows were more convenient, the two position fabric sunroof easier to use, the hatchback more versatile, the bodywork a little more slippery. Yet, despite comprising nearly 17% of total 2CV platform production in its 15 years, against the 2CV saloon’s 45% over 42 years, it is a bywater in Citroën history because, of course, it isn’t a Deuche and, in terms of original intent, it isn’t even strictly a Citroën, since it was intended toContinue reading “The Citroën Dyane is Fifty This Year”
At the same time, I’ve been getting my own low-level insight into the mindset of Ferdinand Piëch. From what I know of him we have little in common, save a desire – realised in his case, unrealisable in mine – to see a rather silly car produced; one that no-one else in the world needs. I started my doodlings thinking of simple things that could, perhaps, be built on top of a scrap 2CV platform. But Dr Piëch has inspired me that, like the Bugatti Veyron, second-best just won’t do. Continue reading “Vanity Of Vanities : Work In Progress”
My recent speeding endorsement re-awoke my idea that what the world (meaning Sean Patrick) needs is a slow sports car. The problem is that modern cars’ abilities have become so high that driving them at legal limits is pretty stultifying.
Basically engines are too powerful and tyres are too wide. Their competence is such that any sensation is insulated until you get up to speeds that risk doing your licence, not to mention yourself and others, irreparable harm. The above photo shows EVO’s Jethro Bovingdon, demonstrating an admirable determination to Continue reading “Slow? Slow? Quick? Quick? Slow!”
Necessity might be the mother of Invention, but her second child is named Compromise.
For anyone with an ounce of petrol in their veins, few experiences necessitate compromise more than parenthood. Children may be small, but their interminable things are not. The gravitational pull of a gurgling baby Katamari attracts hitherto unimaginable mountains of clutter.
Following his Final Report from 2015 and his subsequent Update from last April, here’s another one from Sean. Until the penultimate, absolute final update report he plans for late 2017 or thereabouts.
There was always the worry that, with time, the scales would fall from my eyes and I would see the Cube as the embarrassing and rather fatuous novelty that others see it as. Certain respected visitors to this site have made their abhorrence of the car apparent, and others have possibly implied it politely, by evading the subject entirely. However, for me, the satisfaction of ownership hasn’t worn off. Of course, city dwelling, and my rag-bag of alternative vehicles, means that I’ve only done about 7,000 miles in it over 18 months but, for me, it’s an excellent thing to have. Spacious inside, compact outside, good all round view. It’s perfect in town, and perfectly tolerable on long journeys. A hypothetical electric Cube might be preferable but, when I consider the alternatives actually available, I have no regrets. Continue reading “Our Cars – Nissan Cube : End Of Year Update”
One of the few positive things I could say about owning a RenaultSport Clio was it never left me short of things to write about.
From the way it demolished a corner to the way it demolished a gearbox, every journey was an anecdote. Owning the Clio was exciting in the same way that owning a live hand grenade would be exciting. By this yardstick, the Fiesta simply cannot compare. It is simply too smoothly competent to inspire easy prose. Go for a drive however and the Ford proves to be a capable story teller in its own right. Continue reading “Our Cars – Ford Fiesta Zetec S Red 1.0”