Today we examine the UK motor industry prospects for the 1963 automotive graduate, and ponder what we’ve lost along the way.
Reading and being able to write are a huge staple in life. Do you remember when it all suddenly became clearer? I’m suspecting many of you (including me) out there don’t; though what you will remember is how wonderful it was to pick up a book and start to enjoy those words and pictures.
Sadly, as life in general often delivers at the most opportune moments, someone then told me ‘Don’t believe everything you read.’ Memories of being disappointed, deflated and downright angry spring to mind. But you Continue reading “Ghost Stories”
After a huge renovation programme and fundraising operation, with a full thirteen employees, November 21st 1898 was the first day of Goodyear production. Bicycle tyres, rubber bands and poker chips were the original products. Goodrich had fire hoses, bottle stoppers and billiard cue-tips. Over in Europe, Michelin had pneumatic tyres fitted to cars in Paris.
We rarely notice them, but they’re the only things which keep us in contact with the road surface. In a new series for DTW, Andrew Miles gets up to his neck in the black stuff.
Charles Goodyear died in debt. Frank Seiberling did no such thing. What links the two is a story of endeavour, brutality, aggressive tactics and a whole host of honest “Ites”. Oh, and a rather large balloon.
Tales from futures past: the Alfa Romeo engine you’ve never heard about.
During the entire Sixties decade, the rotary engine as conceptualized by the German inventor Felix Wankel and developed by NSU became something of the auto industry’s darling: compact, light, powerful yet smooth, and made of few moving parts, it looked like the future.
The Great Contraction is no longer a theoretical construct. It’s here.
The era of unfettered expansion and niche-filling is not only over, it would appear to be in the process of being unceremoniously dumped at the hard shoulder. As European carmakers face a deeply uncertain commercial and regulatory future, previously inviolate marque-orthodoxies are being stuffed into hessian sacks and abandoned, as auto executives contemplate an epochal shift.
While this is a phenomenon affecting the entire industry, it is one that appears to be hitting one with particular force. Already somewhat embattled, having rather publicly persuaded its former CEO to step down, Bayerische Moterenwerke, as reported by Automobile magazine recently by veteran German automotive soothsayer, Georg Kacher, appears to either be (a) in worse shape than their compatriot prestige rivals or (b) is taking decisive (if not precipitous) action to Continue reading “Into the Mystic”
Further to last week’s dissertation on the 1979 Alfa Six, we examine the contemporary reception to Giuseppe Busso’s Alfa Romeo 2.5 litre V6 unit, through the acerbic eye of LJK Setright.
Some engines arrive fully formed, others however, enter the world imperfect, but through a process of development and retrospective correction evolve to defy their early criticism.
A fundamental element of Alfa Romeo’s iconography was intrinsically linked to its engines, especially its pre-war thoroughbreds, those patrician in-line fours, sixes and eights which powered the carmaker into history books, not to mention the hearts and minds of all those with the blood of Portello coursing through their veins. Continue reading “Opus di Busso”
A nice pair of Bristols? We go in search of shutline nirvana – by air and by road.
Earlier in the week, we spent a fair amount of time examining shutlines and the lengths to which some carmakers will go to engineer solutions to the issues left by the stylists, not to mention the depths to which the marketing team will descend to cast them in the best possible light.
Another stylistic dud from the pen of Marcello Gandini, the technically advanced 1974 Maserati Quattroporte expired at birth. We chart its brief life.
When the Maserati Quattroporte was introduced in 1963 it became the first Modenese four door super-berlina, offering well-heeled customers the space and practicality of a sedan with the dynamism and vivid performance of a grand turismo. In 1969 however, production of the model ceased, with close to 800 built – a commercial success by Casa del Tridente standards.
A significant cultural shift was taking place at Viale Ciro Menotti by this time – Automobiles Citroën having acquired control of the Modenese carmaker the previous year. With work quickly progressing on a new sub-3.0 litre V6 engine for the double chevron’s forthcoming grand turismo, Maserati engineering chief, Ing. Giulio Alfieri seemingly took a long hard look at Quai de Javel technology, in particular Citroën’s decision to Continue reading “Porte de Javel”
We return to our analysis of the 50-year old Austin and Fiat contemporaries with a look at their engines. One was the work of a revered racing engine designer, the other was cobbled together by two capable engineers in the backrooms of Longbridge under the thumb of an unsympathetic boss with his own peculiar agenda.
On paper a conservative design, the Maxi’s E series engine turns out to be downright odd in its execution. It evolved from a 1300cc prototype with a belt-driven overhead camshaft, one of many experimental designs being developed in the West Works at Longbridge. Long-serving engine designers Eric Bareham and Bill Appleby were handed the task of reworking the inchoate power unit into an engine suitable for BMC’s new mid-range car.
More capacity was needed, so it was bored out to accommodate 3 inch pistons, leaving no space for waterways between bores or any further outward expansion. Issigonis vetoed belt drive for the camshaft in favour of a traditional single-roller chain, on the reasonable grounds that belt technology was new and unproven at the time. Continue reading “128 vs Maxi Part 4: The Racehorse and the Donkey”
We return to our two stars of the spring 1969 season with a look at the different approaches to chassis design adopted at Longbridge and Lingotto. One car defied convention, the other defined the new orthodoxy.
Raw facts first: The Fiat 128 uses MacPherson struts at the front, with coil springs and a transverse anti-roll bar, and a fully independent system at the rear, comprising a transverse leaf spring, struts, and a single wishbone per side. The Austin Maxi has Hydrolastic springing and interconnection, with upper and lower links in a parallelogram arrangement at the front, and fully trailing arms at the rear.
Today we interrogate Jaguar’s quality claims, explore Browns Lane’s engine policy – and indulge in a spot of counter-factuality.
“Unreliable and unjustifiable, its cars had become a laughing stock, its management a comedy and its accounts a tragedy. Only when it began to take itself very seriously indeed, to cultivate the quality it had previously scorned did things change…” (LJK Setright – Car 1986)
It has been retrospectively stated that the Egan-led quality drive was more illusory than real, which is perhaps a little unfair to the huge effort from all concerned. There was however, in Egan parlance, perhaps a little more sizzle than steak to it. Nevertheless, the reforms had a basis in fact and if the JD Power statistics were any guide, it’s evident that Jaguar made significant strides in this area.
“As you know, the quality of a car really starts with the body. Get the body right and you get the paint right. Get the body and the paint right and everything fits.” [John Egan – Motor, August 1980].
What would become the epicentre of Series III’s existential maladies lay North West of Browns Lane, opposite the Grade A listed Fort Dunlop tyre factory in the district of Erdington, on the outskirts of Birmingham. The Castle Bromwich facility, built by William Morris, was completed in 1940 as a wartime shadow factory for large-scale manufacture of Spitfire fighter aircraft. Over half of the total compliment of Spitfires flown were constructed there.
Post-War, it was purchased by Pressed Steel Fisher as a ‘jobbing shop’ producing bodies in white (unpainted shells) to highly variable standards for a number of domestic manufacturers, Jaguar included. It was entirely reasonable for BL to Continue reading “Saving Grace – Part Three”
On the face of things, Honda’s Geneva e prototype – a thinly veiled (95% production-ready, we are told) version of the forthcoming production Urban EV, marks not only a refreshing change from the over-decorated norm but also a satisfyingly close approximation of the car Honda showed at Frankfurt 2017 to audible gasps of pleasure from the massed cohort of auto-commentators, this non-attending scribe included.
Because if indeed this broadly represents the form the production version will take (and informed speculation suggests it does), it presents a wildly divergent face to the one Honda currently presents to the world. Continue reading “Charges Will Apply”
Series III’s advent coincided with a number of technical innovations, but one in particular would come with a side-order of calamity.
Despite the outwardly positive manner in which the Series III was presented to the motor press, there was no getting away from the political environment under which the car was developed. Jaguar was reeling under the dictates of the infamous Ryder Report, a series of post-nationalisation recommendations which as implemented, stripped Browns Lane of its leadership, its identity and ultimately its ability to Continue reading “Saving Grace – Part Two”
Are we witnessing the slow demise of the inexpensive citycar?
Had one been in possession of a crystal ball back in 2009 I’m not sure anyone would have believed predictions for where the motor industry would be placed only a decade later. It would simply beggar belief and yet here we are, still hoping for the best. But the news just keeps on worsening.
There is a light festival taking place in Copenhagen right now. That’s a valuable reminder of lighting, among the most uncertain aspects of design.
Last night as I wandered around the vicinity of Christiansborg Castle, a bright green laser beam divided the sky. The beam stopped on the spire of St Nikolai’s church, a shimmering emerald hue, and it made me imagine Dr Evil demonstrating the power of his laser to destroy ancient buildings unless the Danes paid out one…million…kronor. I mention this because I very much want to Continue reading “Do Want Your Liver Back, Clever Man?”
What can there possibly be left to say about the Citroën 2CV? Should we simply rehash its backstory, acknowledge its long commercial career, mention the cars it sired, and allude to its afterlife once production ceased? Surely this alone will not do. The problem with approaching cars which have attained the status of holy relics, is finding a means to Continue reading “Simple Soul”
I will quote the comment in full: “What were the limitations of the 60-degree Fiat 130 V6 that prevented it from being mounted in FWD applications like the Thema / Croma (and Gamma) compared to the 90-degree PRV V6, let alone from receiving further development like later versions of the related Fiat 128 SOHC 4-cylinder engines?”
Let us take as our text the wise word of Wikipedia as a starting point. The Fiat 130 engine had its roots in the what is called the “128 type A” motor, which seems to have been designed at about the same time.
That 128 engine was an in-line four with an iron block and aluminium cylinder hear with an SOHC; the camshaft was belt driven. (So – is that assertion true, that in in-line four can Continue reading “O Wander Into My Dreams”
The matter to which we turn our attention today is the Chinese car market, which (and I burn with shame to admit this) for the most part has remained a matter of supreme indifference to me. This is a frightful dereliction of duty on my part; I ought, as one of DTW’s editorial team to Continue reading “The Magic of Stones”
A couple of experiences recently have got me thinking somewhat more philosophically over the last few days and I wondered what others thought?
First, I was reading a certain car related website where there was an update from a long term test of the latest Audi A8. It featured thoughts on the latest headlamp technology which had been fitted as an option on that model. It struck me how ‘clever’ the technology actually was, and then also the scale of investment in R&D and production engineering which must have gone into bringing it to market. The cost of the option left me open mouthed, £4,900. I mean, not so long ago, one could Continue reading “Too Much of a Good Thing?”
Driven to Write profiles a refugee who made it in the new World.
During the early 1970s, it appeared as though Toyo Kogyo’s Mazda division had stolen something of a march on the auto industry. Alongside Germany’s NSU, Mazda invested heavily into wankel engine development and while Neckersulm’s all-in commitment saw them Continue reading “Rotary Survivor”
The 1978 Midas and its talented creator appear largely forgotten. Neither really ought to be.
Even amongst those who breathe petrol vapour for pleasure, Harold Dermott is not a household name. And this is a pity, for he is intrinsically linked to two of Britain’s cleverest and most dynamically accomplished enthusiast cars. That they represent polar opposites upon the affordability spectrum is largely irrelevant – both are equally rare sights today.
But while one is rightly celebrated as arguably the pinnacle of road-car development, the 1978 Midas remains a neglected automotive footnote – a matter which not only belies the craft and ingenuity of its design and construction, but also speaks volumes as to how the automotive world values its innovators and outliers.
Having graduated with a BSc in mechanical engineering, Harold Dermott joined BL in the early ’70s, working on engine development for Jaguar. However, following the notorious Ryder Report, prospects looked bleak for a young, ambitious engineer, and having departed the embattled carmaker, he obtained the rights to Continue reading “Little Wonder”
In the spring of 1975, the XJ finally went on sale in coupé form, but the timing proved somewhat inauspicious.
From the point of inception, it had been Jaguar’s intention to produce the XJ in two door coupé form. Indeed, during 1967, Jaguar’s North American distributors stated that they were only interested in this body style. But with the XJ4 programme already a good 18-months behind schedule, and other BLMC programmes being accorded priority, PSF ceased development of the coupé body entirely.
…is paved with good intentions. But where is it leading us?
Recently, Driven to Write held a metaphorical Bunsen burner to the feet of BMW development supremo, Klaus Fröhlich in the wake of some rather petulant comments he made. On this basis, you might be minded to Continue reading “The Road to Zero”
The advent of a defining car, while largely something of a singularity, can only truly be recognised as such once a period of time has elapsed. Over time, the Ford Motor Company has created a number of cars which have in their way, defined their eras, largely due to their ubiquity, and popular appeal. However, the number of truly outstanding Euro-Ford car designs are fewer in number.
BMW’s latest G20 3-Series iteration has already caused no end of offense, but it appears the affront goes beyond the visual.
“The BMW 3 Series Sedan represents the heartbeat of the BMW brand and the epitome of sporty driving pleasure in the premium midsize segment. Exuding dynamic design, agile handling, exceptional efficiency and innovative equipment features, it takes the signature characteristics of a BMW and turns the volume up several notches.
Precisely drawn lines and strikingly contoured surfaces mark out the exterior, which showcases the brand’s new design language. The interior also has a clear, modern and sophisticated design. The new-edition 3 Series sees BMW building above all on the sporting tradition of the best-selling car.” (BMW Press).
The stillborn Rover P8 remains a fascinating technical fossil, but should the cause of its demise be laid entirely at Jaguar’s door?
Lost causes exert an undying fascination: The Beach Boys’ original Smile LP, Orson Welles’ allegedly destroyed original cut of The Magnificent Ambersons. These and others like them, while unrealised (or unfound) live on in our collective imagination, unsullied by inconvenient reality.
In 1965, the Rover Motor Company was a successful independent carmaker, producing well-regarded luxury saloons and a range of highly capable off-road vehicles. However, its flagship P5 saloon was dating and lacking the resources to replace it, Lode Lane’s developmental head, Charles (Spen) King, working under the guidance of Peter Wilks proposed a modular range of cars to be derived from a single base unit. Continue reading “Viking Burial”
The ideological direction change enacted by Mercedes-Benz for the 2012 W176 A-Class not only precipitated the dying gasp of the German marque’s engineering-led ethos, but went on to vindicate its adoption by becoming a huge commercial success for the carmaker.
This much we know, but the scope and reach to which Mercedes has developed its successor gives eloquent voice of its ongoing significance to the three pointed star. Since its spring 2018 launch, the newest A-Class in five door format can Continue reading “Class Act”
In this second instalment, we examine the XJ6’s technical package.
Sanctioned in 1964, XJ4 was intended to launch in 1967, which seems in hindsight to have been a rather optimistic timescale. The project team would be led by Bob Knight, Jaguar’s senior development engineer and one of the finest conceptual minds of his era. The Browns Lane engineering department at the time was something of a collection of minor fiefdoms, most of whom Continue reading “The Quintessence : (Part Two)”
The immortal ‘Frogeye’ Sprite appeared to be a typical example of British design ingenuity, but its roots may have lain further West: Kenosha, Wisconsin to be exact.
The compact two-seat sportscar wasn’t necessarily a British invention, but for a period of the twentieth century, the UK was arguably, its prime exponent. Hardly surprising, given Britain’s traditionally serpentine network of narrow undulating roads and a taxation regime which dictated lower capacity, longer-stroke engines of limited outright power.
Better known for their two-wheelers as much as a range of small economy cars, the 1985 Suzuki R/S1 was pretty as it was bold. So of course they never made it. Or did they?
For a time during the mid-1980s, it really did appear as though the automotive future was being dreamt up in Japan. With the mainstream European carmakers for the most part mired in creative and technical retrenchment, not to mention chronic overcapacity (some things never change), the Japanese manufacturers had it seemed, invested wisely and emerged as a power to be reckoned with.
Certainly, this period proved to be perhaps the great flowering of Japanese creativity and ambition when carmakers demonstrated to their European (and American) rivals that there really was nowhere to Continue reading “Obscure Alternative”
It’s all platforms, synergies and shared componentry these days. Let’s imagine a more interesting world.
Economies of scale and platform sharing, hello. That means de Dion axles, narrow angle Vees, odd suspension solutions and three-cylinder boxers are out. Common seat frames are de rigeur. The world car is a five door hatchback with an L4 petrol engine (EFI) and MacPhersons up front and something boring at the back: torsion beams? Six speed manual box. Check. Discs all around, no doubt. Maybe that’s optimum but it’s not much fun.
I have asked DTW readers for theoretical cars before, focusing on the brand and model range structure. Here I am politely asking you to Continue reading “Asleep On Stage”
As Citroën reveals the European version of the C5 Aircross CUV, we examine its likely significance within CEO, Linda Jackson’s ‘people-focused’ double chevron reinvention.
Last week, Citroën announced the European debut of its new marque flagship, the C5 Aircross CUV, introduced to the Chinese market last autumn to help arrest the double chevron’s faltering sales performance; PSA citing sales of 40,000 units to the year end. A nice round sum.
A spring break, (or to put it another way, a break in spring) leaves our correspondent in a mildly disturbed state of mind.
One of the many joys of going to the middle of France every spring is that we hire a car for the duration and it never ceases to provide a chance to sample something new from the automotive smorgasbord. This year, for once, we actually got what we expected; Hertz had promised either a 308 SW or a C-Max and we got the Pug.
DTW takes a look at the advanced and stylish Jowett Javelin on the seventieth anniversary of the delivery of the first car, with some reflections on the machine and its creators.
The psalmist’s full three score years and ten have passed since the happy owner of Jowett Javelin serial number D8 PA 1 received his or her keys on 16th. April 1948. It is therefore appropriate to do a little scene-setting before considering the labour and sorrow which led to this remarkable car’s production, and followed it to the end of its days.
Nought to sixty in under 5 seconds, courtesy of a V10. No door handles. What do people do with cars like this in Denmark, I have to ask?
I really don’t know. What I do know is that cars such as this are where there is overlap between the mainstream mass manufacturers and the fringe enterprises (covered since July 2016 with forensic thoroughness in the celebrated Far From The Mainstream series). The difference is that large-scale manufacturers can call on the expertise of seasoned car designers and costly, advanced specialist manufacturing processes.
Cometh the hour, cometh the car. 1988’s E34 BMW 5-Series arrived at just the right moment, redefining the model line and clarifying a template that arguably hasn’t been bettered.
If 1961’s Neue Klasse saloons served to define Bayerische Motoren Werke’s style template and 1966’s 1600-2 popularised it, the Paul Bracq-inspired E12 5-Series of 1972 would take the design principles of Wilhelm Hofmiester and recast them in a modish, yet still highly disciplined context.
A design which married a sharply pared and engineered steeliness with an almost Latin softness, the E12 became BMW’s visual touchstone for almost two generations. So much so that its replacement, 1981’s E28 was essentially a reskin of the outgoing car. Continue reading “Five in Time”
Another future postponed. Today we look at an engine technology from the early 1990’s which, for a short time at least, looked like a certainty.
Where do ideas go to die? Are blueprints simply rolled up and secreted away, to be dusted off by historians in decades hence or are there engineers in a quiet workshop somewhere in Australia (or Toyota City) still burning with religious fervour for what now appears to have been something of a lost cause?
Founded by engineer, Ralph Sarich, the Orbital Engine Corporation was based in Perth and during the early 1990’s attracted the interest of a number of big name manufacturers for a clever reworking of the time-honoured but somewhat flawed two-stroke engine design. For a short period of time, it sounded tantalisingly like Continue reading “Stroke of Fortune”
Almost three years on from VW’s monumental lapse of judgement, the only thing that is clear amid the noxious murk is an overwhelming and potentially damaging lack of clarity.
Not simply a colossal failure and a swingeing indictment of VW’s corporate culture as espoused by the management style of former chairman, Ferdinand Piëch, the repercussions of VW’s 2015 betrayal are proving even wider and faster-accelerating than anyone might reasonably have anticipated.
An opportunity to ‘have a go’ in a friendly colleague’s new Tesla provided me with a first experience of driving an EV.
I fully realise that it’s not that remarkable to have driven one of Elon Musk’s finest, but it’s a landmark in my longish and ever-lengthening motoring life and so I feel driven to write one of my usual streams of consciousness about the experience and the car itself.
One of the guys in my team has a flat black 75D on order and Tesla has lent him a white car to bridge the gap whilst his is being built / delivered, which is a nice touch. Knowing how much of a car nerd I am, he popped in yesterday to offer me a quick go. It turned out I was not the first that day; given he leads an IT department, a load of tech nerds had got there before me. Interesting that, the Tesla appeals to both car and tech enthusiasts … Continue reading “Quick Drive: Tesla Model S 75D”
Continuing this month’s Ka-fest at DTW, we turn our thoughts to a South American curiosity. While Ford of Europe outsourced the difficult second Ka iteration to Fiat Automobiles S.p.A, Ford do Brasil did things rather differently.
The Brazilian Novo Ka went on sale in January 2008, nine months before the European replacement for the 12 year old original. The European car is not really a Ford at all, while the Brazilian car placed an ingeniously re-worked superstructure on its predecessor’s B platform, which originated with the 1989 Fiesta.
Not even two years since its European launch, Ford have got the magic markers out on the KA+. What can it all mean?
“The KA+ was introduced for customers in Europe as a spacious, well-equipped and value-for-money small car that offers excellent fuel-efficiency and fun-to-drive dynamics at an affordable price”. You have been reading the words of Ford’s press department before you write in to complain. A ‘Fiesta Minus’ with ‘milquetoast styling’ is what Driven to Write had to say on the matter in 2016.
As Ford readies its 2018 Euro-offerings, Driven to Write asks whether Henry’s Focus remains slightly askew?
In a Automotive News report this week, it was revealed that Ford will not unveil the new-generation Focus model at the Geneva show in March, electing to do so at a bespoke event the following month. The Ford spokesperson did not explain why this decision was taken (nor, it seems was the question asked) but it does suggest that Ford’s marketers believe they will Continue reading “Ford ReFocuses its Offer”
Suspending his disbelief, Driven to Write asks whether Citroen’s claims for their Advanced Comfort® programme are worth their weight in hydraulic fluid.
Last October, Citroën announced a heavily revised C4 Cactus, intended not only to boost the fortunes of the established (and fading) model, but also to replace the moribund C4 hatch. As we know, in so doing, Citroën abandoned the original car’s distinctive and pleasingly unaggressive style, reverting to a less polarising, yet also more generic look. More grown-up, as the gentlemen of the press might put it.
The other day we were talking about the Renault 16 which led us to the Renault 21 which…
…led me to look for one for sale. Finding one I noticed the unhappy design of the nose cone, the plastic mask around the headlamp and containing the upper grille aperture. Here (below) are some other cars which demonstrate an attempt at rethinking the way the front fascia was handled.
One of them really works – the Ford Sierra is utterly industrial design. And have you noticed the Dacia Duster uses the same concept but eschews the body-colour for the lamp panel? In fact the elegance of the concept is hidden by the Duster’s other fussy details.
Ah 1967: The Summer of love. Sgt. Pepper. Twiggy. Bond.
But leaving popular culture aside, the mood music was more sombre. In the UK, land speed record holder, Donald Campbell died attempting to break the water record on Lake Coniston in his Bluebird K3 jetboat. While back on terra firma the advent of the Road Safety Act set a maximum permitted blood alcohol level, allowing breathalyser tests to be performed on drivers for the first time.
Whether it was Liz’s Jubilee, BL’s annus horriblis, the death of Elvis, the first space shuttle flight or the beginning of the Star Wars juggernaut, 1977 was a year of transitions. Even the music business reflected this, with Fleetwood Mac’s cocaine and divorce epic, Rumours topping the album charts while David Bowie (now off the white powder) offered the icy sheen of Low, a record which suggested a future (if not necessarily the future).
The waltz continues its overdue retrospective sweep through 1987.
By the mid-80’s the Japanese car companies were beginning to really give the European car business the willies, with the UK’s Car magazine bewailing their advent in luridly melodramatic terms. With Honda’s existing midliner being Accorded viable 3-Series rivalry status, Minato-Tokyo prepared a fresh salvo into the hearts and minds of their European rivals with this third generation Prelude.
Utilising the core body structure of its 1982 forebear, the ’87 car’s smoother, softer style and lower nose (made possible by the engine being canted back 18°) lent it a visual grace its predecessor slightly lacked, but its distinctly three-volume silhouette meant its styling appealed more to US eyes than to those here in Europe. Continue reading “Anniversary Waltz 2017: ‘Oh the Eastern Sea’s So Blue’”
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.