In terms of prose and style, Porsche’s advertising certainly couldn’t keep up with the modernism of the company’s flagship GT. Yet the Swabian virtues persisted.
Given the amounts of thought, devotion and creativity that went into the creation of Porsche’s landmark 928 coupé, it comes as a bit of a surprise that the ’78 vintage brochure of the car isn’t terribly advanced in terms of layout or prose.
The overwhelming sense is one of pride and Swabian thoroughness, with just a hint of ’70s glamour and cosmopolitan flair added. Double pages are devoted to the 928’s being awarded ‘Car Of The Year’, obviously, as well as its design and engineering development process.
While it’s comparatively easy to dismiss it as something of a parts bin special, the 1967 Fiat Dino Coupé amounted to a good deal more than the sum of its parts.
By the latter stages of the 1960’s, Fiat management realised the necessity of providing more than just basic transportation for the Italian market. With living standards on the rise, the demand for more upmarket cars grew – at least within the bounds of what Italy’s stringent taxation regime would allow. With Dante Giacosa’s engineers at work on a series of new models to cover the compact to mid-classes – (124 and 125-series’) in addition to a new flagship to replace the dated 2300-series, Fiat’s offerings to Italy’s middle classes reflected this push upmarket, even if the egalitarian Giacosa didn’t necessarily understand the necessity. With these models in hand, it’s therefore a little odd that Fiat saw fit to embark on the Dino programme, because on the face of things, it looked more like a favour to Ferrari than anything that particularly stacked up as a business case. Continue reading “Fiat al Fredo – 1967 Fiat Dino Coupé”
DTW’s correspondent visits a museum and finds his perception challenged.
Before I start on any negatives and disappointments let me make it clear that the Louwman Museum at Den Haag in the Netherlands is one of the best car museums in the World, possibly the best. Obviously that opinion is subjective and so is the collection, generally the choice of one family. For instance if you’re looking for BMWs, a single pre-war 328 represents many people’s favoured marque, but at least one DTW contributor would be pleased to find three Lloyd cars on show. The collection tapers out as we get later into the last century and production cars of the 21st Century are illustrated by just a cutaway Prius. But in terms of giving a general overview of the earlier history of the motor car, one that entertains, intrigues and informs by mixing in a good amount of both the quirky and the outstanding, it would be very hard to beat. Continue reading “Louwman Museum I : A Prince In Exile”
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”
First, an apology. This sequel to our piece on the Mohs Ostentatienne was originally promised to coincide with the 20 January 2017 Presidential Inauguration. In the event we missed it. Blame the crowds.
The Mohs Safarikar was Bruce Mohs’ next motoring project after the Ostentatienne. Obviously sharing what, back then, was certainly never referred to as DNA, this was a companion to the Opera Sedan, the clue to its function being in the name. As with the Ostentatienne, the Safarikar is an easy target for the smartarse motoring writer wanting to get a few cheap laughs with little intellectual outlay, and forgive me if I don’t manage to rise above my peers. Continue reading “A Larger Car for a Larger Continent”
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”
Sixty this year, Lancia’s zenith gets the DTW spotlight.
Pushed to choose one marque defining model I wouldn’t hesitate; after all, there are Lancias, and there is the Flaminia. Others might disagree and that is fine. We all have our icons, and if you believe the sliding pillar era was technically or aesthetically superior I wouldn’t necessarily argue. It’s a personal choice. Continue reading “The Pinnacle – 1957 Lancia Flaminia”
Making amends for past indiscretions, Driven to Write takes a long look at the last true Citroën.
Despite its premier position in Citroën’s iconography, the incomparable Déese never really represented the double chevron’s stylistic North Star. That position is occupied by its less well loved successor, the 1974 CX. Despite being viewed by some ardent Citroënists as the lesser vehicle to its definitive forebear, the CX’s silhouette remains not only the one best associated with the marque, but also one which most aficionados would welcome a return to. Continue reading “Act of Contrition – Citroën C6 (part one)”
While the mainstream UK motoring press likes to pretend it tells it like it is, they often don´t.
The 1995 Nissan QX served as a butt of jokes at Car magazine who reminded us ironically that “it exists“. Autocar took a more charitable view, summing it up as a superbly built revelation on the road. Apart from this this, the QX is quite forgotten. Not by me for whom these kinds of neglected cars are some kind of mild obsession. I suppose it’s the fact the press told us not to bother that makes me want to know what it is that we must ignore. Continue reading “Everything You Know Is Wrong”
Recently we’ve been looking at the Lancia Y10 and asking whether luxury and compactness are compatible.
Seventy years ago Triumph thought so. Introduced in late 1949, like most of the UK Motor Industry production of the time, the Triumph Mayflower was chasing exports. As the chosen name suggests, the United States was a prime potential market but it seems that the UK’s image of the US’s image of the UK is forever distorted. Just like Ford’s stewardship of Jaguar, Triumph felt that a traditionalist approach was what US buyers expected from a UK company, this at a time when everyone was looking to the future. Continue reading “An Early Case Of Retro”
Like most of what we do here at Driven to Write, our commemoration of significant automotive anniversaries throughout the past year came about largely by accident and was therefore never intended to be exhaustive or definitive. But with 2016 consigned to a blessedly welcome end, we now find ourselves like overindulged children with an embarrassment of riches for which we have little real use. So in the spirit of post celebratory ennui, we propose to take a brushstroke to the cars we never quite got around to last year. Continue reading “Anniversary Waltz”
It’s Spring 1981, and I’m in Charlottenburg, on the western edge of the British Occupied Sector of West Berlin.
The picture is taken on Wundtstraße at the edge of the Lietzensee. These names are still powerfully evocative of the time I spent in Berlin, half a lifetime ago. German big city carscapes are, in my experience at least, underwhelming. The urban dwellers’ favoured cars are small, cheap, usually French, Japanese, or Korean, and very old by British standards, but not quite old enough to be interesting. Continue reading “Theme : Places – Another Snapshot from Occupied Europe”
Let us briefly remind ourselves of Leslie Poles Hartley’s words, ‘The past is a foreign country: they do things differently there’.
The country photographed is now in the past, the Deutsche Demokratische Rebublik, a failed state which ceased to exist in 1990, and they really did do things differently there. When I took these photos nine years before the fall of the Berlin Wall, the DDR was dysfunctional, but very much extant, and didn’t look as if it would be brought down any time soon. Continue reading “Theme : Places – Snapshots from Occupied Europe”
What’s hard to believe is that this design was the product of seasoned designers.
The 1993 Nissan AQ-X has several small and large errors that add up to something of a disaster. But we will learn from this. Being charitable, it’s a packaging car. The rear compartment has stupendous legroom. The doors open wide for easy ingress and, when you need to, egress. Up close the vehicle is finished to a professional standard (I mean at about 10 cm distance). At 10 metres you begin to
If you think idiosyncratic coachbuilder Zagato is a peculiar kind of company, prepare yourself for the multi-facetted oddness of Rayton Fissore
As there are so many uncertainties about this particularly unusual automotive enterprise, let’s start with the verified facts. This company actually did exist. And while this may seem like a given, this very fact needs to be established, as so much about this business remains shrouded in mystery. Continue reading “Bevy of Strangeness: Rayton Fissore”
Confession time: I said there was no chain involved in this teaser, but there is one. And a couple of shafts. And one absolutely enormous toothed belt.
The answer is that the engines of all four cars were also used in motorcycles. It’s a rarer peculiarity than might be expected, particularly as I applied a self-denying ordinance which excluded tricycles, sidecar haulers (even the Borgward-Goliath-Kröger), and one-offs. All four two-wheelers here were on public sale as complete, series-produced entities. Continue reading “Connect the dots #3: The Answer”
Here is a working car, heading the wrong way, from new to neglected. It’s getting tatty and probably won’t have a next owner. These Omegas disappeared quite rapidly after production ceased in 2004. The period reviews had an approving tone, especially with regard to ride quality. Continue reading “A Photo For Christmas Day”
A mighty wind from Wolfsburg marked the Passat’s coming of age.
Before we were all persuaded to go and unlearn it, the term ‘Mondeo Man’ was late ’90s media shorthand to describe UK’s Mr. Average. However his German equivalent would have been more likely to have been polishing a Volkswagen Passat ‘of a weekend. Trouble was, outside VW’s home market, comparatively few else were. Volkswagen’s mid-liner sold respectably, but its image remained as studiously underwhelming as its sales figures. Continue reading “Piëch Practice – 1996 Volkswagen (B5) Passat”
The Saab Car Museum in Trollhättan, Sweden has a well-presented and thorough collection of production, prototype and concept cars.
In this installment I will take a gander around the production cars. DTW is very pleased to present the work of photographer Niels Moesgaard Jörgensen who accompanied me on the visit. A few of my own images are scattered in the collection.
For some reason, I’ve been thinking about the chance of a better future recently. Car advertising always promises that. Cars seldom deliver it.
The better future is what most the people in old car adverts seem to take for granted. A trim young couple grin out at me, assuming things will just carry on getting better and better. For them, maybe they did. Certainly their marriage was statistically going to last a fair bit longer than that Vauxhall Victor F that they seem to be so pleased with, but which is probably rusting already. Today, that Insignia may no longer originate in Luton, but it may well last far longer than the modern couple. If they are a couple. Or maybe they’re just colleagues. Actually they look a damn sight more pleased with themselves than with the Vauxhall. Continue reading “To the Victor …….”
The joke’s on me: Cortina isn’t just a 70’s Ford. The 1956 Olympics took place there. The car came in 1962.
Ford make decent affordable cars for people like you and me. Even if we may never buy one, most people could imagine owning a Ford whether they really want to or not. So, how plausible is the Cortina name?
I will immediately admit that until I started writing this, I knew nothing about Cortina other than that it was a town in Italy. Prior to that (sometime about a year ago) it dawned on me it was a place-name. If you
In 2008 Touring Superleggera showed their reimagining of the 2003 Maserati Quattroporte, the Bellagio.
Jalopnik calls it station wagon while Superleggera call it a fastback. I would call it a hatchback. All they needed to do to get it precisely in tune with our vexing Zeitgeist is to add 10 cm to the ride height and jam in a 4wd system. That is a distracting comment. As it stands, Superleggera have managed to respectfully turn the very nice Mk V Quattrporte into a believable semi-estate car. Should we tag it “is now” or “was then”? The car is still listed at Superleggera’s website. Other sources (ahem) say four have been built – which is somewhat fewer than I would expect given the general excellence of the basic car, the skill of Superleggera and the allure of the Touring name. While there are not many new cars I’d like to own, I could think of things Touring Superleggera could do to Continue reading “Uncertain Smile”
Could we have imagined the 1985 launch of the Y10 would mark the beginning of Lancia’s final act.
History does make for strange bedfellows. In 1969 Fiat handed control of Autobianchi to Lancia’s beleaguered management, entwining both marques. More than a physical union, their relative destinies would also become one – or at the very least, follow eerily similar pathways. History, as I’m fond of pointing out, has a way of repeating. Continue reading “Small Wonder : 2”
This item is from legendary motoring scribe Archie Vicar’s motoring diary for the Chester Mail, July 1972.
Time stops for no man but Fiats can stop for everyone, at any time. While out on test with the revised Fiat 128 I found myself stuck by the side of the road near the Swan at Tarporley: failed brakes. The wretched car juddered to a halt with engine braking just as the lunch menu reached its final dregs. Only the rabbit brawn remained (foul) and I followed that with some Cheshire pudding and followed that by coaxing the stricken car back to life. Luckily I had some Bleedmaster which is made by Holts. Using it one can bleed a brake or clutch system single-handed. The kit included the brake bleeder and a tin of Castrol Girling brake fluid. The whole job took under three hours meaning I had a chance to Continue reading “Archie Vicar’s Motoring Week : July 28 1972”
After taking a look at the 1976 Ford Fiesta, let’s examine its more restrained successor, the model of 2002.
“It was designed to please the public, men and women alike, with those big headlamp eyes, and that smiling radiator mouth.” Those are the words of Chris Bird. The project started in 1998 and is one of the unalloyed Bird Fords. The project bore the code B256 and featured a new floor pan for three variants: the five-door, the three door and the Fusion. Continue reading “Reserved – 2002 Ford Fiesta”
If you’re late to the party, you better have your best dress on. Henry’s mid-70’s ‘Bobcat’ marked Ford’s B-segment début, but its undercarriage was showing
Late is better than never, and having sat on its corporate hands for years, Ford finally launched their supermini contender in 1976. So what took them so long? The answer lies both in Uncle Henry’s corporate culture and deep-rooted fear of failure. But having toyed both with front wheel drive and subcompacts at various times, the beancounters were having none of it. Continue reading “Party Animal – 1976 Ford Fiesta”
I’ve recently written about one Italian car’s 50th birthday, the Fiat 124. Now I will try to write about another 50 year old, from the other side of the tracks, the Lamborghini Miura.
Actually, here we are on the second paragraph and this is already threatening to be a labour of duty. Certainly, other DTW stalwarts wouldn’t go near the subject when there are still XJ40s and Astra Fs left on our roads and I admit that so much has been written on the car that I wonder what else I can say. Hell, I can’t even think of a title that won’t have been recirculated ten times or so. Continue reading “A Load Of Old Bull”
This example hoved into the gloomy car park of a shopping centre near me.
Although barely known in Europe it is one of those world cars with a basket of names and functions. It has had eight badges attached to it and has been propelled by eight engines. It’s the Mitsubishi L300.
In 1989 the little Lancia Y10 looked like the runt of Lancia’s litter. What was it doing in the range?
At that time Lancia dealers stocked the ordinary Delta, the Delta HF, the Prisma 1600, the Thema and Thema Ferrari 8.32. Did any European manufacturer have such an inconsistent or heterogeneous range? Isuzu had a coupé and an SUV – (Piazza and Trooper), while Subaru had the tiny Justy, midsized 1800 4wd estate and the XT. Perhaps only Volvo’s odd mix of the 340, 480, 240 and 740/760 gets close in terms of antiquity/novelty and visual difference. No, the prize for incoherence must be Lancia’s. Continue reading “Small Wonder”
Volvo’s trailblazing glassback coupé marked a new beginning for Gothenberg, but a creative swansong for its Dutch subsidiary.
With a reputation for solid looking, robust and uncompromisingly functional saloons, the last thing anyone expected from Volvo in 1986 was a shooting brake style sports estate. Yet for those with long memories or a photo of a P1800 ES to hand, Volvo had been here or hereabouts before – around 1972 to be precise. The 480 came about as part of Volvo’s plans to switch across the board to a front-wheel drive architecture. With the compact 300-series having been the responsibility of the former Daf subsidiary, Volvo’s team in Limburg were also tasked with developing a concept for its replacement. Continue reading “Braking With Tradition – 1986 Volvo 480 ES”
Some time back I promised that I would return to the topic of the form language exemplified by the 1970 Ford Cortina. Well, here we are.
Prompting this much-delayed exegesis is the coincidence of an academic paper (Carbon, 2010) which I came across (check out Google Scholar) and the fact that someone parked a new Mazda3 outside my front door.
To start with the easy part, we can talk about the concepts of angular and curved. Two prototypical examples might be the VW Beetle (rated as very curved in Carbon’s paper) and angular as embodied by the 1968 Carabo Concept (Carbon showed a 1986 Alfa Romeo 75, please note). So, where does the 1970 Ford Cortina fit in? What is it like? Continue reading “1970 Ford Cortina Revisited: Form”
There’s an awful amount of ill-informed, arbitrary rubbish spouted about tyres. Here’s some more.
Tyres are made of rubber and are there to make the ride of your car soft. It’s the air that gives the cushion, so you need to keep them pumped up, but not too hard. They have grooves cut in them called tread that let the rain out and if the grooves aren’t deep enough the police can fine you – I think it’s 1 mm, or maybe 2. I know a garage that keeps some part-used tyres out the back with more than enough legal tread and they will sell them to you at a fair price including balancing, though you don’t really need that as long as you drive at sensible speeds. I wacked my front tyre on a sharp kerb the other day which took a bit of rubber off and you can see some of the canvas stuff underneath, but it isn’t losing air. Maybe they’re the ones with tubes. Anyway they should be OK til the next MOT. Continue reading “The Carbon Black Arts”
It’s Monday so all I can present to you is a four-year old fossil from what must be one of the shortest-lived car companies of recent years.
While the main theme of this series is an excursion through the obscure brands on sale, this is also a case of the dead rising again. No sooner had the lawyers finished off the outstanding ‘issues’ related to Fisker’s defunct firm than someone else dusted off the corpse, slapped on the make-up and lo, Karma Revero is born. Continue reading “Far From the Mainstream – Fisker Karma”
There are some places you simply don’t want to go.
In his transgressive 1973 novel, ‘Crash’, novelist JG Ballard explored a netherworld where a group of symphorophiliasts play out their fetishes of eroticism and death amid the carnage of motor accidents. But while most of us might find ourselves staring luridly against our better instincts at some roadside crumplezone, we recoil in dread from the blood and the bone. It could after all so easily be ourselves trapped and lifeless inside some shattered hatchback. Continue reading “Theme: Places – Scene of the Accident”
Driven to Write takes aim at Triumph’s putative TR7 successor and gives it both barrels.
The Triumph TR7 is one of those unfortunate cars that if it hadn’t suffered from bad luck it would’ve had no luck at all. Created as the former BLMC crashed into bankruptcy and public ownership, its development was bedevilled by financial and regulatory uncertainty. Continue reading “Cries and Whispers – 1979 Triumph Broadside”
As we conclude our trip across South America, we do so in a small truck with a surprising powerplant. IAME’s faithful Rastrojero.
Argentina’s Peron-initiated IAME (Industrias Aeronáuticas y Mecánicas del Estado) technology and manufacturing vehicle, turned out some weird and less than wonderful machinery in its 38 year existence; from small Goliath-like front wheel drive cars with highly unconventional split-twin two stroke engines, to a sports car with a 2.5 litre air-cooled modular V8. Yet IAME’s most successful and enduring product was the Rastrojero, a light truck truly down to earth in its concept and engineering. Continue reading “Theme : Sudamerica – Argentinian Soul, Hanseatic Heart”
Driven to Write examines a missing link from Brazil.
1962 Studebaker Avanti
1966 Jensen Interceptor
1964 Brasinca Uirapuru
The earlier years of South America’s motor industry were influenced both by its relative geographical closeness to North America and its cultural closeness to Europe. But this influence might have gone both ways. When I first saw the 1962 Studebaker Avanti, in my trusty edition of The Observer’s Book of Automobiles, I was greatly struck. A really novel shape. When I first saw the Jensen Interceptor, in The Autocar in its 1966 Motor Show run-up, I was greatly impressed. A really novel shape. It was only after a while that I realised that the earlier, Loewy Studio designed car might have influenced the Touring styled one from West Bromwich. But, unknown to me at the time, there was a third car, the missing link, the 1964 Brazilian built Brasinca 4200 GT Uirapuru. Continue reading “Theme : Sudamerica – Variants on a Theme”
The keys to the executive lounge are hard-won. Sometimes you’ve got to force your way in…
The 1986 E32 BMW 7-Series may not have been as polarising a styling statement as its E65 descendant, but was if anything a far more significant car. Bayerische Motoren Werke’s ‘here’s Johnny’ moment; it represented a point where BMW took a metaphorical axe to the boardroom door and gave their Swabian rivals the fright of their lives. It also inspired an entire generation of BMW saloons, introducing the distinctive (and patented) L-shaped tail-lamp motif. Continue reading “Benz Buster -1986 BMW (E32) 7-Series”
A Brazilian beauty comes under the DTW microscope.
Controlled markets create their own phenomena, and the autarky imposed by the Brazilian government from early 1976, when all car imports were effectively forbidden, resulted in the emergence of a small scale luxury car industry whose high ambitions were often thwarted by economic and technical reality.
The Granada is the ultimate in luxury motoring, writes acting-sub-editorial classics editorMyles Gorfe.
If you want more than best, try the Coleman-Milne limousines! Coleman-Milne and Ford, two great British names, have been in partnership since 1953. And as C-M say at their website, the firm is the UK market leader in limos and they use their own British engineers. That means that the finest Ford engineering gets an extra dash of imperial style for when excellence is demanded. Take a look at these unique beauties… Continue reading “Gorfe’s Granadas: The Limousines”
Second guessing Sir William on styling matters rarely succeeded. This Bertone concept was no exception.
For decades, innumerable coachbuilders tried their hand at re-imagining Jaguars with varying degrees of success. Frankly, even the best of them failed to match, never mind exceed an on-form William Lyons. After all, Jaguar’s founder and stylistic torchbearer possessed a personal vision coupled with an uncanny eye for line which not even the finest Italian carrozzeria could rival. Only Lyons really knew how to shape Jaguars – a matter which became embarrassingly clear in the aftermath of his passing. Continue reading “Coventry via Turin – 1966 Jaguar 3.8 FT by Bertone”
What you say isn’t always necessarily what you mean.
As Europe’s leading car design consultancy, Ital Design has always been in the business of ideas, and while they could to some extent predict the future in styling terms, they couldn’t necessarily convince the industry to follow their lead, which saw many promising styling studies on the cutting room floor. But in the industry’s defence, the price of failure has always been high. Continue reading “Cars That Could have Been Citroëns – 1980 Ital Design Medusa”
Now seems a good time for DTW to recall the Mohs Ostentatienne Opera Sedan.
I first knew about it from Car & Driver in the late 1960s. C&D is still a good magazine, but readerships have changed and it is no reflection on their current writers, who must function in a different publishing climate, if I refer to back then as their Golden Years. Back then, C&D had a dry and subversive wit missing from other car magazines and, when I started reading the article about the Mohs Ostentatienne Opera Sedan, I assumed that it was a smart joke, a parody of a review of a car that couldn’t really exist. Continue reading “A Big Car for a Big Country”