Let’s take a trip in our time machine. It looks like a W-114 Mercedes but when the car gets to 45 kmph and the fan speed is set to high the car slips back in time to 1990. It also gives the driver the power to Continue reading “Lionel Rewrote A List”
Brand-MINI is facing its biggest adventure yet. This one however, may not end well…
It has been a fairly interesting week for BMW’s Oxfordshire outpost. MINI has been one of many UK-based carmakers predicting doom-laden scenarios should the British government’s hapless negotiating team fail to obtain a workable deal to exit the European Union early next year.
As part of its ongoing (and increasingly necessary) catastrophe-planning, BMW’s Cowley plant is set to Continue reading “End of the Adventure?”
It doesn’t happen all that often, but the latest confection from DS Automobiles has your correspondent utterly confounded.
I don’t know. I genuinely don’t. What does one say nowadays, when every recent new car announcement feels like another assault? Does there come a point when through exhaustion or simple attrition, one is forced to simply Continue reading “Lost For Words”
In 1968, Jaguar put all its saloon car eggs in one decidedly comely basket. We examine the likely causes.
In 1964, a series of factors led Sir William Lyons to take the momentous decision to replace Jaguar’s multiplicity of saloon models with a single car line, betting the entire enterprise upon its success. Retrospectively of course, one could say he needn’t have worried, but at the time, it must have been a deeply anxious moment.
How did this state of affairs come to pass? To answer this, we must Continue reading “The Quintessence : (Part Three)”
Sometimes it’s necessary to look back in order to move forward.
It’s a slightly forlorn image would you not agree? An elegant, if vaguely unsatisfying looking 1960s Italian GT is parked upon a deserted beachscape. The photo comes courtesy of the estimable Mr. Christopher Butt, he of the influential and painstakingly curated Auto-Didakt. The car? Well, you can read Christopher’s well-chosen words on this carrozzeria unicorn here, should your curiosity get the better of you.
The image serves as something of a visual metaphor – for the demise of the carrozzieri, of course, but also for something more. But first, some background. As our Auto-Didaktic cohort points out, during the post-war period, French and Italian coachbuilders struggled to Continue reading “Surf’s Up”
In an anti-climax to the series on the Triumph Acclaim, we summarise the legendary LJKS’s first review of the car for Car Magazine.
“It is a delightful car to drive, but it is so ugly that too few people will ever discover that. Or so I thought when I was fresh from trying the Acclaim, lamenting the need to fetch customers into the showroom and put them into the car and onto the road before they closed their minds to the purchase. If only they could Continue reading “Selling England by the Pound”
A few days ago, I wondered which marque offered the most badge engineered cars in its range. So, shall we make an effort to investigate this?
Naturally, I will have to go back to Fiat first. What do you think the result will be? Well, Fiat didn’t really Continue reading “After The джудже The исполин Will Be Among Us”
“Electric now has a Mercedes.” Yes, but have you seen it?
“EQ or Electric Intelligence by Mercedes-Benz is our electric mobility brand. EQ represents ‘Emotion and Intelligence’, two Mercedes brand values. It comprises of all essential aspects related to customer-focused electric mobility and goes beyond the vehicle itself.” Mercedes-Benz.
A recent conversation with an industry insider prompted an observation that at Driven to Write, we tend to give Mercedes-Benz’s Chief Creative Officer a bit of a hard time. In this individual’s not entirely unwarranted view, we have a tendency (as one might say in football parlance) to Continue reading “Flicking the Switch”
The bland Triumph which owed everything to a low-key Honda led to the next collaborative effort which Car Magazine headlined as a ‘Bland Rover’. From such inauspicious beginnings came something of a revolution.
“England Expects – but Austin Rover Struggles to Deliver”. Cover of Car Magazine in the issue which covered the launch and first drive of the Rover 800.
Looking back, the 800 could probably be acclaimed as a commercial success, in the UK at least, but its launch and early years were dogged by poor quality, bad reliability and uneven capabilities. It represented a faltering of the emerging track-record of BL-Honda cars in terms of reliability.
From the outside looking in, it is easy to Continue reading “Ripples”
William Lyons’ masterpiece. In a series of articles, we celebrate an automotive high watermark as it marks its 50th anniversary.
“Without any doubt at all, the XJ6 is my personal favourite. It comes closer to than any other to what I always had in mind as my ideal car.” Sir William Lyons.
One bright spring morning in 1967, two men strode towards a lock-up garage in the grounds of an imposing Victorian stately home, amid the rolling Warwickshire countryside. As the dew shimmered on the immaculately tended lawns and borders of Wappenbury Hall, Sir William Lyons, Chairman, Chief Executive and spiritus rector regarding all matters aesthetic, led his European Sales Director, John Morgan to where Jaguar’s vitally important new car lay sequestered, in seemingly definitive prototype form.
An autocrat to the tips of his highly polished brogues he may have been, but Lyons nevertheless regularly canvassed the opinions of those he trusted, although having done so, he would Continue reading “The Quintessence : (Part One)”
The Acclaim did not live that long a life, but, in a quiet and unnoticed way typical of the car itself, its legacy can be considered to be enduring.
“NO OFFENCE. Reliability, something not always associated with BL products, was the most memorable characteristic of our LTT Triumph Acclaim, though the spritely Honda drivetrain also won it approval”. Title of Car’s Long Term Test article regarding an Acclaim HL which it ran over 28,000 miles in 18 months.
So, the Acclaim did achieve a reputation for reliability.
Ian Forster would have been delighted to Continue reading “Afterglow”
Some years ago, a German poultry giant tried to add a whiff of luxury to cold cuts. Today, BMW is attempting something eerily similar.
The German word for turkey is Pute (poo-tuh).
This needs to be kept in mind when envisaging a tv commercial playing to the tunes of Ram Jam’s Black Betty, advertising turkey cold cuts by the name of Black Puty. If this sounds utterly absurd, it is not due to cultural misunderstandings – for Black Puty is an utterly daft monicker, regardless of whether one’s mother tongue is German or English.
The company behind Black Puty is Wiesenhof, a German meat industry giant. And a company that, in 2010, when Black Puty was introduced, had even more of an image problem than it does eight years later. First of all, turkey meat never Continue reading “Black Puty”
More contraction. This time it’s Toyota’s unloved and unwanted Avensis. But will its putative replacement fare any better?
Let us not feign shock, or indeed much by way of regret, after all it was signposted as far back as 2015 when DTW reported upon its likelihood, but this week Toyota made it official, announcing the cessation of Avensis production at their UK plant in Derbyshire. Their underwhelming Europe-only D-sector saloon has been in decline for some years now (with pan-European sales slumping to 25,319 last year*), and with the Derbyshire plant now only fulfilling existing orders, the end is only weeks away.
Similarly telegraphed is that it is to be replaced by the larger Camry model, the first breathless sight European customers will get of the storied nameplate in well over a decade. The Camry was withdrawn from sale in 2004, Toyota Continue reading “Setting Son”
The Alfa Romeo MiTo dies next year and to be frank, Driven to Write is neither happy nor sad.
So the dominoes continue to fall. A little over a week since FCA announced the UK withdrawal of the Grande Punto (as a prelude to its ultimate demise), there comes the latest slaughter of the innocents.
Speaking to Autocar earlier this week, Alfa Romeo Head of Brand (EMEA), Roberta Zerbi confirmed the MiTo’s imminent appointment with the eternal, telling the Haymarket weekly’s Rachel Burgess; “Mito is a three-door and people are choosing more and more five-door cars,” which is a nice line in marketing spin, albeit one which Continue reading “This Night Has Opened My Eyes”
Fiat’s geomorphic car crash hits another boulder with the axing of the Punto from UK shores.
There is a certain grim irony in the fact that Sergio Marchionne’s death was so abrupt and shocking, yet for so many former Fiat Group model lines for which he was responsible, the reaper’s approach continues at a glacial creep. Amidst the halls of Melfi, Mirafiori and Cassino, unconsolidated glacial debris have been noted for some time, but with this week’s announcement of the Punto’s withdrawal from the UK market, the terminal moraine edges closer.
It comes as something of a surprise that Fiat UK saw fit to Continue reading “Missing the Point”
Driven to Write’s pound shop Max Warburton considers Ford’s ongoing European woes and wonders if lightning does indeed strike twice?
There has been, one can be assured, better times to be a motor industry executive. But as chilly as it might currently be at the top table of most European automakers, Ford’s Group Vice President, EMEA, Steven Armstrong is in perhaps a more invidious position than most. Because while nearly every rival player is facing similar difficulties, Armstrong’s position is compounded by last month’s announcement of a second half pretax loss of $73 million, a likely prelude to an even heftier one being posted for the year as a whole.
Naturally, since Mary Barra elected to Continue reading “Struck By Lightning”
The 1987 ECOTY winner was something of a DTW stalwart. Even more so however was the fifth placed entrant, one championed by longtime panellist and judge, L.J.K. Setright.
Since its inception in 1964, the European Car of the Year has been an annual award, adjudicated by a panel of leading European motoring journalists. Its stated aim has been to acclaim the most outstanding new car to go on sale within the 12 months preceding the adjudication.
The ECOTY jury currently consists of 60 members, representing 23 European countries. National representation is based on the size and significance of the country’s car market. France, Germany, Great Britain, Italy and Spain each Continue reading “Jury-Rigged?”
I really ought to begin with an apology. Yes, him again…
Today’s reissue began life in another (now defunct) sphere, one where a good proportion of Driven to Write’s readers and (virtually) all of its editorial team took their initial steps. It was then titled, ‘Oh Dear God, Not Bangle Again!’ and one can readily imagine a similar exclamation from the combined DTW readership in light of this.
One of DTW’s very first articles, and at the time, something more of a hagiography, its subject remains as polarising a figure now as he was when it was first written. However, since then, not only has Mr. Bangle returned to the automotive fold (for better or worse), but perhaps sufficient time has now elapsed and perspective gained to Continue reading “Summer Reissue: The Vision Thing”
The automotive universe reels as a giant leaves the stage.
It wasn’t supposed to end like this. The plan had been to anoint a successor in 2019, perhaps even bow out having secured the deal to end all deals. For almost a decade and a half, FCA’s Sergio Marchionne has been the master of the unexpected, but the sudden news regarding his deteriorating medical condition has brought a controversial reign to a premature, troubling and somewhat ambivalent end.
From his appointment as Fiat CEO in 2004, Marchionne appeared not to have bothered to read, never mind adopt the auto-business-CEO handbook. Arguably the first post-factual auto boss, Marchionne’s stock in trade has been to Continue reading “End Too Soon”
As the motor industry presses towards widespread adaptation of electric vehicles, a notable voice sounds a cautious note.
As a rule, the motor industry prefers to speak with a unified voice on the wider issues which affect its interests. Certainly, when it comes to the subject of electric vehicles, the direction of current can probably be best described as direct. Or to put it another way, on this subject at least, most automotive CEOs are broadly speaking, on board.
Ideally of course, having invested billions, they would much prefer to Continue reading “Plugged-In Thinking From Lexus”
We take a moment to reflect on the short career of the Opel Cascada, a glamorous under-achiever, conceived in the most parlous of times for its maker.
Its names were once legion, but the Cascada is no more. Production ended at Gliwice not long into 2018, but Vauxhall and Opel Ireland have only gone public on the matter in the last week. All over Europe, Opel’s national sales operations are Continue reading “By the calm Kłodnica, a Waterfall Runs Dry”
In this fourth part of our look at the Triumph Acclaim, we dwell on what at times seemed to be a bitter-sweet truth for BL; everyone knew the latest car from Cowley had a heart made in Tokyo.
“We shouldn’t call this car British. When BL took over the standard of their cars went down. There’s no pride left in their work, only pride in opening their pay packets”; a quote in an article in Autocar from its survey of 200 members of the British public at the time of the launch of the Acclaim.
The best known and remembered aspect of the Triumph Acclaim was that it was originally designed, engineered and manufactured by Honda as the Ballade. Indeed practically every written reference to the Acclaim that can be researched from that time makes early, direct reference to the fact, for example: Continue reading “Cowley’s Japanese Boy”
VW’s staple supermini proves that too much of a good thing is still too much.
The Volkswagen Polo may never have matched its bigger brother, the quintessential Golf, in terms of significance or profit margins. And yet it was the previous generation of this car, the Polo V, that proved how serious VW’s then new management under (now) notorious CEO, Martin Winterkorn, was about redefining the brand.
The Polo V was a bit of a minor masterpiece – not just by the standard of this class of motor car. Assured, restrained, with an almost imperceptible, yet clear elegance in its surfacing and discreet detailing. It was, in short, almost everything the Polo preceding it (a heavy-handed facelift model with chintzy rear lights and the brand’s ungainly Plakettengrill at its front) wasn’t. Which leaves the question what this all-new Polo of 2018 has to Continue reading “AUTOpsy: VW Polo VI (2018)”
Pininfarina’s 1973 take on the seminal Jaguar saloon wasn’t their finest hour. But while it served to highlight a fundamental weakness in the Italian carrozzieri’s business model, it did lead to something more worthwhile.
For the Italian carrozzieri it was a matter of intense pride that no manufacturer was creatively off limits, even one with as strong and universally lauded a design tradition as Jaguar. Predominantly the result of one man’s exceptional taste and unswerving vision, the craftsmen of Piedmont time and again Continue reading “The Cambiano Connection”
In this third chapter, we find out more about the fruit of the Bounty, and review some of the prose written by esteemed journalists on the cuckoo Triumph.
“The Triumph Acclaim is a good replacement for the aging Dolomite. It is fast, comfortable, economical, and should be very reliable. Providing that the self-imposed restrictions of Japanese imports remain, the car should produce a handsome return for BL, but if cars like the excellent four door Accord become readily available, will people be prepared to accept less Honda for about the same price?” AutoTEST, Autocar, w/e 24 October 1981 (BC – Before Cropley!).
A review of technical specifications reveals that there is little that is remarkable about the three box, four door, saloon that was launched as the Triumph Acclaim on the 7th of October 1981. It had a modern, 1,335cc, four cylinder engine with eight valves and a single overhead camshaft, driving the front wheels via a 5 speed all synchromesh gearbox. The chassis was a steel monocoque, with a suspension system of coil springs over independent MacPherson struts and an anti-roll bar at the front.
A few aspects and features did give brochure-drafters and motoring journalists something to Continue reading “Critical Acclaim?”
We’ve been here before I know, but somewhat akin to the crossover CUV itself, this one simply refuses to go away.
Everything has a shelf-life, none more so than fashion items. Given their popularity with the buying public and the margins to be made upon their sale, compact crossovers have proliferated to an unsettling degree. So much so, it feels as though we are drowning in a CUV sea, whereas in fact they represent just a quarter of European new car sales.
This being so, the idea that crossovers could eventually Continue reading “Imagining the ‘After-SUV’”
Today we posit something of a counterfactual. What if Maestro had preceded Metro?
Picking over the bones of long dead car companies is one of the more futile pastimes one can engage in, but in the case of British Leyland, it’s irresistible. So many factors contributed to the British car giant’s demise however, that to single out one area is to grossly over-simplify the larger, more nuanced, and far more depressing picture.
A former Jaguar engineering director once told me that BL’s senior management were in his words, ‘not of the first order’ and given their respective track records, both during the latter stages of the BMH period, in the years leading up to BLMC’s collapse in 1974, and during the post-Ryder era, it’s difficult to Continue reading “Waiting For the Miracle”
In the previous instalment, we outlined how BL, under the driving ambition of Michael Edwardes, got in step with Honda, to collaborate on a new model. This time, we focus on the car itself and the choice of manufacturing plant, which took on almost as much significance.
“According to Ian Forster, the men from Honda, who have been worried by problems with ‘orange peel’ in the paintwork of their own cars, are learning to minimise it by adopting BL’s techniques.” Steve Cropley, Editor, Car Magazine.
The choice of model for Project Bounty, it seems, was largely determined by Honda. Hattori Yoshi (Car, November 1980) explains, “But why did BL pick the Ballade? Well, they didn’t. The fact is that BL picked Honda as being the Japanese company with the most compatible technology and went cap in hand in search for a car – any car – to help them keep going.
On the face of it, the Quintet looks a better bet for BL in that it would provide a hatchback where at the moment there is only the old Maxi. Why didn’t they have that? ‘Because we want to Continue reading “It’s the One From Tokyo, Not Mars.”
As Germany’s full-sized luxury GTs lurch further into decadence and creative atrophy, we appraise (and praise) a Lexus.
Heritage has become something of a double edged sword for carmakers nowadays. On one hand, it acts as emotional anchor for a marque’s visual identity, and employed with sensitivity and skill, lends a tremendous richness to what marketers might choose to describe as the ‘brand narrative’.
On the other hand however, the anchor analogy can also have a regressive influence, dragging the marque backwards, preventing designers from updating or reinventing a set of visual cues which may over time have lost relevance.
It’s as yet unclear to what extent BMW’s masters have elected to Continue reading “A Cut Above”
Here we go again. Another week, another dispiriting announcement from the Vierzylinder. The new 8-Series however represents a new low.
At least it isn’t an SAV: It’s doubtful BMW’s all-powerful marketers will employ this line in their advertising for the new 8-Series, yet it just might be the sales pitch it deserves.
A curious car to consider in terms of BMW’s stylistic nadir, you might argue, after all what could be bad about a suave, low-slung GT? However, it does not require much study to realise the full extent of BMW’s current styling malaise which is embodied here. Because quite frankly, if this is the best Adrian van Hooydonk’s design team can muster, the crisis at the Vierzylinder is indeed far worse than feared.
While it’s tempting to Continue reading “Petuelring Ponycar”
Rolls-Royce has lost its design director, just weeks after launching its new Cullinan crossover. Coincidence?
It wasn’t earth shattering news, even if it was somewhat surprising. The most striking thing about it perhaps was its timing. But even allowing for that, the news that Giles Taylor abruptly resigned his design leadership position at Goodwood within weeks of a major new product announcement might not even have been particularly noteworthy, but for a number of rather more compelling aspects.
The first of course is difficult to miss. Indeed, some have suggested Cullinan can be seen from space, where we’re reliably informed, nobody can hear you scream. The vulgar monstrosity RR has unleashed upon the world in the form of this ‘high-sided vehicle’ has precipitated a high percentage of commentators, both of the professional and armchair variety giving Rolls-Royce a well-deserved critical lashing.
It’s possible to Continue reading “The Tailor of Goodwood”
In the first of a series of articles about a car already surprisingly well (or not so well) referenced in Driven to Write, S.V. Robinson discusses the political and industrial shenanigans that presaged the Triumph Acclaim, sired by Project Bounty.
“Would the Government be prepared to throw away this pioneering agreement between a British and a Japanese motor company, which might encourage wider moves to transplant the benefit of Japanese technology and efficiency to Britain?” Sir Michael Edwardes, ‘Back from the Brink’.
As a car, the Triumph Acclaim can claim little of note that is ground breaking. It is a car that, infamously, was not conceived as a Triumph. More subtly, by the time Acclaim came to be, Triumph itself was a brand without a range of cars, just a single model, built in Morris’s Cowley factory to design, engineering and production specifications developed in Tokyo.
Were it not for BL’s product planners’ persistent and ultimately futile attempt to Continue reading “Mutiny About The Bounty”
In a week where we’ve been subjected to further SUV-related atrocities, we seek comfort in a UK debutante from Romania.
This week’s new offerings from Ingolstadt and the Petuelring are both in their way equally disgusting, each vying with one another to out-pummel and preen, their decadence only matched by a barrenness of spirit as depthless as it is vain. But confronted by a seemingly unending series of vulgar behemoths to emerge from their rocking cradles to slouch towards Bethlehem, where is the hapless commentator to turn?
Is ‘the ceremony of innocence’ drowned or merely drowning? Do we, horrifying as it seems, by mere mention of these heaving monstrosities in some way dignify them? It’s an appalling thought so let us therefore turn our horrified gaze away and Continue reading “Second Coming”
Sometimes it’s hard to ask for directions. The latest in a torrent of PSA news stories looks at to the carmaker’s underperforming DS brand, which has some troubling news to impart.
Earlier this week, Autocar reported that PSA’s prestige DS brand has discontinued both the slow-selling DS4 and even slower selling DS5 models. With combined sales of 17,484 for both car lines last year (a mere 5738 of which were the larger DS5), few will mourn their passing. However, should this fill you with a hitherto unrequited urge to Continue reading “Lighting Out For the Territories”
PSA’s close links with Iran may have placed Carlos Tavares in an invidious position regarding his North American plans. We investigate.
One has to have some sympathy for PSA’s Carlos Tavares. Having taken the French carmaker from sick man to industry darling, of late, headwinds have been intensifying. A significant strand of Tavares’ Push to Pass strategy has been an expansion into Eastern developing markets, such as India and the CIS region – one which has been paying dividends, PSA posting a strong global sales performance in 2017, with over 3.7m vehicles made, a jump of 15.4% over the previous year.
But additionally, he’s promised a return of some form to the United States, from which PSA have been absent for almost three decades. It has remained unclear exactly how Continue reading “Tea With the Ayatollah”
Vittorio Ghidella presided over one of Fiat Auto’s rare periods of growth and prosperity. The 1988 Tipo exemplified his pragmatic approach, but all gains would become subject to the Fiat Charter.
Boom and bust appears to have been as essential a part of the Fiat charter as ill-judged facelifts. Periods of prosperity punctuated by blind panic when the balance sheet nosedived. In 1979, Gianni Agnelli appointed former engineer, Vittorio Ghidella to head the Fiat Auto division. The Turin carmaker was in desperate straits, emerging from the 1970s battered from the legacies of the ’73 fuel crisis and from labour disputes which threatened the future of the business.
Within a decade, the picture would be vastly different. Continue reading “Eurochild”
Amid reports suggesting Fiat will shortly abandon Italian car production, Driven to Write posits a requiem.
So it has come to this. After almost 120 years of car production, Fiat cars, for so long synonymous with the place of their birth will no longer be produced there. Yesterday, we examined Automotive News’ report outlining FCA’s plans to shift Fiat’s entire production output to low-cost outposts outside of Italy. Instead, Fiat’s domestic plants will be refitted to produce upmarket models as FCA transitions towards high-return product.
There is a certain inevitability to this of course, given both the pattern of FCA’s fortunes and the path the wider motor industry is taking, but regardless of Continue reading “L’Estrema Unzione”
Good old Automotive News reported some juicy gossip regarding Fiat Chrysler Automotive.
The gist of it is that FCA’s CEO Sergio Marchionne thinks making smaller cars in Italy is a waste of time and money. He is concerned that smaller cars are going to be commoditised and that the real margins lie in making larger cars. Resulting from this set of assumptions, stalwarts of the Fiat range will be axed and anything small and plausibly profitable shifted to outside Europe. The Punto – once a European top-ten car – and the MiTo (never a European top ten car) will be discontinued.
With the production lines thus freed up it will be possible to Continue reading “Under The Moon’s Burning Glare”
The turn of the century saw the Blue Oval vainly attempting to revisit its late ’50s heyday. But the past steadfastly remains a foreign country.
The 1984 Grammy-winning Don Henley single, Boys of Summer is a meditation on reminiscence and regret. It plays on the slick US West Coast values of the author’s Eagles heyday, subverting its MOR sheen to underline the more mature themes of ageing and loss.
Looking back to the past can be instructive, indeed for some of us, it’s a virtual necessity. However, true folly lies in attempts to Continue reading “Boys of Summer”
Yesterday evening I noticed two cars, a fourth generation 3-door Seat Ibiza and a DS DS 3. One was a bit of a holdover and the DS was, I imagined, the shape of three door cars today.
They haven’t really gone away (though they are a much diminished presence) these three door cars but have changed form a bit. Some have anyway. The Corsa and Fiesta are pretty much the same as they ever were.
Before proceeding, I should note that the 3-door Ibiza went the way of the ear trumpet in 2017 with the introduction of the fifth generation model. That is such a subliminal model-change that I had to cross-check photos.
So, who makes a smallish three door car today? Continue reading “Eating the Endocrinologist’s Lunch”
Rolls Royce’s Cullinan SUV has landed. Is this the price of luxury?
In 1971, the unthinkable occurred. The once impregnable Rolls Royce entered receivership, owing to costs incurred developing the RB211 turbojet engine programme. Many viewed it as a watershed – after all, if RR could go under, who was safe? In the years that followed, Rolls Royce Motors stayed afloat, if only by the skin of their teeth. By the time Vickers bailed in 1988, it was clear the Silver Lady had lost more than her spirit.
Today, there are no such dangers. Not only is Rolls Royce well-funded and protected within the BMW mothership, but the market for ultra-luxury vehicles has never Continue reading “Iceberg Right Ahead”
Fiat’s Seventies C-segment style statement is largely a neglected footnote today, but there’s more to the Ritmo than a bunch of robots and some confusion over its name.
Was any decade as truly modern as the 1970s? One retrospectively characterised in a roseate glow of giddy colours and lurid sartorial fashions; of long hair, beards, beads and ABBA songs, what chroniclers choose to ignore was how genuinely, thrillingly new it all appeared at the time and after an interval of four decades, seems even more so now.
In terms of product design, little that occurred in the decade that followed came even close to Continue reading “Ritmo Della Strada”
To the accompaniment of grinding metal, Driven to Write takes a decidedly Eurocentric view of Ford’s recent retrenchment on domestic saloons.
Last week’s announcement by Ford to discontinue their entire US market saloon lineup, while a shock to some, was not without some fairly broad hints being laid. In movie parlance, we’ve been hearing the ominous cellos in the background for some time, because the US market mood music on sedans has long been of a less than upbeat tempo.
The American car market has been gravitating to high riding vehicles for decades, for reasons that are as manifold as they are nuanced. Of course it’s massively simplistic to Continue reading “All the Trees of the Field Will Clap Their Hands”
Clandestinely, a minor piece of both automotive and architecture history has been destroyed. And not in Italy either.
Austrian-American car importer, Max Hoffman, is best known for his crucial role in establishing European (mostly West German) car makers in the US market after the Second World War. What is less well known is the fact that Hoffman, was a bonafide connoisseur of architecture.
As such, Hoffman was particularly fond of the seminal work of Frank Lloyd Wright. For this reason, Hoffman commissioned the architect to Continue reading “Wright or Wrong”
For every alleged innovation there is always a precedent. Come now, you hardly imagine the Gorden comes up with this stuff on his own, do you?
When Daimler’s Chief Design Officer, Gorden Wagener turned up in his immaculate sport-casual attire for the debut of the Maybach Ultimate Luxury concept, he told assembled journalists it represented “a totally new archetype of kind never seen before.” Of course even the most empty phrases contain a grain of truth because in the manner of a stopped clock, he’s half right.
It’s entirely possible that Daimler’s CDO neither knows nor cares that his verbiage-laden uttering lacked much by way of substance. After all, Mercedes’ resident believer in beauty and intelligence is unlikely to Continue reading “Laughing Stock”
We were pondering high-end luxury the other day and there was some debate about the Maybach’s interior. What is it up against?
It is up against almost everyone selling a car for more than 50,000 euros. Almost any car firm can produce a very impressive interior if they put their mind to it**. Take a look at the two images in the slide show and have a guess which one is the most recent. Then we’ll take a little look at what you can sit in for less than the kind of money Maybach/Mercedes might ask for.
Should one really want to Continue reading “Listen Out For The Samidova’s Song”
As well as sampling a 308 SW, our correspondent’s spring break in France also presented a chance to get the local perspective on how the indigenous competition measures up.
When in France, I always take the chance to go to a Maison de la Presse and search through the car magazines. In recent years, this has allowed me to discover publications dedicated to ‘classic’ Citroëns, Panhards and other wonders, proving to myself and sceptical family members that there are others out there with a passion for the quirky and yet banal.
I usually also buy a more mainstream monthly, and more often than not it’s L’Automobile; on this occasion, I bought the March 2018 issue.
L’Automobile is, to my mind, the closest that France has to Continue reading “Vive la France … Vive la Différence!”
Last week’s Beijing takeaway has led to an unpleasant case of indigestion, courtesy of our friends at Baden-Wüttermberg.
“We have a social responsibility. Somebody has to stop this nonsense.” These were the words of BMW’s Hans-Peter Weisbarth, spoken in 1989 in the context of the horsepower race that was consuming the German car industry at the time. One I might add, which shows no sign of abatement some thirty years later.
But today, they also lend themselves to a different race to the bottom which seems to hold the motor industry in a deathly grip. Much has already been said Continue reading “That Joke Isn’t Funny Anymore”
We ought to rename this site Le DTW. After yesterday’s Peugeot review we now have a whole slew of early 90s French cars under the spotlight.
In 1991 L’Automobile ran an article assessing the comparative strengths of the main three French brands, Renault, Citroën and Peugeot. It was a huge group test: 24 cars. The magazine passed judgement on the main classes and in this article I will pass judgement on the 1991 verdict. Were L’Automobile’s assessments in line with mine? Or indeed yours? Continue reading “Anticipation Creeps Headstrong Towards Us”
Alfa Romeo stared success in the face with 2003’s Kamal crossover concept, but opted to pursue MINI instead. Was this Fiat Auto’s worst product planning decision ever?
Product will only get you so far in the auto business, but it certainly does help. It helps a great deal more when it is the right product, preferably at an opportune time. Successful product planning is a subtle art and a rock many a car company have stumbled messily upon, for exact science it is not.
In the immediate post-Millennium period, Alfa Romeo was in serious financial trouble, losing millions of Euros a day, despite having Continue reading “Culture Club”