The sudden departure of Luca di Montezemolo as Ferrari MD has shocked tifosi and surprised analysts. But one key question remains unanswered – what happened?
Ever the truth-seekers, Drive to Write appear to have accidentally stumbled upon the answer, gleaned from (admittedly dubious) sources close to FCA itself, revealing the unspoken reason for his departure – the mysterious disappearance of Sergio’s favourite jumper – (A particularly fine blue angora number). Continue reading “Luca’s Woolly Nemesis”
A few months ago, I published a snippet from the autobiography of that legend of the British Motor Industry, the Chief Engineer of Victory Cars, Len Brik. Since then I have had a request for a further extract, but I must admit that a small amount of the late Len Brik’s odd grammar goes a long way. However, I can offer you some alternative Brik related information. Continue reading “Len & Now 2”
Richard’s fine introduction on this topic began with two quotes, both holding a high degree of truth to advertising in general, yet both I’d suggest are not always relevant to that branch of advertising that deals with cars.
Edwin Land, who brought us Polaroid, as well as other products of intelligent research, said “Marketing is what you do when your product is no good” but, although Edwin Land was a remarkable inventor, it was easy for him to say that since, for years, his instant film system was the best in a group of one. Car manufacturers don’t have that luxury – if only Karl Benz had employed patent lawyers as good as Land’s we’d all be peering through that silver star on the bonnet. Also the problem is that, essentially, all cars are good these days – it’s a fair time since VW could point to a Korean upstart and state, quantitatively and overtly, that it didn’t make the grade. So you can’t just sell on actual superiority. Continue reading “Theme : Advertising – Who The Fun Do They Think We Are?”
Okay Saab, we know this is a difficult time for you right now, especially with you being dead and everything. Obviously we’re sorry for your trouble, but if we can be completely candid, this whole thing is starting to get a little unnerving.
Daihatsu’s Japanese production declines for the first time in 8 months…
…but production overseas increased to compensate. And generally sales are down overall. Daihatsu gave up on Europe a few years back so the news that the Copen sportscar is to be revived may not do so very much to improve the sales picture. Still, it’s nice to imagine. What sort of a range does the Copen fit into? There is the Terios hatchback in five and seven seater guise, the Sirion hatchback and the Gran Max van which also comes as a pick-up. That make the Copen something of an outsider in a range of very practical vehicles, but it is still at least as small as the others. Continue reading “Death Has A Revolving Door 3: 2014 Daihatsu Copen”
A new Jerusalem, or nothing but the same old story? In this series of articles, we examine XJ40’s turbulent conception and ask, was this the last Jaguar?
Billed at launch as the Jag without tears; a high-tech culmination of an unprecedented level of proving in some of the world’s most hostile environments, XJ40 represented a new beginning for an embattled marque. As much the story of Jaguar’s dogged resistance as it is of the car itself, XJ40’s 22-year career encapsulates the most tumultuous period in the company’s history.
The tragedy of XJ40 is twin-pronged. Throughout this torrid decade, XJ40 became Jaguar’s talisman, the one hope a demoralised corps could cling to when there appeared to be no future. Central to this were efforts of successive engineering chiefs to maintain the marque’s identity, but success would come at bitter personal cost.
XJ40’s lengthy gestation meant the end result was viewed in some quarters as a disappointment, yet this belies the enormous efforts made to ensure XJ40 modernised, yet maintained marque traditions. The first truly modern Jaguar, the model was critically acclaimed upon release, but the car’s reputation was damaged by early build issues it never quite overcame.
Despite being the best-selling XJ series of all, XJ40 today remains something of an outlier within the official Jaguar narrative, only latterly being appreciated for its finer qualities and for its status as arguably the most ambitious and technically pure Jaguar ever.
It could also be said to mark the point when Jaguar’s stylists ceased to look forward, resulting in a nostalgic philosophy Ford’s interventionist management subsequently wrung dry with the XJ40 series’ ultimate successor – 2003’s X350 series.
In fact, parallels between XJ40 and its Ford-funded successor run deep. Both were intended to be technological flagships for both Jaguar and their parent. Both attempted to marry technical innovation with traditional styling. Both failed to stabilise the business and indirectly precipitated further changes of ownership.
“…It’s all just a little bit of history repeating…”, Shirley Bassey once purred over a Jaguar TV advert, and this lyric contains a truism, because for Jaguar the past refuses to stay buried for long.
Sources / Credits / Further reading:
Project XJ40 – Philip Porter
XJ40- Evolution of the Species – Andrew Whyte
John Egan & The Will to Win – John Underwood
Norman Dewis – Developing the Legend – Paul Skilleter
Sir William Lyons The Authorised Biography – Philip Porter/Paul Skilleter
Motor (11 Oct 1986)
Autocar (8 Oct/Oct 15 1986)
Car (November 1986/March 1986/Nov 1987)
Performance Car (November 1986)
Which cars are for today’s ophthalmologists, vets and professors of Medieval law?
About three decades ago certain makers sold cars for easily identifiable groups in society. Saabs were for well-paid university lecturers. Citroen could appeal to the Francophile and arty middle-class man. Lancia sold to intellectuals and business men who probably saw their work as a vocation. Humber appealed to bank managers of the bigger branches. But today, these brands are gone or unrecognisable Continue reading “Social Signifiers”
And What Is Wrong With Putting the Engine in Front of the Wheels?
Audi are in danger of becoming the Phil Collins of the petrolhead world, an act that even people who know little about music like to cite as being a bit off. Speaking as someone who can, hand on heart, swear that he has no murky Genesis related skeletons in his youthful musical vinyl rack and hopes he’ll never hear Against All Odds on the radio again, I’d judge that Mr Collins is no worse than many, and better than scores. Changing fashion means that he has just become a lazy symbol for bad comedians and the generally undiscerning to latch on to in order to suggest, quite undeservedly, their musical connoisseurship. Likewise Audi. In bars and on motoring websites everywhere, you will hear the drone of “overrated and overpriced …. style over content …. they’re all designed on a photocopier …. no driver involvement ….. they’ll never really be premier league until they go rear drive”. Is any of this justified?
What’s it like to wander around the on-line show room of Ferrari?
Recently I´ve felt curious about the customer experience for prospective Ferrari owners. You don’t need to be out of your pyjamas to visit Ferrari’s website so I thought I’d see what happened and what I’d feel like if I did a little virtual tyre kicking. What I found is described below. Continue reading “Window Shopping For A Ferrari”
It is always useful to consider a counterfactual. For example, by asking what would have happened if Franz Ferdinand had survived his assassination attempt, we ask about how avoidable the first World War was. Another counterfactual might be to ask what if REM had disbanded after their drummer Bill Berry retired? That is to ask what was the importance of Bill Berry to the band. The answer to that second question is easier than the first. REM should have disbanded. Berry’s drumming was as integral as Michael Stipe’s vocals.
Whilst trying to find a download of a W211 Owners Manual for a friend’s ten year old E Class, I came across the above (full text below). Now, although the US website did finally provide the manual, Mercedes’ UK site appears to provide no such service. Despite the fact that it would only cost them a tiny sum to make electronic manuals for older cars available to owners, it’s telling that MB UK don’t see this as a priority.
Look, anyone and their dog can get on a plane and physically attend the Geneva Motor Show, but frankly that’s a little passé now. No, by far the more arduous, some might even say, daring approach is to stay at home, in pyjamas, eating toast and allowing someone else do all the legwork. Well that’s my justification anyway and no, you can’t have any more jam until you behave yourself. Continue reading “Geneva 2014 – The View from the Sofa”
I’ve just spent a few days and 2,500 km driving around Eastern France. In that time, I saw two Citroën CXs, a Renault Dauphine, a Renault 12, a Simca 1100 and a Peugeot 504. And I also saw an Onze Legere Traction, but that was UK registered. Those staple cliches for the location director setting an episode of a popular UK TV series in France, the DS and the 2CV, were nowhere to be seen, save for a battered Snail sitting on the roof of a scrapyard. Of course a French person visiting the UK would notice the dearth of Morris Minors and Rover 2000s but, somehow, the homogeneity of the modern French industry is so much more depressing. Even a Peugeot 406 and a Renault 21 were almost cheering sights, being pretty Gallic compared with today’s eurocars.
The Geneva motor show is usually the place for the major manufacturers to display their latest models and concept cars. I decided to see what was being presented by less well-known firms, some of which are tiny and new and some of which are massive but not much in the public eye. And there’s Giugiaro, now a wholly-owned subsidiary of VAG and, I would guess, eventually to share the same fate as Ghia, Ford’s one-time laboratory for innovation. Continue reading “Also Starring : Sideshows at the 2014 Geneva Salon”
A wise man once said that you can prove anything with facts. He was right – you can. However, float above the narrow prism of the factual and reality becomes a more nebulous concept. For it is within this white space the automotive press-release copywriter dwells. A land of fairies and elves, where steaming troughs of hyperbole appear as tureens of nourishing broth.
The upper-middle class coupé is almost extinct. We trace its demise.
Large upper-middle class coupés only made commercial sense if they could be produced to appeal to both domestic and US audiences. Mercedes-Benz, BMW and the Japanese manufacturers alone seemed to understand this, ensuring they could export their offerings to the sector’s natural habitat. Success in automotive terms had traditionally been predicated on success in America and for that, a luxury coupé was highly desirable. Continue reading “Coupé de Grâce”
I don’t think I’m necessarily alone in finding Sergio Marchionne’s penchant for jumpers a little unsettling. Yes I concede it is lazy of me to expect an Italian captain of industry to cleave to national sartorial stereotype; why shouldn’t he buck the norm, even if the result is somewhat unedifying.
Fine tailoring might be what we expect, but in Marchionne’s case the knitwear appears a little too studied, just a tiny bit artful. The cosy jumpers appear to Continue reading “Ripping Yarns”
There have always been cases of re-skins creating ‘different’ vehicles; and indeed VW Group have become masters at doing this in-house. But between independent brands this has usually been discreet and car companies have remained proud of their ability to manufacture the oily bits, as in the example of the Vauxhall salesman who once vehemently denied to me that the diesel in an Omega was manufactured by BMW. You might have thought he’d Continue reading “What Lies Beneath?”
Sometimes it pays to be brave, sometimes it doesn’t. Better luck next time, Renault.
By the final decade of the 20th century, motor manufacturers, having established that engineering integrity would only take them so far in the quest for market leadership, began to realise that the answer to their prayers lay within the spreadsheets and focus groups of the product planning departments. In a mature market, largely populated by feckless new money garnered from illusory internet start-ups and awash with cheap credit, the differentiator between the automotive carnivores and their prey would be defined by one word: Segmentation. Entire departments sprang up in such demographically significant hotspots as Miami, London and Southern California, all tasked with seeking that elusive niche that would give the parent company a jump on their rivals.