Ten years old this year, we mark the debut of the phat-rumped Panamera and ask, what does the advent of the Taycan EV mean for the Porsche sedan?
Following one of the most protracted and anti-climactic stripteases in automotive history, Porsche revealed their first ever series-production four-door saloon in 2009. Not the first four-door saloon to be produced by Porsche, mark you; Zuffenhausen having built the (W124-series) 500E for Mercedes-Benz, but certainly the first to Continue reading “Social Acceptance”
Matteo Licata presents an acerbic critique of how automotive design is being taught.
Looking back at my ten-year stint as a designer and my various collaborations with academies, I’ve come to realize just how much has gone wrong in how the discipline is taught. Have you tried to Google “Behance Car Design Sketch” lately? Please open a new tab and do it. Look carefully at these sketches: do you see realistic, well-detailed wheels, can you see any suspension clearance? Do you see a usable glass area? I bet you don’t. Continue reading “The Problem With Design Academies”
Thirty years ago, in the hope of reviving their ailing business, Land Rover introduced the Discovery at the 1989 Frankfurt motor show, inspired (in part) by the vehicle that had made their name, but aimed at a very different customer. Three decades later, facing an even more precipitous climb, they appear to be doing something broadly similar, this time however, based squarely upon the original.
The eternal Defender, in production in various forms since 1948 had become a very dated proposition by the close of the 1980s. Starved of meaningful investment throughout the previous troubled decade, the Land Rover’s best days were well past. The global market it once enjoyed was being eaten alive by more modern, better developed and more reliable Japanese rivals and with BL’s apathy being equal to its empty coffers, the outlook seemed as stark as a contemporary Landie’s cabin. Continue reading “Disco Revival”
A mid-decade blow-in from the US prompts some blue oval-based soul-searching.
The car which was once so dominant that it came to embody an entire socio-demographic UK class is fading from sight. The decline of the Ford Mondeo signifies a number of things, but perhaps primarily that this, coupled with the recent withdrawal of the Edge SUV from UK market (owing to a lack of buyer interest) illustrates most starkly the upper limits of brand-Ford in 2019.
For clarity, I enclose the following sales figures. Last year the Mondeo racked up sales of 49,596 cars across the entire European region, while this year to July, 25,125 found new homes, suggesting that the model line will struggle to Continue reading “Blowing in the Wind”
We profile a local lad who ‘done good’ – both for himself and the industry he served.
Tom Purves spent forty three years within the car industry; roughly half each for Rolls Royce and BMW, thus, in essence for a German carmaker. From his apprentice years though to management at Crewe, rising to become CEO and Head of the entire American division for BMW from the mid ‘80’s to concluding his career at the very top of Goodwood’s silently slick factory.
Proudly Scottish with twangs of American vernacular; through interviews made nearly twenty years ago, some just before his retirement in 2010, Mr Purves informs us of a world changed beyond recognition. Spoiler alert: there are no mentions of SUV’s. Continue reading “Full Circle”
Concluding our examination of the 1961 Lincoln Continental’s domestic design influence.
The first major change for the Continental: to silence criticism of its comparatively somewhat stingy rear legroom once and for all, the wheelbase was increased by three inches (from 123 to 126 inches).
The overall appearance of the Continental was unchanged however. Other alterations were a slightly altered roofline/DLO and the replacement of the previously curved side glass with flat glazing. This was a cost-cutting decision which was not universally liked by the press as it was seen as a step backward. The buying public obviously could live with it because sales increased by 20% over the previous year. Continue reading “Continental Congress (Part two)”
Sir Michael Edwardes has left us at the age of 88. It should be less of a shock given his advanced years, but the bold colonial boy called to rescue British Leyland at the age of 46 somehow seemed ever-youthful. We reflect on his five years in the hardest job in the motor industry, and his influence on the years which followed.
When Michael Edwardes was appointed Chief Executive of British Leyland in October 1977, on a three year secondment from his post at the head of Chloride Group, the company was an industrial disaster zone. Eight years from its formation, it was state-controlled, chronically loss-making and blighted by turbulent industrial relations and product quality failings which were the talk of the nation.
Edwardes was either an enlightened or desperation-led choice. From Southern African business aristocracy, and far from the core of the motor industry, he was an outsider taking on a task which had been beyond those born to the industry. Continue reading “Sir Michael Edwardes. 1930 – 2019”
Supersize becomes rightsize – how the 1961 Lincoln Continental subtly altered US luxury car design.
The 1961 Lincoln Continental is almost universally regarded as one of the finest car designs ever to come from the USA. Daringly sparse of embellishment and relatively compact (by the standards of the day at least); smoothly geometrical and slab-sided, it marked a breakaway from fins, complicated shapes, panoramic windshields, gaudy colour schemes and superfluous decoration.
This accomplishment would alas prove to be only temporary, as witnessed by the majority of American cars (Lincoln included), that would follow over the next decade. Nevertheless, the 1961 Continental was such an influential design–gamechanger that its competitors Cadillac and Imperial reacted swiftly to Continue reading “Continental Congress (Part one)”
Ingolstadt presents ‘the off-roader of the future’. What fresh hell is this?
There has been, I’m reliably informed, a discernible atmosphere of fin de siècle about this year’s Frankfurt motor show; in the curiously underpopulated halls, the appearance of evident cost-cutting amongst some of the larger OEMs, not to mention a marked bi-polarity in the semantics being proffered, particularly by the home team.
But while the metaphorical (and to some eyes, actual) barbarians mass outside the gates, inside the bacchanal continues unabated – at least in some quarters. Volkswagen came to Continue reading “Infra Dignitatem”
Keep yer supercars and your electric IDs, stuff the Kias and the over large grilles. My eyes on Frankfurt were directed to SoliSlovakia.
I’ve been so looking forward to seeing the New Defender. I’ve pored over the camouflaged shots. I’ve scrutinised the form. I won’t be buying one anytime soon so why this lust for the Land Rover? Personally, I think it’s the bees knees and will trounce the faux-four-by-fours.
When maestro Giorgetto shuffled the deck in 1973, he certainly got his money’s worth.
The Ital Design Asso di Picche (Ace of Spades) concept emerged during what can perhaps be described as Giorgetto Giugiaro’s purple patch, when the maestro could barely put a stylistic foot wrong. An expressive styling study for a close-coupled four seater coupé, in this instance created in conjunction with both Audi and Karmann, it made its public debut at the Frankfurt motor show in 1973. Continue reading “Aces High”
There are some injustices one can never quite get over.
The rationale behind this series of articles on the former Jaguar design director’s creative legacy has been to evaluate what was achieved, while not shying away from justifiable criticism. Because we can probably agree that Ian Callum’s Jaguar-related back-catalogue is a somewhat uneven one. Part of this can be ascribed to factors outside of his control, but not all.
Personally using the phrase “Gordon Bennet” whenever a profanity cannot be justified, his name became almost mythical. But just who was Gordon Bennet? And what can be the relevance to this site?
Mr Bennet could quite easily be compared to one Bernard Charles Ecclestone for ideas and plans concerning motor racing. Whereas Ecclestone made his money (though the means are not for here), Gordon Bennet was gifted the wealth. Employing nothing but his interest in the ways and means of transportation, Bennet wanted to sell newspapers, he being the owner/ editor of the New York Herald Tribune. Conjuring up the plan to sponsor races by boat, balloon and a little later into the future, aeroplanes.
Naturally our gaze falls upon the auto side of racing. Bennet had moved to Paris, bringing his newspaper with him and witnessed the growth of the motor industry. With France at the forefront of it all, Bennet saw and seized the opportunity to Continue reading “Shamrock Green to Cream”
At the Frankfurt motor show, those manufacturer-representatives in attendance, have it would appear, spent the obligatory press days smiling through clenched teeth. Boldly proffering their very latest in hybrid combustion and in a few notable cases, pure-EV offerings, the combined European, Far Eastern and in a few cases, North American carmakers are nevertheless casting anxious skywards glances towards a rapidly darkening vista.
“Lasting beauty that moves”: It’s a little bit clunky, would you not agree? But given Mercedes’ previous track record in the much-abused arena of tag-lineage, I have read worse. This week, at the Frankfurt motor show, the World’s oldest carmaker debuted a styling prototype for what is likely to be the most advanced electric vehicle to be made by an established manufacturer, and given that this is DTW, you might expect me to give it and its creators a bit of a drubbing.
A MINI MPV was mooted before. It wasn’t a flier then – it’s even less so now.
Blind faith can be a marvellous thing – at least for those within its cozy orbit. However, for those who exist outside of its environs, not only can it become somewhat irritating, but allowed to propagate unchallenged, can lead to all manner of unforeseen consequences. At the South West London offices of Haymarket Publishing’s storied automotive weekly, for instance, belief in unicorns seems not merely confined to their veteran editor-at-large, but in addition, there appears to be a mounting view that these fantastic beasts hail almost exclusively from Munich-Milbertshofen. Continue reading “FAAR Away, So Close”
Ingolstadt’s smallest crossover is very much a ‘statement design’ – it just so happens that the statement isn’t very clear.
There’s two angles from which to approach the Audi Q2’s appearance: As the final straw of Wolfgang Egger’s ultimately lacklustre tenure as the brand’s chief designer, or as the first dawn of a new era of ‘assertive’ design from Ingolstadt.
The cabin is quite obviously ‘old school Audi’, in that most of the materials used are of above-average quality, with switchgear, displays et al laid out rather diligently. Or, in other words: There isn’t much wrong with the Q2’s interior.
The exterior, however, is terribly confusing. The graphics manage the rare feat of being bold and convoluted at once. The car’s overall stance aims to be far more imposing than the its dimensions would suggest – yet the meek track widths (incidentally, and most intriguingly, shared with a great many recent German ‘premium’ models) make this attempt appear rather futile. Continue reading “AUTOpsy: Audi Q2 (2018)”
We conclude the Goodyear saga as the World once more lurched into global conflict.
Remaining with purchases and the War, Goodyear’s supply of natural rubber was severely depleted once the Japanese took control of the far-East. Previous to hostilities, experiments were undertaken to ascertain a supply of synthetic rubber. The US government had even constructed a RubberReserve should stock become depleted.
Goodyear scientists had in fact succeeded in making a synthetic compound, the delightfully named Chemigum which had a negative effect on natural rubber prices; the research all but stopped. The Germans also had a product called Buna-S which they showed off but were curiously Schtum as to its properties and production.
It’s the weekend, and you’re tired. Why not skip the cooking tonight and order in something decadent and a little, oily?
There is something terribly poignant about the end of days at Longbridge. Having put its troubled past behind, under new ownership and seemingly looking to the future, it all came crashing down, thanks (in part at least) to the hubris and cynicism of its domestic overlords.
Following the firesale of MG Rover’s assets and intellectual property, the first fruit would be Nanjing Automotive’s Roewe 750, a hastily restyled version of the existing Rover 75 saloon. Also planned was a smaller car based upon the RDX60 programme, which had been in development prior to MG Rover’s demise. Another beneficiary of Longbridge’s assets was fellow-Chinese carmaker, SAIC Motor, who subsequently absorbed Nanjing Auto and quickly brought the Roewe 550 to market, engaging specialists in the UK to speed up the process.
When the S-Type went under Ian Callum’s knife in 2004, the result was a visual success, although only a qualified one.
The 1999 (X200) S-Type was a car which was initially received with an element of enthusiasm from the buying public, but what appeal it had, quickly faded. There were a number of reasons for this – one being the early cars’ frightful cabin ambience and issues with driveline refinement. The other unsurprisingly was its external appearance, which rather screamed its ‘committee design’ gestation.
Certainly, during the post-millennium era, it had become obvious both to Jaguar and to their Ford masters that the creative execution was the wrong one, but with the carmaker committed to additional and expensive model programmes, there wasn’t the money available for a change in course. 2002 did see a series of revisions, most of which were aimed at improving the chassis and interior, but a more comprehensive revision was scheduled for 2004.
Our correspondent’s mission for Myristica fragrans is interrupted by something shiny and yellow.
Gulp. Sharp intake of breath. No, not because talking to the salesman makes me nervous but my first design review for this erstwhile design-centric website.
If you have yet to see my takes on design, prepare to be deflated. I like what I see. Well, sometimes. Then again, sometimes I’m horrified by what’s presented in front of me. But this particular instance I liked; a lot. An errand into town forced me past the row of car dealerships that inhabit the fringes of town. Virtually every make is available in a three mile corridor and if you can’t Continue reading “Nut Job”
Half year European car sales data paints a somewhat uneven picture.
Originating in India, the popular board game of snakes and ladders was for decades a timeless children’s favourite – in the analogue era at least. Based on traditional morality tales and to some extent the concept of karma, the nature of the game was to move from the bottom of the board to the top via rolls of the dice, avoiding potential trapdoors along the way.
With data for the half-year to June now available, it could be stated that the current European car sales situation is of a similar haphazard nature. Last week, we looked at how the EV sector was performing, so today we cast our gaze upon the walking wounded and the not much longer for this world, courtesy of Automotive News, market trackers, JATO Dynamics and figures from Carsalesbase.com.
The first six months of 2019 has witnessed the continued bifurcation of the European auto market, with adoption of crossover and SUV formats reaching a new high of 36.1%, up from 33.2% over the same period last year. Needless to say, this comes at the expense of other sectors, but even within the SUV/CUV segment, a hollowing out of sorts also appears to be under way.
The obvious victims of the ongoing shift in customer behaviour continues to be the MPV, which is entering a new and now likely decisive phase – with both small and compact segments losing a third of their volume over the half-year – (Citroën’s Grand Picasso dropping by 41%). As their declining appeal accelerates, it would be an optimistic carmaker indeed who would Continue reading “Snakes and Ladders”
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”
A welcome return to DTW from Chris Ward, with a final update on his Festie.
So, the Fiesta has gone. Long gone, in fact: over half a year has passed since the scarlet terror was taken away by a man bearing a clipboard and a polyester coat. Yet despite the intervening months (for which I can only apologise), my thoughts remain much the same as when the car was in my possession.
Another toe in the water exercise from a not so different automotive monolith.
Despite the differences in culture and in product ethos, there really wasn’t a tremendous difference between Fiat Auto and Toyota – apart that is from the minor matter of the two companies’ relative governance and latterday fortunes. But certainly, before Fiat completely lost the run of itself, the two entities probably had more in common than we might have first realised. Continue reading “Weekend Reissue : Desio via Toyota City”
You probably won’t see it commemorated anywhere else.
Of all the cars which mark their 50th anniversary this year, this is perhaps the most (to non-Italians) obscure and certainly least recalled. Partially a consequence of the marque’s subsequent demise – another piece of bungled stewardship by Fiat Auto – and the fact that the car is not only fairly unremarkable in itself, but lasted a mere three years on the market before being withdrawn in 1972. Continue reading “Weekend Re-issue : A Fiat By Any Other Name?”
European EV sales are on the rise, but the internal combustion hegemony remains for now at least, unassailable.
The electric age is just around the corner, just as it has been for some time now. Despite the fact that it patently is the legislative-default future direction of travel, and that regardless of whether we are early, late, enthusiastic or reluctant adopters (or should that be adaptors?) of the automotive EV, we’re getting them anyway. But not quite yet.
Over the first six months of 2019, sales of dedicated electric cars have been on the rise, as one might expect, illustrating (it is said), greater acceptance from customers than the plug-in hybrid model currently favoured by most of the auto industry, at least until they can place their electrified ducks in a row. (A clumsy and frankly dangerous metaphor, for which I now apologise).
From dirigibles to snow cruisers – the inter-war years would see a further inflation of the storied tyre maker’s fortunes.
Initially in poor financial health, Goodyear maintained progress building more factory space as the oil and car industries grew around them. A favoured construction company, Hunking & Conkey of Cleveland had a great deal of empathy with their workforce; a foreman would sit near a pile of rocks, eager to Continue reading “Goodyear? For Some (Part three)”
A giant of the automotive world has departed. His like will not be seen again.
Ferdinand Piëch was not easily satisfied. Anything less than the relentless shedding of blood, sweat and tears he considered insufficient initiative – an approach many found misanthropic, yet from Piëch’s perspective, it was a mere matter of applying a categorical imperative. He would never expect more from anybody else than from himself. Continue reading “In Memoriam : Ferdinand Piëch”
An early statement of intent, the 2001 R-Coupé marked the beginning of a new design era at Jaguar.
By the time Ian Callum had settled into his position as Jaguar’s stylistic leader, the bulk of the turmoil which had characterised the previous decade had abated. Under Ford’s Premier Automotive Group umbrella, Jaguar had been in receipt of significant investment, both in terms of plant, production processes but most noticeably in new product. But given that each of the forthcoming production Jaguars had been stylistically finalised prior to his arrival at Whitley, Callum could only Continue reading “Callum’s Cats : Jaguar R-Coupé (2001)”
Given its pedigree, the ‘lost’ Aston Martin DBS(C), designed by none other than Carrozzeria Touring, should be an unsung masterpiece. Yet it isn’t.
It sounds like the typical scenario that entails reverberating boos and pronounced hisses from enthusiasts’ quarters.
A much-loved maker of exotic sports cars hires the services of a well-respected carrozzeria to come up with the design for a new model. The carrozzeria in question had previously designed the very same car maker’s most popular models. Due to circumstances (mostly of the business-related variety), that new model is only created in one-off concept car form. Et voilà – the recipe for yet another automotive myth!
Concretely, the car in question is a model retrospectively dubbed Aston Martin DBSC. Originally, it was simply called DBS upon its unveiling at the Paris Motor Show of 1966 – and that’s only where it starts to Continue reading “The One That Got Away”
Of all the gin joints in all the towns in all the world…
Here at the gateway to the wilds of West Cork, we welcome more than our share of visitors from foreign lands. This mostly pleasant state of affairs affords us a degree of human variety which would be otherwise denied our pale, light averse, predominantly sandblasted natives. It also lends itself to a degree of automotive variety which to a dedicated driven to writer can prove something of a godsend.
However, not all such encounters are as timely or fortuitous as today’s. Having touched at some length earlier this week upon the lore of the Tychy White Hen, to encounter one in three dimensions proved something of a novelty. Although to be strictly accurate, what we’re looking at here is, if anything a grey hen – or in Lancia parlance, Elefantino Blu – a shade particularly redolent of the Shield and Flag’s Sixties heyday.
A spot of lunchtime exercise reveals something of a kitty-litter.
My current work establishment is in a wealthy, leafy part of town. Not seen for a while, but a Bentayga resides round here. Many SUV’s of any brand you care to mention too along with some proper dross. But the other lunchtime and only hungry for inspiration, I found these three Jaguar XK’s in a five minute wander from the front gate.
Let’s start with feelings of actually photographing these cars. I’m not comfortable with going up to someone’s motor and clicking away till I get “the shot” Plus as you’ll see, one is on somebody’s property and whilst I can usually talk to anyone, especially about cars, I’m not about to Continue reading “A Walk to the Three Cats”
The product planner’s art has never been a particularly straightforward one, even less so when one is dealing with a brand portfolio the size and scope of the VW Group. Nevertheless, during the previous decade at least, the individual business units contained within the sprawling VW Group were allowed to Continue reading “The Wild Man of Kvasiny”
As an Alfista, the recent news about my beloved brand’s sales performances struck me hard, prompting some reflections about how FCA’s European arm could be ‘fixed‘.
The genuinely awful sales numbers posted by Alfa Romeo lately have once again placed the European side of FCA, best known as the one that burns the revenue generated in North America by Jeeps and trucks, under the spotlight. FCA’s current management seem somewhat unwilling to manage the clay-footed automotive giant created a decade ago, thanks to Sergio Marchionne’s opportunism and dealmaking ability.
The focus now seems to be mostly about maintaining the status quo until the sale of the whole shebang: Needless to say, such a non-strategy can last only so long, and mainly hangs upon Jeep and RAM sales in the USA: turmoil there would send the whole construction crashing down in no time.
What sport spends millions of dollars in pursuit of a foot-high trophy by following a groove, avoiding wheel spin and watching a Christmas tree?
It’s not a trick question. The answer is Drag Racing and for this article specifically the top end of the NHRA, the National Hot Rod Association. There’s a $3M dollar purse. Spread that out and it barely covers the fuel bill. There must be something deeper at stake here.
Classes include Pro Stock, Motorcycles, Top Fuel and Funny Cars. Some of this will be revealed as it can get overly complicated. Top Fuel and Funny Cars are the most dominant, noisy, clearly un-environmentally friendly but the biggest crowd pleasers, home to the sport’s big names. Continue reading “Where’s Wally (R)”
Throughout our culture, the colour black has long been synonymous with death. In popular culture too – take for instance William S. Burroughs’ Black Rider or indeed the black swan in Tchaikovsky’s Swan Lake. In keeping with the theme of fowl therefore, it may not be a coincidence that with the advent of the black hen, FCA are quietly softening us up for an impending demise.
Because the problem here appears to lie with the serial refusal of FCA’s Lancia-badged Ypsilon to do the decorous thing and shuffle off this mortal coil. Indeed, not being content to swerve death’s clammy embrace, the Tychy White Hen is still doing a decent number humiliating far more recent domestic contenders – most recently the troubled Biscione of Milan.
Peculiar and of dubious aesthetic merit though its products are, DS Automobiles’ output at least possesses one commendable trait.
It’s rather easy to ridicule DS Automobiles. After all, it’s yet another car brand created in vitro, whose main claim to fame is a name that references one of the greatest creations in automotive history, without paying any respects to it whatsoever.
Casting aside this truly overbearing issue though, paying some attention to the brand’s design proves to be rather more worthwhile than a first glance would suggest. Of course, DS’ range of cars has so far mostly set itself apart through a sheer overabundance of stylistic tropes, many of which are rather less than inspiring (shark fin b-pillars, double badges). However, amid all the cacophonous excess, there are some interesting details to be found. Continue reading “Pardon The French”
It’s never too late to learn Micra – in all its forms.
For a car that isn’t really in the business of setting people’s hearts aflutter, the Nissan Micra does garner a decent wordcount upon our pages. Now of course we can rationalise this on the basis that DTW is (perhaps to a fault), undogmatic in its judgements. [This, I accept, is a matter of debate]
But nonetheless, it’s indisputable that the entry-level Nissan is, in pretty much all of its iterations, a thoroughly decent and fit for purpose compact motor vehicle, if not one you might necessarily choose for the sheer love of the open road. But to condemn the Micra on this basis (especially these days), is to ignore the fact that it sits well within the class norms in just about any metric one cares to fling its way – after all, Nissan is far too astute a business to Continue reading “Small : Far Away”
Ten years since ‘the car that killed sobriety’ was announced. Time for a backward glance.
The 2009 (W212) Mercedes-Benz E-Class is unlikely to go down in history as an indestructible exemplar of marque values like its W123 forebear, or indeed as a design landmark, like its W124 descendant. Indeed, it probably won’t even be remembered with the acute embarrassment which characterises the risible W210 series from the mid-’90s.
Instead, the W212 will be recalled largely for its ‘Ponton’ haunches – a piece of retro styling contrivance aimed at evoking a period when the three pointed star had nothing to prove and no awkward questions surrounding its durability in service to answer.
In a series of articles, we examine former Jaguar Design Director, Ian Callum’s stylistic legacy, though some of the more notable designs he oversaw.
The immediate period following Ford’s takeover of the Jaguar marque was a pretty febrile time – for a whole host of reasons, but primarily for the schisms which took place as Blue Oval management took stock of what it had purchased. As the stark realisation dawned that $ billions would be required to Continue reading “Callum’s Cats”
Bruno Vijverman looks back at a time when not only were cars objects of wonder, but the buildings that housed them.
On my first trip to Tokyo, one of the must-visit locations would probably not have made much sense to the typical tourist, but it did to me, being not only a car lover but in particular a brochure collector: Toyota Amlux.
This huge flagship showroom, housed in an equally impressive building, showcased all Toyota’s cars over six floors. Each one employed a different
theme- for instance there was a floor with only SUV’s and one containing luxury cars.
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.
The proud, if patchy tradition of the French grand tourisme didn’t quite end with the Citroën SM.
The French relationship to automotive luxury is similar to how Germans deal with fine food. Just as those stemming from east of the river Rhine tend to be more willing to spend a fortune on engine lubricants, rather than extra virgin olive oil, their more occidental counterparts usually gain more pleasure from visiting a fine auberge on a regular basis than a car showroom or garage. How he or she gets to said auberge is a secondary concern, too.
Yet, just as there are Germans who care deeply about fine food (Fritz Eichbauer being a particularly striking example of this), the French aren’t totally immune to the charms of decadent motoring either, as the erstwhile success of proud names like Bugatti or Facel proved. It was only some time after the war, and due in large part to stringent domestic luxury taxation, that the French GT found itself on the wane. Continue reading “Le roi est mort, vive le roi!”
As automotive aficionados, we accept and embrace the backstories which sit behind the cars we choose immortalise, yet as with most aspects of life, the people behind these vehicles are often themselves at least equally compelling when viewed from a narrative perspective.
Rivalries between carmakers frequently loom large over marque iconographies: General Motors versus Ford, Austin and Morris during the pre-war era in Britain, or indeed, BMW and Mercedes in more recent times. However, for a great many years, an equally compelling battle of wills was said to have played out in France between Louis Renault and André Citroen, with both carmakers seemingly hell-bent to Continue reading “Weekend Reissue : Filigree and Shadow”
We look back at the car that started the whole Distinctive Series debacle – was it really ten years ago?
“This is twice as much as what we aimed for, the DS line is a huge success,” Citroën’s Frederic Banzet told Automotive News in 2011. And for a time at least, it did appear as though Groupe PSA had pulled off a marketing masterstroke, with DS3 sales at one point accounting for a quarter of the volume for the entire C3 range.
It wasn’t as if the DS3 was necessarily a bad idea. The market for small upmarket B-segment hatchbacks had been dominated by BMW’s MINI brand and certainly, there was a decent slice of that market to be had – with the right product. PSA’s difficulty was twofold: the lack of a competitive platform and more fundamentally its fundamental neglect of the Citroën name, which had been allowed, if not actively shoehorned into a low-transaction price, value-led cul-de-sac. Continue reading “Flirting With Distinction”
In 1997, then Tory Party MP, Ann Widdecombe was asked whether she would endorse former Home Secretary, Michael Howard’s bid to become the leader of the UK Conservatives. She refused, stating in the House of Commons that there was “something of the night about him.”
It was a nice line in waspish put-downs and one which is believed to have scuppered Howard’s leadership ambitions, but given Ms. Widdecombe’s reactionary and somewhat unpleasant views on, well, just about everything really, there was a strong whiff of pot and kettle about it. In reality however, the phrase probably served both politicians’ purposes – Howard later going on to Continue reading “They Roam At Night”
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.
A keenly anticipated visual encounter ensues. Your correspondent comes away impressed.
The products of Hiroshima are not without their exponents upon the pages of Driven to Write – we have both editorially and in the submissions from our contributors been rather generous in our praise both of the previous generation 3 model and its shapely new replacement.
On the surface of things, Mazda appears to have taken a noticeable step forward with this car, moving closer to the upmarket German makes, both in aspiration and overall desirability – especially now as the latter move towards an ever more attention-seeking and repellent visual palette. But up to now, the new 3 existed for me only in the occasional fleeting glance and in static two dimensional form.
As we know however, there is no substitute for a three-dimensional viewpoint and yesterday evening, I received my first clear sighting of Mazda’s latest C-segment midliner in natural evening light. Time to Continue reading “The Surface of Things”