Skoda’s Fabia appeared first on the market in 1999. Now it’s into its third generation. What have they done? What have they done?
This is the new Skoda Fabia. The previous two generations have been rather good interpretations of a difficult genre, the conservative but attractive small car. The first version displayed some nice automotive design tropes: the smooth flowing bonnet to a-pillar and neatly shaped vestigial boot. The rear graphics and sculpture worked very harmoniously, very much the work of designers who were unafraid to Continue reading “2015 Skoda Fabia: Oh Dear.”
Here at DTW we like to find out about what’s on sale around the world.
We’ve looked at some Japanese and Chinese market cars. Today we go to South Africa and peer at a Honda Brio, just to see. The Honda Brio is not on sale in Europe, being intended for emerging markets. It comes in two forms, hatchback and saloon. Since tiny saloons are held in almost complete contempt, we Continue reading “2014 Honda Brio saloon”
You can make 4-cylinder engines bigger but what about making a smaller 6?
We have considered two approaches to bridging the 2.0 to 2.5 litre capacity gap, the enlarged 4-cylinder engines, and the 5-cylinder concept. And while the first is relatively common and the second shall we say not unusual, there is one other method of adding power and prestige to a smaller engine. That route is the road less travelled, 2-litre V6s. Continue reading “Theme – Engines: The Road Less Travelled”
So who uses five cylinder engines and why? Do they have a future? DTW asks these questions today. Read on to accumulate wisdom on this subject.
One might be tempted to think of five cylinder engines as being something of a novelty, if they are not a rarity. However, before Audi and Mercedes in the 1970s, Ford experimented with the concept in the 1930s and 1940s but never put anything into production. The heyday of the five has been from the end of the 70s until a few years ago. Not a bad run. The window of opportunity for the five-cylinder now seems to be closing. What opened it? Continue reading “Theme – Engines: Throbby, Thrummy Quints”
With engines, as with everything else, there’s a pecking order. But who rules the roost?
Anyone spending time thinking or indeed writing about cars is likely to hold a firm view on the merits or otherwise of the internal combustion engine – few auto enthusiasts choose the comfort of the fence on this. If you cleave to the view that the engine represents the heart of a car, then it should come as no surprise that any marque with pretensions to greatness has designed and produced their own. Furthermore, the truly grand marques have at least one powerplant in their back catalogue that can be viewed in, at the very least, quasi-mythological terms. Continue reading “Theme: Engines – Top Dead Centre”
Then and now: how does Fiat’s present engine range compare to that of 2004? And are they making use of the engines available from Chrysler?
Today we are asking “How bad is it exactly for Fiat, in real terms”? A vibrant company puts effort into engines if only to confuse punters and gain sales. But it can also offer a better match between the car and the complicated needs of the hundreds of millions of potential buyers. If you have a car with just one or two engines for it then it’s a safe bet there are 78 million people who simply won’t Continue reading “Theme: Engines – A Survey of Fiat’s 2004 and 2014 ranges”
Is the end in view for the once ubiquitous 2 Litre?
I’ve never liked 4 cylinders. Part of me has always lusted after pistons and capacity. How I envy a fellow correspondent on these pages his 5.3 litre V12. The only diesel engine I’ve ever been attracted to is Volkswagen’s ludicrous 5 litre V10, which made a mockery of diesel’s assumed economy but where the sheer numbers almost overcome my antipathy to fuel oil. Despite all this, the puritan in me has shown restraint and, in fact, the most cylinders I’ve ever owned in one engine is six and the largest capacity 2.8 litres. But it’s not all size. I like less than 4 cylinders too.
I have eternally fond memories of the Citroen Flat Twin and I’ve never been tempted by a Japanese 4 cylinder motorcycle, far preferring my V Twin. I got very excited by Fiat’s TwinAir engine and, despite getting the idea that the real-world consumption, and thus emissions, are less related to the paper ones than they might be, it remains an attractive proposition – if only they’d Continue reading “Theme : Engines – 2000, the Not-So-Magic Number”
Many forgotten cars are forgotten because a lot of time has passed between now and the time they were made. In the case of the Renault Wind nearly no time has passed at all. Rather than being forgotten, it was barely noticed in the first place. This correspondent has seen just one in the wild. Let’s take a brief pause from the hurly-burly of the here and now to Continue reading “Sure-Fire Future Classic: 2010 Renault Wind”
It’s hard to tell. The seller of this particular orphan has only just learned to use a camera. Two out of the three photos (twelve are allowed for free) at the car-sales website are taken with the sun light coming from behind the car. Thus in two out of three photos the image is mostly a Honda Accord silhouette with some Rover 600 chrome here and there. The third photo shows the front rear three-quarter with no shadow. Continue reading “Something Rotten In Denmark: 1996 Rover 2.0 Ti”
As a little diversion, we suggest our readers might like to look at Kevin Cameron’s thoughts about the future of the internal combustion engine, published in Car & Driver magazine a day or two ago.
There are a views in the articleyou could take issue with but it’s an interesting American view on the IC engine’s future. I would argue that Cameron discounts the importance of government legislation and he assumes that the externalities of the IC engine (i.e. the costs everyone else pays for its use that are not factored into the sales price) will not be one day accounted for.
I would suggest that the days of the IC engine are numbered though whether this is because there is a) a switch to electric motors b) a switch away from personal transportation or c) global climate disaster that destroys the economic base upon which the IC-engine is predicated is not for us to discuss today. Continue reading “Theme : Engines – The View from Car and Driver”
Phase Two – 1976-1980: Fortress Jaguar. With engineering the last beacon of resistance, XJ40 becomes its talisman.
1975 saw the broken remains of Jaguar in lockdown. Bob Knight’s policy of civil disobedience stemmed the tide of assimilation to some extent, but BL’s operating committees were undeterred. Like most of the industry, they believed the collapse of luxury car sales in the post-oil shock era would be permanent. The prevailing view being that Jaguar were producing dinosaurs. Continue reading “History Repeating: XJ40 Part 4”
Who has the most engines to offer customers? DTW takes a close look at the state of play at VW, Opel and Ford.
The operating assumption behind this small study is that engines matter. More precisely, if a manufacturer can offer a decent range of engines for a given class of vehicles then they are very likely to have a better chance of selling something to someone. I’ll restrict my research to Ford, Opel and VW for this particular study.
Do French engines live up to that nation’s fine engineering heritage?
In Post War Europe, engines were restricted by reasonably arbitrary taxation classes. In Britain, the old ‘RAC Horsepower’ rating was based on an archaic formula that related to the bore only, not the stroke and didn’t actually refer to the actual output of the engine.
Despite it being abolished in the late 1940s, it meant that the longer stroke engine, with its relatively low rev limit, lived on far longer in much loved stalwarts such as the Jaguar XK and BMC A Series and it did stem the development of lighter, freer running engines.
Italy was less prescriptive and, although there were aberrations, like home market only 2 litre Ferraris and Alfas V6s, it allowed the development of the sweet engines found in the Alfas and Fiats of the 60s. The French tried to Continue reading “Theme : Engines – France”
So far in this intermittent series I have picked on a forgotten supermini, a lavishly expensive sportscar and the VW Passat. Today I feel the need to declare that Chryslers and associated brands are vehicles about which I have nothing to say. Continue reading “Cars I Can’t Write About: Chryslers etc…”
Ah, the Triumph Stag V8, the stuff of classic car legends.
It’s all there for a long chat at the pub: dashed hopes, shoddy Midlands workmanship, the dark days of British Leyland’s decline. There’s even a bit of Italian in there, as Giovanni Michelotti styled the car. The bit we’re interested in is the V8 though.
Tatra made large rear engined automobiles. Yes, but this?
Today we bring a slice of an alternative universe, one where Tatra automobiles did not cease production (that was 1999). The car here is one of four Tatra MTX V8 sportscars built out of a planned 100. The car was shown as concept at the 1991 Prague motor show and 200 orders were taken by thrilled visitors. Unfortunately, a fire destroyed the production facilities and also destroyed Tatra’s chances of showing the West that Czech engineering was alive and well and able to Continue reading “What Might Have Been : 1991 Tatra MTX V8”
The Iron Duke engine: an American interpretation of a European staple.
The Americans have a different approach to engines than do Europeans. First, they hold the view that bigger is better which means that for many decades the smallest engines were usually 6-cylinder units. 8-cylinder units were considered standard. When the oil crises of the 70s struck, the main US manufacturers were not so experienced with the 4 cylinder devices that were needed to cope. Continue reading “Theme : Engines – GM’s General Purpose Nail”
It seems like only a bit of while ago that Fiat were offering the Tipo Mk1 (1988 to 1995). It is however, actually a really long time ago indeed. This car is actually quite old though it seems not to look it, to my eyes at least. When Fiat first offered the Tipo they made something of a big deal about the galvanization and general rust protection. Continue reading “Something Rotten in Denmark: 1991 Fiat Tipo 1.4 ie”
For much of my motoring life, the hierarchy of car engines was clear, constant and relatively simple. The reciprocating internal combustion engine reigned supreme and the greater the number of cylinders, the more important it often was. The true enthusiast’s choice of fuel was petrol, with diesel an unfortunate option for the miser who had no ear for beauty and even less care for the health of their fellows. Continue reading “Theme : Engines – The Final Stroke?”
A facelift is sometimes an indication that all is far from well with the car’s manufacturer.
In 1958 Humber cars introduced a new body style which was sold under the Hawk and Super Snipe labels. The Super Snipe was the more expensive of the two. For the last word in Humberness, there was the Humber Imperial which was the same as a Hawk and a Snipe in terms of the bodywork but which had “a vinyl roof, automatic transmission and hydrosteer power steering as standard… electrically adjustable rear shock absorber settings, a rear heater and optional West-of-England cloth-trimmed seats”.
BIG AND DUMB AND MUCH THE BETTER FOR IT. Driven To Write assesses an underdog.
Tinselly, crudely assembled and unattractive sums it up, but luckily that´s just the Chevrolet badge on the bootlid. The rest of the car surprised me by being vastly better than the reputation suggested. The Chevrolet Epica has ended its six year production run and perhaps its reputation needs a little burnishing. I´ll tell you why: there´s very little wrong with the Epica and a lot that´s right. Continue reading “2010 Chevrolet Epica 2.0 L6 Turbo diesel Review”
Phase One – 1972-1975: Jaguar Year Zero. The Autumn of 1974 marked a point when the sky fell in at Jaguar.
Government appointee, Sir Don Ryder’s report into BLMC’s collapse was published in April 1975 and its findings were greeted with horror at Browns Lane. Ryder recommended British Leyland should henceforth operate as a ‘single integrated car business’. As such, marque identities would be subsumed into centralised BL business units. Jaguar would cease to exist, with its two plants now managed by separate Leyland Car divisions. The effects of rationalisation would go to ludicrous extremes, but with the UK government picking up the bill, there was little room for sentimentality. Continue reading “History Repeating: XJ40 Part 3”
When only basic proportions are giving the game away
Plastic surgery may not be limited to people’s faces, but only on few – usually bizarre – occasions do the stylists tempering with flesh and bone go for a change of the entire body. However, in car design, the situation presents itself rather differently: the choice is between either just a facelift or the full Monty. Continue reading “Theme: Facelifts – Bodylifts”
The ‘It should never have worked but it did’ facelift: 1983’s Ford Fiesta
The original Ford Fiesta’s sales successes made it so ubiquitous that its appearance ceased to be either noticeable or remarkable. This however belies Tom Tjaarda’s initial design, which was neat, well executed and had, by the tail end of the ’70s, worn well. However as a new decade began, it began to appear dated against newer and sleeker rivals. Continue reading “Theme: Facelifts – Festie’ Refaced”
Could there be anything wrong with trying to design cars that can avoid an automotive face-lift?
When Simon came up with this topic we all immediately thought of the classic facelift disasters. Then there were the handful of acknowledged facelift successes; these have been touched upon by DTW at various points over the month.
We are also aware that some firms make a routine of “mid-cycle refreshes” as they are termed by those in the know. And this is probably to be deplored since facelifting a car means either a) the first attempt was not good enough or b) the company indulging in planned obsolescence. To which we can add c) the product actually is long-in the-tooth and it really needs some very obvious re-styling to distract from that fact. Continue reading “Theme : Facelifts – Does Your Car Pass the Facelift Test?”
The 2004 facelifted S-Type had it all to do. Unfortunately for Jaguar, it came too late.
While the 2004 facelift to the Jaguar S-Type could never fully excise the visual scars left by its predecessor, it did re-present them in a more broadly palatable form. Given that the original 1998 X200 remains something of a stylistic horror show; the result of an amalgam of three individual styling prototypes unhappily stitched together by Jaguar stylists under a reactionary Ford management, just about anything would have served to Continue reading “Facelifts – Winning the Battle, Losing the War”
For the very rich there are two modes of consumption.
One is to buy the latest thing and replace it as soon as something better comes along. The other mode is to buy something that lasts forever like a castle or a Bristol. The Filton-based firm was a small one and prided itself on the quality of its vehicles. And they are cars that last, being capable of almost indefinite service life, much like a castle, as it happens.
You can’t polish a turd, but can you sully a diamond?
Once, whilst Europe was happy to go on producing the same identical model year after year, until the dies got too worn out to function, the US doggedly changed models every three years, with a facelift every year in between. Thus, any reasonable US car spotter will be able to identify the exact year of a Ford Thunderbird, first by the shape, then by the radiator trim or the rear lamps. Any manufacturer who didn’t come up with something new for each season was not going to be taken seriously.
Only a few puritans and some design dogmatists dislike chrome. However, a bit of tinsel would have made all the difference to emphasize the inherent goodness of some plain-Jane cars of recent years.
Chrome’s application on car exteriors is based on its capacity to resist corrosion, ease cleaning and increase surface hardness. It also has the pleasing ability to draw attention to the outlines of door frames, lamp housings and bumper pressings, among other features. Even at dusk, a chromed window frame shows up clearly and reveals the car’s character which would otherwise be hidden. Continue reading “Reflections On Chrome”
If you’ve ever wondered about this famously forgotten car, this is the place to find out why it has become a footnote in automotive history.
The Tagora doesn’t have much of an afterlife. It’s been out of production since 1983 and if anyone remembers it, they aren’t saying much about it. But what was the view of the car at the time of launch? Did it look like it was going to be the flop it turned out to be? I bought a copy of Autocar from 1981 to find out how this car was viewed by contemporary writers. Other magazines followed in the post. This (below) is how I digested the information for Wikipedia. Alas, it was removed shortly after it was published on the grounds that it was “not balanced”. I later revised the text with more “balance”and it seems to have survived. Here is what I wrote first: Continue reading “Unforgetting : 1981 Talbot Tagora”
It’s hard to explain this to people who view cars as polluting, selfish devices, that kill, maim and generally mess up lives. And it’s equally hard to explain it to people who see cars as pure, powerful pieces of engineering, that mainly offer them control and prestige. But the car is a flawed but hugely romantic device, and that has been its true enduring strength.
What defines a car? For some it’s outright speed, or acceleration. For some status. For some it’s sheer practicality, for others it’s individuality. For some it’s handling, steering feel, lightness of touch, whilst others want weight, bling and intimidation. There are so many criteria for what makes a good car and, if you are trying to explain why you like a car to someone else, it’s tricky. Watch their eyes glaze as you lasciviously trace the curve as the C pillar kinks round the inset vent to join the rear wing. See them shuffle with embarrassment as you present one fisherman’s yarn too many about lifting the front wheel in Tesco’s car park. Risk them questioning your manhood as you mime the ingenious folding mechanism of the rear seats in your MPV.
It was no oil painting to start with, but the facelifted C5 was ghastly.
Dan Abramson’s 1994 Xanae concept signposted Citroën’s entry into the compact MPV sector, but additionally, its styling came to inspire an entire generation of production Citroën’s, each displaying an incremental diminution of creative execution. The Xanae’s conception was overseen by Art Blakeslee, drafted in from Talbot to preside over Citroën’s styling after the allegedly rancorous departure of Carl Olsen in 1986. Continue reading “Theme : Facelifts – Dîner pour Chiens”
DTW has a spin in a 2010 Ford Mondeo 2.0 TDCi. If you’re thinking of getting a used one it’s probably going to be one of these.
The Ford Mondeo: what do we really know about this car? I had a test drive and can report how an informed but not expert enthusiast experienced it. Zetec trim adorned the vehicle and under the bonnet Ford had kindly installed their 2.0 litre TDCi engine. In many ways this car could be said to be the typical midranger and so is representative of the sort of Mondeo many people choose to live with for six or seven years of their lives. Continue reading “Critical Faculties: 2010 Ford Mondeo 2.0 TDCi”
In all good faith, motoring writers tend to fixate on problems much as the princess fixated on the pea. For those of us interested in cars, that’s fine: we are also little picky princesses, to a man. Merely knowing that there is some small aspect of a vehicle that impedes its theoretical performance around Thruxton on a dry day is enough to earn a definitive seal of disapproval. That is even if the aspect is wholly unrelated to the intent of the vehicle in question.
Phase One – 1972-1975: A Question of Style. Jaguar knew how XJ40 should look, but BLMC management had other ideas.
In October 1973, the complete XJ40 styling proposal was presented to BLMC’s Donald Stokes and John Barber. The car’s style had evolved noticeably over the intervening twelve months, but the XJ-S-inspired lineage remained. The differences lay in the height and shaping of the canopy, the daylight openings – which now featured a six-light treatment – and the addition of a lineal shoulder line. Overall, it presented a cohesive and not unattractive projection of Jaguar saloon style. Continue reading “History Repeating: XJ40 Part 2”
Driven to Write met three (of four) Germans outside a supermarket in Aarhus. They had travelled in a VW camping van with two Simson mopeds.
We don’t really do motorbikes at DTW and VW camping vans aren’t part of our repertoire either but here is a brief report on the trip of Markus, Judith, Ludwig and Victoria from the Bodensee in Germany to Nordkapp in Finnmark, Norway. I met them as they were eating a spot of lunch outside my local supermarket. They were travelling in a rather used series T3 VW camper van (1979 to 1992) and two Simson mopeds. Continue reading “Northward Bound”
Driven To Write descends into facelift hell. Pray for us.
Today’s foray into facelift hades stems from recent past. The original 2003 R230 SL series was a good 65% less attractive than its far more accomplished (R129) forebear. Nevertheless, amongst the less than stellar offerings emerging from Sindelfingen under design chief, Professor Peter Pfeiffer during the post-Sacco era, R230 in its original form was at least broadly cohesive.
In the fond past such matters would have been beneath them – largely because the design would have been sufficiently well judged in the first place. In the old Vertical Affinity, Horizontal Homogeneity days Mercedes-Benz were never in the habit of carrying out anything but the most perfunctory of facelifts, but by 2008 Sindelfingen was well and truly in the fashion business. Continue reading “Theme : Facelifts – New Adventures in Rhinoplasty”
This is a rather absorbing article from the good people at the Truth About Cars. It discusses the Renault Espace’s life in Brazil.
“Originally conceived by Renault and its partner, Matra, the first Espace appeared in 1984 and was initially greeted with a combination of intrigue and scepticism – nothing like Espace had ever been seen before. Flying in the face of accepted wisdom, the Espace epitomised Renault’s desire to push the boundaries of conventional design and create a car which met the changing needs of a rapidly evolving society.” (Automobiles Review, 2009)
It’s been going on for so long now, it almost seems a tradition. Fiat’s styling has always been variable. They have produced some great designs and some disappointingly dumpy ones, often in the same generation. But what is constant is that, when it comes to facelift time, however good or bad the original was, the facelift is always worse.
There are various theories I can offer and, not being a Fiat insider, that is all I can do.
In the repository of automotive facelifts, this example is something of an aberrant one. BMW’s E65 7-Series is commonly and perhaps justifiably regarded as BMW’s ‘they’ve gone stark raving bonkers’ moment. Adrian Van Hoydoonk’s styling was on one hand a genuine breath of fresh air, yet at the same time, a visual challenge of epic proportions.
I am unable to address the Lamborghini Aventador LP700-4.
I’d wanted to write that I could say nothing about Ferrari’s current range of cars. However, as a matter of fact I devoted a whole post to their website some months back. That said, there is nothing much about Ferrari’s actual cars that attracts me. The last time I saw a new one (I really don’t know which it was but it was red) I was as unmoved as if I had been shown a trough of diamonds being tipped in a lake.
The facelift, once a rather quirky thing, has become accepted. A nip, a tuck, a chop, a stretch. No-one seems embarrassed. Your Editor is aware of these things because, much as he would prefer to always shop at Fortnum and Mason, circumstances (thank you Eoin and Sean) dictate that he has to stand in supermarket queues with everyone else. Therefore he cannot avoid the temptation to browse through those strange little magazines on offer beside the tills and read about these things.
Some cars are gob-stoppers. I can’t bring myself to do more than glance at them much less expend any breath. Here’s one: the 2014 VW Passat.
So far I have picked a shopping trolley and a sportscar in my excursion through the list of cars I can’t write about. Keen observers of my output will say this is because I am an enthusiast for saloon cars. You can infer from this a low-self esteem if you like, or you can imply a liking for four-door cars from mainstream makers is an automotive version of a taste for “reader’s wives”. To deal with the second argument, I present the current VW Passat. Continue reading “Cars I Can’t Write About 3: 2014 VW Passat”