Today, we take a brief hiatus from our analysis of Allegro and its commercial fate to return briefly to aspects of its style, and in particular, to the third ADO67 bodystyle to be offered.
Closely aping its predecessor, Allegro was introduced as a single format bob-tailed saloon – with two or four doors – and unlike its stablemate Marina, both Allegri employed the same silhouette and styling theme. Of the two saloons, the two-door might be considered the most cohesive, a factor which could be explained by its cleaner, less cluttered DLO treatment, which did away with the four-door’s rear quarterlight. In the photo appended below, one can appreciate this and just maybe, Continue reading “Allegro Con Spazio”
The G-Series transformed Citroën’s Irish market fortunes – albeit not necessarily in the manner intended.
The Citroën GS was a vitally important motor car for the French automaker, marking its first serious post-war offering in the medium (C-segment) class, placing the double chevron into the very heart of the volume car market. Overwhelmingly voted Car of the Year for 1970, the technically and stylistically advanced G-series appeared set for pan-European sales success.
The GS would also prove a defining model for Citroën’s ambitions in the Republic of Ireland, albeit not for reasons Quai de Javel would necessarily care to be reminded of. But before examining this unfortunate episode, let us first Continue reading “Suspended State”
More than merely a car, a state-sponsored project in political and social engineering. Celebrating the Alfa Romeo Alfasud on its 50th anniversary.
In the years that followed the end of the Second World War, successive Italian governments faced a seemingly intractable problem. Northern Italy had become increasingly urbanised, industrialised and prosperous, but the south remained largely a rural backwater. By 1950, income per capita in the south was roughly half that in the north, and the gap was widening. Much of the south’s agricultural land remained in the hands of large landowners and was poorly managed and often unproductive. Many unemployed young people simply migrated north, robbing the south of much of its potential labour force.
Acknowledging this economic and social divide, the Italian government established the Cassa per il Mezzogiorno (Southern Development Fund) in 1950. Its initial purpose was to Continue reading “Going South (Part One)”
The news earlier this week that JLR cancelled its Jaguar XJ programme, believed to have been close to production-readiness was greeted with varying degrees of dismay by the commentator and enthusiast community. Many questioned the financial logic of taking such drastic action so late in the developmental programme, suggesting that such profligacy was madness.
Whether folly or expediency, it was certainly not unique, BLMC rather notably electing to cancel the Rover P8 programme at huge expense in 1971, for example. However, perhaps the most glaring and possibly the most financially damaging instance was that of Citroën, when in April 1967, President, Pierre Bercot took the decision to Continue reading “F is for Failure”
A trio of Citroën oddities in this take on that famous French creed – Liberté, Egalité, Fraternité.
1982 Citroen BX Coupé prototype
Seasoned Citroën fans are no doubt aware that Citroën toyed with the idea of a BX Coupé but never allowed it to reach the production stage; a full size mockup, looking somewhat like a mix of BX and Renault 11 3-door hatchback has survived and can be viewed at the Citroën Conservatoire.
There was however another, far more ambitious BX-derived Coupé in development for a time, also styled by carrozzeria Bertone. This project was initiated early in 1982, some months before the introduction of the BX hatchback at that year’s Paris Motor Show. Surviving documents reveal that this coupé was intended for a higher marketing segment and was also to Continue reading “Creativité, Rationalité, Pragmatisme”
Quai de Javel’s final act, or simply its slightly underpolished Craiovian cousin? We examine the Oltcit.
Given its geographical location, it probably wasn’t all that surprising that once-independent Romania would end up as part of Russia’s collection of Warsaw Pact satellites once the post world war II dust settled.
By the early 1970s, Romania’s communist government was led by Nicolae Ceaușescu. Outwardly an internationalist, acting with considerable independence from Moscow, the Romanian leader seemed intent on building up the country’s soft power, influence and economic strength on the international stage. However, for those inside the country, he was simply another self-obsessed, exploitative and repressive dictator.
Concluding our brief overview of Citroën’s epochal GS.
In 1970, the European motor press voted the GS its car of the year. The award, Automobiles Citroën’s first ever European Car of the Year award, was formally presented in February 1971 to Pierre Bercot’s successor as Director General, Raymond Ravenel in the Hilton Hotel in Amsterdam.
Bernardo Bertolucci’s 1970 Franco-Italian feature film, The Conformist is billed as a cinematic masterpiece. Set during the 1930s fascist-era Italy, its themes of politics, betrayal, and psycho-sexual guilt, framed within Vittorio Storaro’s lavish cinematography remain as provocative today as they were when first screened in cinemas half a century ago.
I recently purchased a reprint of Car’s Car of the Year 1970 feature (printed for publicity purposes for the UK distributor of a certain car company from the March 1971 issue by George Pulman and Sons Ltd Bletchley Bucks). Almost (but not quite) as old as I am (what’s three years amongst friends?), it served to remind me what we are missing these days from motoring journalists.
First, I refuse to mention the main subject of the feature, the car which won this prestigious award in 1970, on the basis that we get complaints that the manufacturer of said winning car receives far too much coverage on this site. Second, it’s the quality of the journalism which has bewitched me, much as it was the featured car which captured my attention to said publication in the first place. Third, I’ve given up on Citroën these days in any case (damn!).
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 directly to the 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”