“A good many dramatic situations begin with screaming”. Rounding out the Waltz for 2018.
Tempting as it might be to dwell on the negatives, of which there were many; Vietnam, politically motivated assassinations, student riots, the polarisation of race relations, but 1968 wasn’t entirely the unremitting grimfest it might appear in retrospect.
Directed by Frenchman, Roger Vadim with a knowing screenplay by Terry Southern (Dr Strangelove, Easy Rider), and based on Jean-Claude Forest’s cult comic strip, 1968’s Barberella provided some light relief, melding science fiction, titillation, comedy and high camp on a scale perhaps never previously committed to celluloid. (Although 1980’s fevered Flash Gordon remake potentially runs it close). Continue reading “Anniversary Waltz 1968 – 41 Century Girl”
The Farina-bodied BMC saloons would become ubiquitous Sixties fare. We examine an early verdict, courtesy of The Autocar.
The very first of a new generation of Pininfarina-bodied medium saloons from BMC, Wolseley’s 15/60 model was introduced in December 1958 before going on sale in 1959. This new series would take BMC’s multi-marque strategy to previously unheard of heights (some might choose to invert that statement), with a succession of models quickly following, all sharing identical bodies and technical specifications, apart from minor changes to engine tune and detail styling. Widely derided as ‘badge-engineering’, it proved a commercial success for BMC, but one which ultimately came with a reputational cost.
The Autocar published its first road test of the 15/60 on 13 March 1959. The test car retailed at £991.7s, including purchase tax. Not (then) noted for sensationalism, The Autocar writer’s style was drier than a chilled glass of Tio Pepe, but with a little gentle sifting one can Continue reading “Road Test Retrospective : Wolseley 15/60”
As we complete our retrospective of 1998, we ponder air and water.
Not simply one the World’s busiest airports, but amongst the most challenging from a pilot’s perspective, Hong Kong’s Kai Tak airport had by the 1990s become something of a liability. Situated in the heavily built-up Kowloon district, the technically difficult approach over mountains and city skyscrapers not only looked and felt alarming, but the abrupt banked descent to the single runway in Victoria Harbour required both nerve and experience.
The World’s largest airport terminal building when it officially opened in 1998, the newly built Hong Kong International airport at Chek Lap Kok put paid to the hair-raising sight of 747’s skirting the tips of the Hong Kong skyline. Built on a reclaimed island in the South China Sea, flights into the Kowloon Peninsula became a good deal less dramatic and a whole lot more frequent.
A year which appeared to consist of little but tit-for-tat nuclear weapons tests by opposing cold war powers, that uniquely played host to three different Catholic pontiffs, where the Red Brigades kidnapped and murdered former Italian Prime Minister, Aldo Moro, and where Spain finally renounced the last vestiges of dictatorship by declaring a democracy, 1978 experienced its share of geopolitical turmoil. Continue reading “Anniversary Waltz 1978 – This Year’s Model”
Driven to Write profiles the black sheep of Crewe.
Even the most aristocratic families have their outcasts. Whether it’s cousin Geoffrey the bounder, serial adulterer and spendthrift, or aunt Gertrude with the secret laudanum habit, a noble bloodline is no barometer of respectability.
This is as much a truism at the House of Crewe as anywhere else, and while the halls of Pyms Lane may shimmer with any number of Wriaths, Clouds, Shadows or Spirits, within a secluded chamber in a little-visited wing of the facility lies the Seraph, brooding in gloomy seclusion. Continue reading “Wings of Desire”
Driven to Write loses an uneven struggle to frame a rather unremarkable automotive year.
Be it economically, politically, or indeed the arts, 1988 proved to be a year of transition. And while the UK music charts were increasingly dominated by the burgeoning counter-culture of dance music, some older orders remained stubbornly implacable.
Following his first solo album release in 1981, actor and former Genesis percussionist and lead singer, Phil Collins had become one of the World’s biggest grossing recording artists, amassing in the region of 150 million album sales. A large proportion of these came on the back of tracks like his chart-topping (across six countries) 1988 release – a cover of the 1965 Mindbenders’ single, Groovy Kind of Love, taken from the soundtrack of Buster, a sepia-toned UK made biopic of ‘Great Train Robber’, Buster Edwards, in which he also starred. Continue reading “Anniversary Waltz 1988 – A Groovy Kind of Love”
The Jaguar creation myth owes everything to this Autumn 1948 debutante.
In October 1948, a British industrialist stood nervously by as the assembled press and dignitaries gathered around the Jaguar stand at the Earls Court Motor show. On a plinth sat a metallic gold roadster of breathtaking simplicity and elegance of line. As the crowds gathered to swoon over the newly announced XK 120 Super Sports, Jaguar’s (as yet unknighted) William Lyons realised he might just have hit the big time.
Ah yes, creation myths. Usually a catalogue of unbridled success, but in Jaguar’s case, this was hardly the case. Because like most overnight successes, the XK 120’s was forged over some considerable time.
Creatives rarely enjoy being interrupted in their work. One easily loses one’s train of thought, the muse frequently escapes and it’s often difficult to Continue reading “Cat, Interrupted”
Reviewing 1958’s British offerings, DTW experiences a sinking feeling.
The RMS Titanic sank many times in the intervening years since it first slipped beneath the waves with terrible loss of life in April 1912, but perhaps its definitive cinematic retelling dates to the Roy Ward Baker directed A Night To Remember, starring Kenneth More. The most expensive British made film when it premiered in July 1958, it was notable for its historical accuracy and the fact that several first-hand survivors of the sinking were employed as advisors to the production.
As 2018 leaches away, we begin our annual run-down of cars we couldn’t write about this year, beginning with 2008.
The largest machine ever built, the Large Hadron Collider at CERN was created with the modest aim of testing particle physics theory and possibly uncovering the secrets of existence itself. Situated 175 meters underground, with a circumference of 17 miles, the LHC was completed and inaugurated ten years ago. And while some critics expressed concern that it would Continue reading “Anniversary Waltz 2008 – Higgs Boson Blues”
The 2008 Lotus Evora exemplifies the adage that subtlety rarely succeeds.
Stepping outside of one’s accepted position is rarely rewarded, either in life, love, art or car design. For Lotus, revered by generations of enthusiasts for producing cars of often fragile genius, their occasional attempts at marrying dynamic prowess with a dash of practicality have by and large backfired. The 2008 Evora attempted to combine both. Misunderstood by aficionados and (some) members of the press, the car split opinion in 2008. It still does.
When Lotus ceased production of the aged Esprit in 2004, not only had the basic car been in production for 28 years, but its demise left a gap at the top of Lotus’ model range. At the opposite end, the pretty and gimlet-sharp Elise (and its derivatives) had proven a critical and commercial success, and Lotus, having become part of the Proton Group were in the process of persuading former CEO, Mike Kimberley to Continue reading “Love’s Easy Tears”
The ‘Sixty-Eighters’ rocked France, yet one of its more illustrious offspring would become a bastion of more conformist values.
In a curiously prescient article for Le Monde in March 1968, journalist, Pierre Viansson-Ponté made the assertion that France was suffering from the dangerous affliction of ‘boredom’. During a period which French economist, Jean Fourastié coined as Les Trentes Glorieuses, the country settled into a period of political stability and economic prosperity, transitioning from a predominantly agricultural economy to a largely industrial one.
Rural France had decanted into the cities and its universities were brimming with the young and sexually frustrated, expected to behave in a similar fashion to that of their socially conformist parents. But students from Paris’ Université Nanterre, emboldened perhaps from a diet rich in Satre, Brel, and Dylan would no longer Continue reading “Children of the Revolution”
Rover’s 1958 3-Litre was a class act, but it was a class in the grasp of profound change.
On the 30th of April 1958, Royal assent was given to an act of parliament which changed the constitution of the upper house (the House of Lords) from being a male-only chamber, composed exclusively of hereditary peers. The Life Peerages Act led to a significant modernisation of parliament, lending the Lords a degree of legitimacy it had hitherto lacked, while better reflecting a changing UK society. Continue reading “Parliamentary Privilege”
In 1978, Pininfarina made one final pitch to gain Jaguar’s business. It didn’t succeed, but did it precipitate another, more tangled narrative web?
By around 1976 the automotive world had broadly coalesced around the belief that Jaguar’s XJ-S was, in stylistic terms a rather poor show from a carmaker renowned for being the business of beauty. It didn’t really matter that this particular set of shared assumptions had largely been formed by a UK and US press corps who had whipped themselves into a frenzy on the false premise that Jaguar would reprise the E-Type’s impact and ambition and by consequence required a scapegoat when reality proved somewhat different.
Blaming Jaguar was perhaps cathartic and while some argued the carmaker might have controlled the narrative a little better in the run up to the XJ-S’ announcement, in reality, the embattled residents of Browns Lane couldn’t Continue reading “Along Came a Spider”
Volkswagen’s upmarket Passat derivative – was it misunderstood or simply misconceived?
If one was to plot the course of Volkswagen’s design heritage in purely aesthetic terms (if indeed such a thing were possible), it would be represented on a somewhat undulating graph, and it could be argued with some conviction that overall, the troughs have tended to outweigh the peaks. But automotive design is a cyclical discipline and all styling studios must move with, or at least reflect the times. Continue reading “Song to the Siren”
Driven to Write profiles a refugee who made it in the new World.
During the early 1970s, it appeared as though Toyo Kogyo’s Mazda division had stolen something of a march on the auto industry. Alongside Germany’s NSU, Mazda invested heavily into wankel engine development and while Neckersulm’s all-in commitment saw them Continue reading “Rotary Survivor”
The 1978 Saab 900 could be dismissed as merely an evolution of an older model, but it became far more than that. It became the ur-Saab.
“The car has become an indispensable part of our everyday life. We need it so that society will not grind to a halt and so that people will serve society efficiently. looking ahead a little further, will the car continue to be as essential in our everyday lives as today?
The Jaguar S-Type was intended to spearhead Ford’s growth plans for the leaping cat. That didn’t quite work out as planned.
Now is the winter of our discontent: In November 2004, Ford appointee, Joe Greenwell faced a panel of hostile UK parliamentarians at the Trade and Industry select committee in Whitehall, seeking explanations for his parent company’s decision to Continue reading “Style Council”
Best known as Germany’s Taxi of choice, the Mercedes /8 has languished under the shadow of more celebrated siblings. Time for a fare hearing.
Prior to 1970, all licenced taxis within the Federal Republic of West Germany were painted black. They also for the most part consisted of the products of Stuttgart-Untertürkheim. During the wirtschaftswunder era, the diesel-powered Mercedes came to embody virtues of solid dependability, frugality and long-life, as endorsed by the huge, largely trouble-free mileages these vehicles amassed in the public hire trade.
When Mercedes-Benz launched what were termed the ‘new generation’ cars in 1968, perhaps unsurprisingly, the values they espoused were of a familiar, conservative nature. Yet in its own way, the /8 (or Strich Acht – a term employed to denote the model year), was itself something of a revolutionary. Continue reading “A Different Shade of Beige”
The 1978 Midas and its talented creator appear largely forgotten. Neither really ought to be.
Even amongst those who breathe petrol vapour for pleasure, Harold Dermott is not a household name. And this is a pity, for he is intrinsically linked to two of Britain’s cleverest and most dynamically accomplished enthusiast cars. That they represent polar opposites upon the affordability spectrum is largely irrelevant – both are equally rare sights today.
But while one is rightly celebrated as arguably the pinnacle of road-car development, the 1978 Midas remains a neglected automotive footnote – a matter which not only belies the craft and ingenuity of its design and construction, but also speaks volumes as to how the automotive world values its innovators and outliers.
Having graduated with a BSc in mechanical engineering, Harold Dermott joined BL in the early ’70s, working on engine development for Jaguar. However, following the notorious Ryder Report, prospects looked bleak for a young, ambitious engineer, and having departed the embattled carmaker, he obtained the rights to Continue reading “Little Wonder”
The XJ6 was and always will remain the quintessence of Jaguar.
“All I try to do is make nice cars…” (Sir William Lyons)
Throughout its history Jaguar have produced faster, more visually arresting, more technically dense cars; indeed, more commercially successful cars (and with over 400,000 units built over three distinct series the XJ was successful), but it’s debatable whether they ever produced as complete a car. A forward looking design which transcended its convoluted gestation, last-minute revisions and troubled career to become something which far outweighed the sum of its parts.
Before the revolution came this final flowering of traditional BMW expression. It’s possible they never quite surpassed it.
As BMW themselves fondly state, the Three-Series represents the beating heart of the Bayerische Motoren Werke brand, and as such, they have (until comparatively recently at least) managed its evolution with some caution and no little care. Certainly throughout its earlier iterations, it remained a conceptually faithful evolution of the ur-Dreier, the epochal 02-Series, which the E21 Three supplanted some 42 years ago. Continue reading “Conservative Values”
In the spring of 1975, the XJ finally went on sale in coupé form, but the timing proved somewhat inauspicious.
From the point of inception, it had been Jaguar’s intention to produce the XJ in two door coupé form. Indeed, during 1967, Jaguar’s North American distributors stated that they were only interested in this body style. But with the XJ4 programme already a good 18-months behind schedule, and other BLMC programmes being accorded priority, PSF ceased development of the coupé body entirely.
The advent of a defining car, while largely something of a singularity, can only truly be recognised as such once a period of time has elapsed. Over time, the Ford Motor Company has created a number of cars which have in their way, defined their eras, largely due to their ubiquity, and popular appeal. However, the number of truly outstanding Euro-Ford car designs are fewer in number.
A revised XJ appeared in late 1973, just in time for the sky to fall in.
At the 1973 Frankfurt motor show, Jaguar displayed the facelifted Series II XJ series, billed in the launch material as “the logical evolution of British Leyland’s most coveted car.” External revisions were largely confined to the nose treatment which lent the car a fresher appearance. The revisions were made partly with one eye to the XJ’s duration in the marketplace, but mostly in accordance with increasingly stringent US regulations. Continue reading “The Quintessence : (Part Seven)”
As Jaguar steadily broadened the XJ6’s appeal, the headwinds kept coming.
In 1968, when XJ launched, Jaguar was, in addition to future XJ4-derived models, seeking funding for a number of new product lines. These comprised of XJ21 – a V12 powered GT on the E-Type platform, XJ17 – an all-new compact 2+2 coupé and XJ27 – a large luxury coupé based on XJ4.
Manufacturing was Jaguar’s fatal weakness. It would become XJ6’s undoing.
Through a combination of genius, skill, misfortune and at times, sheer good luck, the Jaguar XJ6 proved to be precisely what the market realised it wanted. Offering all the glamour and visual allure of the E-Type in a four-door package, customers quickly discovered it fitted their needs very nicely indeed. The trouble was obtaining one.
When Lyons sanctioned the model, he set production targets of a thousand cars a week. This would have amounted to slightly over 50,000 cars per annum, a figure Jaguar wouldn’t meet until the 1990s, and certainly one the XJ-series never came close to meeting – for a whole host of reasons.
The first of these manifested itself as Jaguar struggled to ramp up XJ6 production in the advent of the car’s launch. The XJ bodyshell was built at PSF in Castle Bromwich. Made up of hundreds of small pressings, the XJ shells were designed this way, firstly to Continue reading “The Quintessence : (Part Five)”
Fifty years ago this week, Sir William Lyons announced his magnum opus.
On the 26th September 1968, amid the opulence of the Royal Lancaster Hotel on London’s Bayswater Road, Sir William Lyons revealed Jaguar’s long-awaited saloon. Neither a particularly confident nor enthusiastic public speaker, the intensely private Jaguar Chairman was persuaded to record his introductory speech to the assembled dealers, dignitaries and members of the press, as the still secret new XJ6 was revealed over four successive nights.
The lavish series of functions climaxed with Guests being directed to a darkened function room where Sir William, picked out by spotlights, announced, “ladies and Gentlemen, I should like to introduce to you my new car.” The lights would then gradually brighten to reveal a single XJ6 on a raised turntable, surrounded by nine further examples arranged around the room’s perimeter. The reception throughout was rapturous, with dealers and motoring press alike lining up to Continue reading “The Quintessence : (Part Four)”
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.
In this second instalment, we examine the XJ6’s technical package.
Sanctioned in 1964, XJ4 was intended to launch in 1967, which seems in hindsight to have been a rather optimistic timescale. The project team would be led by Bob Knight, Jaguar’s senior development engineer and one of the finest conceptual minds of his era. The Browns Lane engineering department at the time was something of a collection of minor fiefdoms, most of whom Continue reading “The Quintessence : (Part Two)”
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.
The 1998 S-Class attempted something of a rebalancing act after the critical wobbles experienced by its predecessor. Today it is as forgotten as it was forgettable.
The German general election of 1998 was fought against the backdrop, not only of increased European integration, but growing pains on the domestic front stemming from the 1990 reunification project. With incumbent centre-right Chancellor, Helmut Kohl campaigning on a continuity mandate, the opposition Social Democrats portrayed themselves as the ‘new centre’. The results saw Europe’s strongest economy Continue reading “The Mayfly”
Chris Bangle may have been maligned for a good deal during his tenure at BMW, but there are some things one can never quite forgive.
All evolutionary pathways have their variances, those points of deviation from the natural course, most of which lead to dead-ends. Some however mutate, leading to strange and unnatural creations. In 2007, BMW unveiled one such grotesquery, an incongruously formed fastback SUV concept, dubbed a Sports Activity Coupé, which was revealed the following year in production form as the X6.
This weekend finds Simon in less peevish form. Well, only slightly…
I love the smell of floor polish in the morning. Floor polish is an excellent product for cleaning the wood trim in Jaguars. I don’t own a Jaguar incidentally – in my experience, one really ought not. Like all examples of the treacherous genus Felis, it owns you, and one might reasonably add, one’s bank balance.
Today, We enter the medios, and recall one of Lamborghini’s better efforts.
Automotive exotica are not what they were. Traditionally selfish devices, aimed at those who preferred to enjoy their pleasures in isolated splendour. Hence the requirement for additional perches not being terribly high on the exotic carmakers’ priority list. However, a gap in any market simply begs to be filled and Ferruccio Lamborghini was not an individual to Continue reading “Toro de Lidia”
The immortal ‘Frogeye’ Sprite appeared to be a typical example of British design ingenuity, but its roots may have lain further West: Kenosha, Wisconsin to be exact.
The compact two-seat sportscar wasn’t necessarily a British invention, but for a period of the twentieth century, the UK was arguably, its prime exponent. Hardly surprising, given Britain’s traditionally serpentine network of narrow undulating roads and a taxation regime which dictated lower capacity, longer-stroke engines of limited outright power.
BMW hasn’t a brilliant track record with open two-seaters. As the Bavarian carmaker prepares its latest sports car salvo, we examine one of their better efforts.
Given its current status as a generalist manufacturer with an increasingly thin residual veneer of aspirant prestige, it is with some incredulity one recalls how thirty years ago the BMW range consisted almost entirely of three volume saloons of an athletic mien.
Not that the Bayerische Motoren Werke lacked interest in more, shall we say, emotive vehicles, but an innate conservatism, coupled to a weak financial position meant that apart from the 507 model (a low-volume halo car created entirely for the United States market in 1959), and 1978’s M1 supercar, BMW cleaved to what it knew best. Continue reading “Eine Zukunft”
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. Fiat Auto was profitable, nudging VW to become Europe’s largest carmaker by volume, bouyed by the huge success of the B-segment Uno, the sales resurgence of Lancia and the 1988 introduction of the Tipo, arguably the most significant model programme in Fiat’s history and perhaps its most far-seeing. Continue reading “Eurochild”
Like another much-loved ’80s C-sector stalwart, Volvo’s turn of the decade hatchback was aimed at two market sectors concurrently, satisfying neither. We ask, was the 440-series Volvo’s Maestro?
Volvo’s long-lived 300-series proved something of a mixed blessing for the Swedish car maker by the late 1980s. On one hand, a firm and remarkably consistent seller (a regular in the UK’s top ten), while on the other, something of an embarrassment given its age, hapless dynamics and the fact that it was a car Gothenburg engineers never had much appreciation for in the first place.
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 the impact of the ’70s. Unfortunately this was probably equally true in other areas. Ah Italy. Bastion of culture, impeccable taste; leaders in industrial innovation and design, but fatally prey to political instability. Certainly no product of this land can Continue reading “Ritmo Della Strada”
Cometh the hour, cometh the car. 1988’s E34 BMW 5-Series arrived at just the right moment, redefining the model line and clarifying a template that arguably hasn’t been bettered.
If 1961’s Neue Klasse saloons served to define Bayerische Motoren Werke’s style template and 1966’s 1600-2 popularised it, the Paul Bracq-inspired E12 5-Series of 1972 would take the design principles of Wilhelm Hofmiester and recast them in a modish, yet still highly disciplined context.
A design which married a sharply pared and engineered steeliness with an almost Latin softness, the E12 became BMW’s visual touchstone for almost two generations. So much so that its replacement, 1981’s E28 was essentially a reskin of the outgoing car. Continue reading “Five in Time”
With Ford poised to officially reveal its spiritual successor, we examine the car which fifty years ago paved its path, becoming the fifth best selling car of all time.
It’s a curious choice of name when you think about it, connotating little by way of glamour or allure, unlike for instance its Cortina sibling. The car as companion perhaps? A no-nonsense non-specific name for what began as a practical, utilitarian no-nonsense car.
The Escort name in fact predated this model, first turning up on a variant of the 1950s British Ford 100E range, but more salaciously, it was also the title of a popular UK top-shelf publication, beloved of the school playground and travel motel dweller alike.
Death’s door revolves once more for VW’s retromobile. Perhaps we’ll miss it this time, but only if it promises to go away.
At the recent Geneva motor show, Volkswagen’s research and development chief, Frank Welsch confirmed the much rumoured demise of the Beetle. Many commenters had speculated since VW’s fortunes (both reputational and financial) took a dive in the wake of the firm’s emissions-revelations, that niche models like the Beetle were on deathwatch, so in many ways this news comes as no surprise.
A clumsy name for a rather clumsy car. Ten years ago, Alfa Romeo took aim at the MINI (and its ilk) and missed. We plot the MiTo’s wobbly trajectory.
Alfa Romeo has throughout its long history enjoyed a distinctly patchy relationship with small cars. Pre-War, such a notion would probably have been laughable but even in the latter half of the 20th century, despite the occasional prototype, the smallest car Portello actually got round to sanctioning was the troubled Alfasud, a programme which proved aberrant insofar as it was what we would now class as a C-segment vehicle and was, by a Neapolitan country kilometre, a dynamic front-drive benchmark Alfa would never again match. Continue reading “Two Cities, One Car”
Ah 1967: The Summer of love. Sgt. Pepper. Twiggy. Bond.
But leaving popular culture aside, the mood music was more sombre. In the UK, land speed record holder, Donald Campbell died attempting to break the water record on Lake Coniston in his Bluebird K3 jetboat. While back on terra firma the advent of the Road Safety Act set a maximum permitted blood alcohol level, allowing breathalyser tests to be performed on drivers for the first time.
The waltz continues its overdue retrospective sweep through 1987.
By the mid-80’s the Japanese car companies were beginning to really give the European car business the willies, with the UK’s Car magazine bewailing their advent in luridly melodramatic terms. With Honda’s existing midliner being Accorded viable 3-Series rivalry status, Minato-Tokyo prepared a fresh salvo into the hearts and minds of their European rivals with this third generation Prelude.
Utilising the core body structure of its 1982 forebear, the ’87 car’s smoother, softer style and lower nose (made possible by the engine being canted back 18°) lent it a visual grace its predecessor slightly lacked, but its distinctly three-volume silhouette meant its styling appealed more to US eyes than to those here in Europe. Continue reading “Anniversary Waltz 2017: ‘Oh the Eastern Sea’s So Blue’”
Continuing DTW’s meta retrospective, we dial the time machine back to 1997.
1997 was an eventful year (weren’t they all?) which in a series of reversals for establishment-Britain saw the Chinese regain control over Hong Kong, and the dominant Conservative party lose power domestically following an 18-year run. In Paris that autumn, Princess Diana died in a car accident, the Hale-Bopp comet had its initial sighting, and oh yes, the Titanic sank again.
In a series of articles, Driven to Write gives 2017 the meta treatment.
It’s normally customary at this time to reflect upon the just-departed year, its themes, its happenings and how these events might offer some guide to the coming one, but my DTW colleague-in-arms has already covered that. No, what I am offering today (and over the coming days) is to all intents and purposes a series of retrospectives on a series of retrospectives. Well after all it’s Driven to Write you’ve blundered upon, what exactly were you expecting?
A (modest) commercial success, but ultimately a creative failure, the 2007 XF opened Jaguar up to a non-traditional audience, but in the final analysis, probably cast too many values on the fire.
By 2005, Ford’s ambitious growth strategy for Jaguar lay in tatters following a series of misguided creative decisions based on a discredited retro aesthetic. As Ford’s Premier Automotive Group began its slow dissolve, the storied luxury car maker’s consistent inability to Continue reading “The Death of Romance”
The 1957 Lotus Type 14 was uncommonly beautiful, brilliantly courageous but ultimately doomed.
“Who, if I cried out, would hear me among the angelic Orders? And even if one were to suddenly take me to its heart, I would vanish into its stronger existence. For beauty is nothing but the beginning of terror, that we are still able to bear, and we revere it so, because it calmly disdains to destroy us. Every angel is terrible.”René Karl Wilhelm Johann Josef Maria Rilke – First Elegy.
Anthony Colin Bruce Chapman was no angel, but a visionary, risk-taker, rascal, genius? He’s been called many of these things and indeed some of them may Continue reading “Terrible Angel”