Every car, no matter how well wrought has an Achilles heel.
Like most aspects of historical record, the story behind the development of Maserati’s 2760 cc V6 engine for the SM is dependent upon whose account one believes, but its bespoke basis has by now been largely placed beyond doubt.
A primary stipulation from Quai Andre Citroën was for a compact and lightweight unit, physically no larger than their own in-line four. With the 114-series V6, the architectural layout chosen by Maserati technical director, Giulio Alfieri allowed these strictures to be met. However, this brought forth a number of structural and operational compromises – one in particular proving something of an expensive error.
Owing to the 90° included angle between cylinder banks, such engines were prone to uneven firing intervals and a lack of smoothness at certain engine speeds. The fitment of engine-driven contra-rotating balance shafts would have alleviated this, but was ruled out on cost and weight grounds. It was therefore decided to Continue reading “New Frontier (Part Seven)”
We round out the waltz with a look back on a detonating landmass.
Given its situation in the midst of the North Atlantic, perched upon a massive faultline, it’s hardly surprising that Iceland is utterly defined by its landscape. The least densely populated country in Europe, it is perhaps best known for its geothermal and seismic activity, much of which falls into the category of visually dramatic but relatively harmless (from a safe distance). However, Iceland’s landmass is not to be trifled with. In 2010 the Nordic country made the front pages when the Eyjafjallajökull volcano erupted, spewing massive quantities of volcanic ash thousands of miles into the atmosphere.
It seemed for a time that it would simply go on indefinitely, but in 2000, after 41 years, time’s irresistible march finally caught up and Sputnik came home. The last years of Mini production saw it become something of a tribute act, with a bewildering array of special editions being offered, (mainly for Japanese consumption) culminating in the wide-tracked Cooper Sport 500, an example of which being the very last Mini built, leaving the Longbridge tracks on October 4th that year.
The advent of the new millennium was greeted with lurid fireworks along the Thames and thousands queuing to be underwhelmed by Mr. Mandelson’s Millennium Experience in Greenwich, but it wasn’t just Mini that sputtered and popped that year, so too the unhappy BMW-Rover alliance. Unravelling for some time, the Vierzylinder officially announced plans to Continue reading “Anniversary Waltz 2000 – New Millennial MINI. “
There is believed to be a document secreted in a vault somewhere in the Hollywood hills that states the actual reason why it’s impossible to make a wholly credible motion picture about motor racing. Clearly, this parchment has never come to light. This of course has not prevented certain ambitious producers from making the attempt, and indeed some efforts have been rather better than others – not however, today’s featured celluloid gem.
In 1980, the Art Rock grouping of frontman David Byrne, Bassist Tina Weymouth, drummer Chris Frantz and guitarist Jerry Harrison released what would become their defining album. The four-piece, which played its first gig as Talking Heads in 1975 at New York’s CBGB venue had forged a reputation, first in the post-punk new-wave scene, but after they began to Continue reading “Anniversary Waltz 1980 – Born Under Punches”
“They’re trying to kill me”, Yossarian told him calmly. “No one’s trying to kill you”, Clevinger cried. “Then why are they shooting at me?” Yossarian asked. “They’re shooting at everyone”, Clevinger answered. “They’re trying to kill everyone”. “And what difference does that make?”
“History did not demand Yossarian’s premature demise, justice could be satisfied without it, progress did not hinge upon it, victory did not depend on it. That men would die was a matter of necessity; which men would die, though, was a matter of circumstance, and Yossarian was willing to be the victim of anything but circumstance.”
There remains some debate as to when the Jet Age truly began, but to put it in aviation parlance, 1960 is generally held as being the point of v-max, this being the speed above which take-off must be attempted. The kerosene-fuelled era of widespread commercial air travel was unsurprisingly synonymous with the United States, even if Britain’s De Havilland largely pioneered the commercial jet airliner with its elegant if doomed 1952 Comet. All-comers however would be overwhelmed by the irresistible rise of the Boeing 707 and McDonald Douglas DC8, soon to Continue reading “Anniversary Waltz 1960 – Here Come the Big Jets”
Death travels in a Rolls Royce landaulet accompanied by a pair of leather-clad motorcycle outriders. The portal between the living world and the afterlife is fluid and open. Reflections come fraught with risk. Death herself; beautiful, irresistible in her terrible inevitability is nonetheless prey to similar failings as us mortals. Reality pivots amid clever reverse projections and rippling looking glasses – Jean Cocteau’s visionary 1950 movie Orphée retells the myth of Orpheus and his journey into the underworld, set amid the landscape of post-war France.
Honda’s 2010 CR-Z was not without precedent. Quite the contrary.
Of all the mainstream Japanese carmakers, Honda have perhaps the longest track record of going about things their own way. Yes, one can point to someone like Subaru and suggest an element of stand-alone behaviour, but while Fuji Heavy Industries has for the most part cleaved doggedly to one central idea, one never quite knows what Honda is likely to get up to next.
Take the 2010 Honda CR-Z: A compact 2+2 hybrid coupé was not the epicentre of automotive orthodoxy ten years ago, the intention being to create something of a halo model to help nudge customers towards Honda’s more prosaic range of Integrated Motor Assist (IMA) petrol-combustion hybrid drive models. But not only was the drivetrain shared with the concurrent Civic Hybrid and stand-alone Prius-baiting Insight model, so too was the platform, in this case with a sizeable chunk excised from the centre section.
In most creative spheres, there are only so many ideas to go around. Easier then to blend and repackage the pre-existing, a familiar gambit amid the mainstream arts, and especially so in film. We’re all familiar with the putative movie pitch: “It’s Love Actually meets Inception, but, the twist is, everyone’s really a werewolf“, and so forth. After all, why go to the trouble of being original, when its easier to reimagine someone else’s idea.
To many observers the Nissan Juke came across in a similarly contrived manner when it debuted in 2010. A confection of wholly contrary styling features more or less co-existing in an uneasy truce, it was not what anyone would Continue reading “Original Sin”
Regardless of whether one is discussing art, cuisine, kitchen appliances, or indeed motor cars, definitives are tricky things to quantify. In the field of automobiles, applying such measures to specific marques comes fraught with even more difficulty, but this doesn’t necessarily mean that one ought not Continue reading “French Polish”
Separated by two decades, and a good deal of ideology, we trace the seemingly improbable; the similarities between Honda’s 1990 NSX and Citroën’s 1970 SM.
For a short period of time during the close of the 1980s, it did appear as though the Japanese auto industry were poised to, as the UK’s CarMagazine rather hysterically headlined in 1988, “tear the heart out the European industry.” The reality behind this seemingly overnight transformation was quite naturally, anything but; Japanese carmakers after all, have never been in the business of impulse.
By mid-decade, the land of the rising sun had learned about as much as they felt they needed from the established players and were confident enough of their abilities, particularly from a technical standpoint. Furthermore, it had dawned upon the leading Japanese carmakers that European and US lawmakers were unlikely to drop the punitive barriers to unfettered trade; not when the domestic producers were incapable of competing on quality, durability or increasingly, sophistication.
My friends all drive Citroën’s… Oh Lord won’t you buy me a … Porsche?
“After all this, they have created an enormous car; I wanted a Porsche.” These are believed to be the words of none other than Citroën President, Pierre Bercot, spoken at the time to delegate-Maserati administrator, Guy Malleret. Quite some statement to have made; one which flies in the face of virtually every known document of the SM’s gestation. After all, the commonly held version of the SM’s creation saga is that Projet S was schemed almost entirely to Monsieur Bercot’s specification.
Jacques Fleury was the Citroën director responsible for factories, production and acquisitions. Amongst his responsibilities therefore was the Maserati factory in Modena and by consequence, the SM engine. According to his account, the prototype Maserati unit, having been tried in a DS saloon was deemed not only too powerful for the chassis, but that any resulting DS flagship model would have to Continue reading “New Frontier (Part Five)”
By 1967, Pierre Bercot had secured an engine supply deal with Maserati for Citroën’s forthcoming Projet S. Yet within a year, not only would he have taken over the Modenese atelier in its entirety, but inked a far more wide-ranging deal with Fiat Auto in Turin. But was the Citroën-Maserati takeover a symbiotic coming together, or simply Monsieur le President’s Victor Kiam moment?
Having traditionally confined the lion’s share of their sales effort domestically and within Europe, the pull of the US market became too lucrative for Maserati to ignore. However, by the mid-’60s, the regulatory environment in the US was becoming more hostile, with increasingly stringent crash testing mandates and emissions regulations, which for such a tiny outfit would ladle enormous costs upon an already stretched enterprise. By mid-decade, Maserati’s owners were already seeking a means to Continue reading “New Frontier (Part Four)”
Citroën didn’t have an engine worthy of their nascent 1970 flagship, but it wasn’t for the want of trying.
The highly unusual structure and operation of Citroën’s legendary Bureau d’Études may have created a number of technical masterpieces, but it equally resulted in a number of serious operational drawbacks; perhaps the most serious being the lack of a cohesive singularity of purpose. Not only did the nominal Rue de Théàtre headquarters lack an effective figurehead (notably so in Lefèbvre’s wake), but the bureau itself was apparently scattered across a number of locations around Paris, each very much in effect its own personal fiefdom.
Of these, perhaps the least regarded represented the double chevron’s longest standing and most glaring weakness – engine development. This department, led by Italian former Fiat racing engine designer, Walter Becchia, seemed a largely forgotten outpost; the last meaningful programme to Continue reading “New Frontier (Part Three)”
Just as Citroëns were not like other cars, Automobiles Citroën itself was unlike any other car company – especially in conceptual engineering terms.
It might be convenient from a narrative perspective to suggest that the SM came about as part of a carefully considered product plan, but that would be inaccurate and misleading. In fact, the model came into being almost by accident or at least osmosis; primarily at the behest of company president, Pierre Bercot, but at a more fundamental level in response to another man’s determination to prove a principle.
Few carmakers operated quite like Automobiles Citroën, not only during the tenure of the company’s eponymous founder and chief architect, but equally in the years that followed the carmaker’s initial cashflow crisis, collapse, and takeover by Michelin in 1934. Michelin had placed Pierre-Jules Boulanger as company President, under whom existed an environment which permitted Citroën engineers a great deal of freedom to Continue reading “New Frontier (Part Two)”
Stepping back fifty years, we return to the Salone dell’Automobile di Torino for a second day for a feast of stylistic flair and bright hopes for the future.
As with neutral Geneva in the spring, Piedmont-centric Turin was a showplace for the industry’s fringe performers. In Italy fantasists and dreamers exhibited beside perfectly worthy but little-known Carrozzieri. In 1970, the sideshows were still rich in interest, although my IPC Business Press Cicerone, Anthony Curtis gave them only a sideways glance.
File under (Renault: B-segment: Good – not great). At least the ad-campaign was memorable.
Ask anyone about the 1990 Renault Clio and amongst those who remember it at all, most will cite the long-running UK advertising campaign, featuring the somewhat clichéd antics of comely young Nicole, getting the slip on her somewhat louche papa at their somewhat clichéd Provencal retreat. Meanwhile Papa, displaying equally duplicitous behaviour (all French men of course routinely have affairs), was fomenting assignations of his own.
Risible of course, but it played to cherished English preconceptions of French mores, and was instrumental in cementing brand-Clio in the minds of UK buyers. It worked too: the Clio proving a thirty year success story for the French carmaker, but the first-generation model, unlike its ad-campaign, was not what anyone would Continue reading “Oh Nicole!”
Over a series of articles, we examine yesterday’s vision of the future – peak chevron, Sa Majesté – the incomparable Citroën SM.
Observing events through a half-century old prism can make for a faulty tool; contemporary visions of the future appearing to modern eyes, slightly naïve and somewhat inaccurate. Not necessarily a consequence of inexperience or ill-thought execution; certainly not in this particular case, it is as likely to pivot around the manner in which socio-economic factors, and customer tastes evolve, to say nothing of the relentless march of time itself.
Fifty years from the day it opened, we look back at the 1970 Salone dell’Automobile di Torino.
In late 1970 much of Europe was in the grip of a pandemic, but not one which hindered the annual motor show round which had started in neutral Amsterdam and closed in Turin with a high-art extravaganza where function took a distant third place after form and fashion.
DTW recalls the 1971 Renault 15 and 17, La Régie’s distinctively French take on the sporting coupé.
The 1969 Renault 12 saloon was an immediate hit for its manufacturer. It was praised by European motoring journalists for its styling, spacious and comfortable interior, and good performance and fuel economy. It was based on a new platform that placed the engine longitudinally ahead of the front axle and gearbox. On Renault’s existing FWD models, the 4, 6 and 16, the engine was positioned behind the gearbox, necessitating a distinctly unsporting high bonnet line and dashboard mounted gear lever.
Renault had not offered a coupé in its range since the demise of the Dauphine-based Caravelle in 1968, and only 9,309 Caravelles had been sold in the last three years of its production. Moreover, the European coupé market had been transformed by the launch of the Ford Capri Mk1 in 1969 and Opel Manta A a year later. The new coupés were closely related to their mainstream saloon siblings, the Cortina Mk2 and Ascona A. More significantly, they were styled to look aggressively sporting, masculine rather than demure in character.
The 1984 Alfa 90 was to all intents and purposes something of a placeholder. But does it deserve a better epitaph?
The early 1980s were difficult years for Alfa Romeo. Having abandoned its patrician pre-war roots for a more populist reimagining throughout the 1950s and ’60s, this once successful market realignment had started to unravel; partly due to its own failings as a business, both internally from a product, management and labour perspective, and also externally, owing to its close proximity in market terms to Lancia.
Unlike its Borgo San Paolo rival, who was by then reliant upon the financial support of the Fiat car giant, Alfa Romeo depended upon the largesse of the often reluctant Italian IRI state body for funding, while battling a depressed home market, ageing model lines and by consequence, little by way of genuinely new product.
Did the Deauville’s somewhat over-familiar appearance ensure it would be the second rarest De Tomaso of all? We investigate.
The early 1970s (prior to 1974 at least) proved to be something of an Indian summer for the European exotic car businesses. Demand for exclusive hand-built GTs was brisk, both in Europe and especially in North America, and for those ateliers who lacked the wherewithal (or the inclination) to engineer their own power units, there was a ready supply of powerful and proven engines to be obtained and repurposed from the major OEMs in Detroit.
For specialist carmakers such as Bristol and Jensen Cars in the UK, Iso in Italy and Monteverdi in Switzerland, this would prove to be a godsend, until the oil taps were turned off at least. Another fledgling exotic carmaker was that of De Tomaso, headed by Argentinian businessman and ace deal-maker Alejandro de Tomaso. Having taken over the struggling carrozzeria Ghia concern in 1967, he approached Ford with a proposal to Continue reading “Talent Borrows”
We examine the death and afterlife of the Triumph Stag.
Some cars are easier to write about than others. Failures in particular exert a stronger grip upon the imagination, better lending themselves to narrative. However, despite falling into the latter category, the Triumph Stag is a car which almost defies classification. Because, while there is little doubt about its status as both commercial failure and potential ownership nightmare, its story has been told and retold so many times that one struggles to Continue reading “Anastasis”
In the Spring of 1973, English progressive rock band Pink Floyd released Dark Side of the Moon, their eighth studio LP and their most ambitious to date. With tracks which flowed seamlessly, replete with cinematic sound effects, soul choirs, disembodied voices and a song-set which dealt with issues of success, the march of time and mental illness, the conceptual double album became one of best selling, most critically acclaimed and best loved progressive rock LPs of the 20th century – still cited as an all-time classic.
Two years later, the band released their follow-up. Wish you Were Here continued many of the themes explored in the earlier recording, but in more developed form. Predominantly a tribute to founder-member Syd Barrett, who had had become estranged from the band following a mental breakdown in 1968, possibly related to drug use. Less acclaimed than Dark Side, it has for many years languished in its shadow, only latterly being hailed in its own right.
Officially introduced two days prior to the Floyd’s 1975 opus, Jaguar’s XJ-S was also a reprise of a much-loved original. In a similar manner, fans of sporting Jaguars, not to mention the gentlemen of the press were beside themselves in anticipation of how Browns Lane would Continue reading “Welcome to the Machine (Part One)”
‘Simple is efficient’ the adline stated. But Ford’s 1980 Escort really was all about design.
Throughout the 1970s, the Ford Motor Company’s European satellite produced cars that were precisely what large swathes of the market not only wanted, but actively aspired to. This highly lucrative recipe was a combination of tried and trusted conventional engineering, slick marketing, a gimlet-eyed focus on product strategy and well judged, contemporary style.
First introduced in 1968, the big-selling Escort model was successfully rebodied in 1975. However, by the latter part of the decade, it had fallen behind, stylistically, but particularly on the technical side. With most of Ford’s rivals moving inexorably towards the front-wheel drive, hatchback layout, the blue oval needed to Continue reading “A Song For Erika”
Widely derided as a travesty of Issigonis’ original, but was the 1969 Clubman intended to be something more?
The Mini was wasn’t really styled as such – its body style simply a clothing for the technical package set out by its creators, with only the barest concession to style. Surprisingly, it worked, the car’s appearance proving relatively timeless, endearing and well proportioned. The problem was, it didn’t really lend itself to facelifting. By 1967, the Mini had yet to become legendary, to say nothing of iconic. It was just another product which had been on the marketplace for some time and would soon require more than the rather perfunctory nip and tuck it had just received.
When is a Volkswagen not a Volkswagen? When it’s an NSU. The K70’s fate forms a salutary tale.
There is an argument to be made that the Volkswagen motor company has thrived upon existential crises. Certainly they have experienced no shortage of them over their lengthy and mostly successful history. Having survived and prospered in the wake of the first of these in 1945, by the latter years of the 1960s, the Wolfsburg carmaker once again was faced with a serious reversal of fortune, with demand for the emblematic Beetle faltering, and little clear idea of how to Continue reading “Orphaned, Abandoned, Unsung”
The Spanish word for fire, the Renault Fuego was somewhat unusual in 1980 in that it was in receipt of a name rather than a numeral. The nationalised French carmaker’s numerical system, which had been in place since the ’60s was already showing signs of unravelling, but would take almost another decade before being abandoned with debut of the Clio in 1990. This made the Fuego something of an outlier in the range, a status the car maintains to this day.
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.
The Millennial Mercedes C-Class is not a car that lives in the memory. It’s far too inconsequential for that.
Like all inversions, the decline of Mercedes-Benz didn’t occur overnight. Its slide was glacial at first, before gradually and inexorably picking up speed as gravity took hold. Gravity isn’t an adjective which immediately lends itself to the model line we are retrospectively appraising today – a car which can perhaps most charitably be described as inconsequential.
Giugiaro’s favourite. Popular too with over 4.5 Million owners, the Panda was as good as it was clever – but was it great?
The most significant designs carry within them an essential seam of honesty – call it a fitness for purpose, if you will. This was especially apparent at the more humble end of the automotive spectrum; cars like the Citroën 2CV and BMC Mini bear eloquent witness to a single-minded approach to a highly specific brief. And while some of the more notable utilitarian cars appear to have taken an almost anti-styling approach, they were for the most part, sweated over as much as anyone’s carrozzeria-honed exotic.
Fiat’s original Panda is a case in point – appearing to some eyes as being almost wilfully unfinessed upon its Geneva show debut in 1980, it was in fact not only the brainchild of some of the finest creative minds of its era, but probably the final product from a mainstream European carmaker to Continue reading “Anima Semplice”
The 9-4X arrived too late to save Saab. But could it have done so?
When General Motors acquired Saab, they were not taking control of a healthy, thriving carmaker. Saab was already losing money and furthermore, required massive investment. It’s clear that GM made many mistakes over its stewardship, but perhaps the most glaring of them was (and GM were by no means alone in this) a growth policy which placed speed and market presence over quality of execution.
Having spent vast sums of money acquiring European prestige car brands, General Motors, like their Dearborn rivals saw expansion as the favoured route to Continue reading “Late Reprieve”
Britain has always enjoyed a somewhat elastic relationship with both the land itself, and those who both own and administer it. Pivoting from forelock-tugging deference to bland indifference during the short years of relative social equality, the more recent austerity-era saw a shift back towards a renewed hunger for the certainties of the established social order – a matter which has been reflected to some extent with the rise of that automotive marker of social (and physical) superiority – the SUV.
Few vehicles personify landed gentry quite like the Range Rover. But to call the original version an SUV is really something of a misnomer. A car designed for the affluent farmer/landowner, hitherto forced to Continue reading “Class Act”
In 1970 Triumph had a decade to live. Two cars combined that year to bookend its saloon swansong.
It wasn’t apparent at the time, but 1970 marked the close of Triumph’s expansionist ambitions, and the beginning of its fall. Not that the fortunes of the carmaker prior to its undignified end under British Leyland had exactly been characterised by unbroken success – quite the contrary in fact. But for one short decade, the name of Triumph burned brightly before being snuffed out through a combination of self-harm and corporate politics.
Following their 1960 acquisition of the Standard-Triumph business, Leyland Motors invested heavily in the Triumph marque, rendering the Standard nameplate to the history books. Amongst the most significant fruits of this investment was seen in 1965 when the compact and technically sophisticated front-wheel drive 1300 (Ajax) saloon was introduced. Continue reading “A Step Back”
Throughout the 1960s, US carmakers enjoyed unprecedented prosperity, with a buoyant domestic market, cheap, plentiful fuel and a customer base who had wholeheartedly bought into the concept of plenty – at a superficial level at least. Because beneath the giddy headline figures, sales of imported cars were giving the movers and shakers of Detroit serious pause.
The Lancia Trevi is an unusual car, not simply because it was and remains an intriguing one to behold. For one thing it may well be the only car that began life as a fastback saloon (with a separate boot compartment), and ended it as a three-volume version. There have been innumerable saloon from hatchback conversions (and vice-versa), but a saloon from a saloon?
It’s clear that the Trevi was a stopgap. By right, Lancia should have readied an all-new replacement by then, but that failed to materialise. Of course lengthy production runs were by no means unusual either for Lancia or within the sprawling Fiat Auto grouping they had become an unwilling hostage to. Couple this with a crisis both of confidence and managerial competence which afflicted the entire Fiat Auto group in the wake of the 1973 oil embargo, to say nothing of Fiat’s inability to Continue reading “Fontana a Tre Vie”
If one was to carry out a poll amongst Lanciaphiles as to the quintessential model in the storied marque’s history, there is likely to be a certain amount of heated debate. While some might cleave to the innovative and undoubtedly influential Lambda of 1922, it’s probably more likely the Aurelia would garner the majority vote.
Borgo San Paolo’s 1950 entrant was Lancia’s first genuinely new product of the post-hostility period, replacing the emblematic Aprilia, which ceased production the previous year; the latter model itself a ground breaker in design terms mating fully independent suspension, a narrow-angle V4 engine and pillarless construction within an aerodynamically streamlined, stressed bodyshell.
The Aurelia was intended as a larger, more refined car, aimed at the affluent owner-driver. Italy was for the most part impoverished and war-torn from years of conflict by the close of the 1940s, with large swathes of the population who could only dream of car ownership, but there remained a base of professionals, wealthy industrialists and titled nobility who could Continue reading “The Aurelian Way”
50 years old this year, the Datsun 100A takes a bow.
Here on the pages of Driven to Write, we have spent a good deal of the recent past discussing aspects of the Toyota marque and its associated brands. Not so however with regard to its once great rival and commercial antagonist, Nissan.
Upon its introduction to European (and US) shores, Nissan cars were sold under the Datsun brand name, for reasons which aren’t entirely clear, but probably pertain to marketing considerations. For Datsun, then an almost entirely unknown brand, their breakthrough motor car arrived in the envelope of the 100A Cherry, a compact front-wheel-drive supermini.
The Mini is one of the most ingenious, most innovative cars ever, but is also one of the most maddeningly inconsistent. In this two-part essay, DTW considers both icon and author.
The problem with icons is that often their venerated position can act as a shield against scrutiny, an insuperable barrier to unsentimental analysis or critique. How after all does one approach one of the most significant motorcars of all time objectively, without skirting the boundaries of iconoclasm?
Profiling the R129 Mercedes SL – the silent sportscar.
There is little question that successive generations of Mercedes-Benz SL would never have come into being without the patronage of the more affluent and socially aspirant United States car buyer. After all, there simply wasn’t a sufficient market for such wilfully indulgent fare in the old world – nor available spaces one imagines on the car-train to Sylt. Also beyond doubt is that by the close of the 1980s, the SL had become the automotive marker of choice for those who really wished to Continue reading “Quiet Confidence”
Rover’s great aunt marks her 70th. Time to pay our respects.
Reputation can be make or break. Whether it be gained through dynamic prowess, stylistic excellence, or for other, more negative traits, once it has been established, there is little chance of a well orchestrated perception being altered. Certainly by the time production finally ceased, the image of the Rover P4 as stuffy, outdated and overtly conservative had been broadly codified in the consciousness of the press and thereby the public. But it wasn’t always thus.
By the outbreak of the second world war, the Rover motor company was established as the purveyor of finely engineered, upmarket driver’s cars of quality and bearing, favoured by the establishment and by what might have been termed, the professional classes. Dignified, conservative, but by the time hostilities had ceased, somewhat old-fashioned in design and execution.
Among the many reasons why a car company might come into being, matters of geography are not always the primary rationale. However in this particular instance, both they, and geopolitics played a highly significant role. During the 1930s, German territorial aggression became an existential threat to Sweden’s long-treasured neutrality, prompting the government to develop an independent air defence force, not so much to repel possible invaders it seems, but to make any such invasion more difficult and expensive to implement.
The development of a home-developed aircraft therefore came about from the unsuitability of bought-in hardware, and as hostilities became inevitable, the inability to Continue reading “North Star”
“This matter is best disposed of from a great height, over water”.
Amid a year of cinematic gems such as swords and sandals epic, Ben-Hur and Billy Wilder’s Some Like it Hot, Alfred Hitchcock’s thriller, North by Northwest might not have drawn as many cinemagoers, but if it wasn’t the auteur-director’s finest film, it was probably his most enjoyable. Starring an at-his-peak Cary Grant as the film’s suave but unsuspecting Mad Man, a diverting Eve Marie Saint as the requisite femme-fatale, combined with a strong supporting cast, a sharp, pithy script by Ernest Lehman and some of the best-known set-piece scenes in movie history, North by Northwest remains something to Continue reading “Anniversary Waltz 1959 – Neatness Is Always the Result of Deliberate Planning”
“This morning, shortly after 11:00, comedy struck this little house on Dibley Road. Sudden…violent…comedy.”
As the 1960s drew to a close, centuries of hierarchy and forelock-tugging deference were under attack in class-riven Blighty. Television shows like The Frost Report saw a younger generation of university-educated writers and performers taking increasingly accurate potshots at a hidebound establishment who deserved every critical drubbing they received. The 1969 debut of Monty Python’s Flying Circus on BBC television therefore marked a watershed in what was deemed admissible for a primetime audience.
Owing a debt to the earlier Goon Show and Round the Horne radio formats, the Python’s anarchic, whimsical and often downright silly TV sketch series brought absurdist comedy into living rooms across the length and breadth of Britain, sending up authority and making household names of its creators – at least amidst those who understood, or at the very least appreciated its gleefully skewed logic. Post-Python, comedy would never Continue reading “Anniversary Waltz 1969 – I Didn’t Expect A Kind of Spanish Inquisition”
“Horror and moral terror are your friends. If they are not, then they are enemies to be feared”.
Dystopian paranoia and reactionary politics were the order of play as this turbulent decade faded out. Having become inured to kidnappings, airline hijackings and low-level terrorism, 1979 witnessed the Islamic revolution in Iran, the Russian invasion of Afghanistan, and the ascent to power of Iraq’s Saddam Hussein. In Britain, Margaret Thatcher led the Conservative Party to power, proving Britain could Continue reading “Anniversary Waltz – Never Get Out of the Boat”
Formed in Athens Georgia in 1976, the US alt-surf-rock band The B52s had existed relatively contentedly on the peripheries of the contemporary music scene for a good decade and a half before a single taken from their 1989 album, Cosmic Thing propelled them into mainstream international chart success, and an element of immortality.
Written partly to recall their early years as impecunious art-loving musicians, and to honour their guitarist Ricky Wilson who had died in 1986 from a HIV-related illness, Love Shack was not so much the B52s shifting their retro-futurist sound and aesthetic to Continue reading “Anniversary Waltz 1989 – Tin Roof, Rusted”
As fireworks crackled over the midnight skies and the twentieth century was bid adieu, we peered hopefully, if somewhat tentatively into a technologically dominated future, on one hand embraced, yet quietly dreaded. At least amongst those who weren’t gleefully predicting, if not the end of days itself, then at least imminent technological catastrophe. Y2K, aka the millennium bug was (loosely speaking), a coding issue pertaining to the storage of calendar year data, meaning that the rollover to the year 2000 carried with it the potential for all manner of unsavoury consequences.
It was widely believed at the time that without adequate mitigation, Y2K could precipitate widespread system malfunctions, and in the most doom-laden scenario (of which there was no shortage at the time), the complete failure of the digital networks which were increasingly dominating our lives, to Continue reading “Anniversary Waltz 1999 – Pre Millennial Tension”
We begin our review of cars we couldn’t write about this year, with a brief look back at 2009.
On a bright January afternoon in 2009, US Airways flight 1549 took off from New York’s La Guardia airport en-route to Seattle-Tacoma via Charlotte, Carolina. As the Airbus A320 climbed out of La Guardia airspace it struck a flock of Canada geese, instantly disabling both engines. Quickly deducing that the aircraft lacked sufficient airworthiness to attempt a conventional emergency landing, and fast running out of options, Captain Chesley B Sullenbeger, along with First Officer, Jeffrey Skiles, elected to Continue reading “Anniversary Waltz 2009 – Crash!”