Some envelopes with car show photos that were elusive when the first four instalments of this series were being written in 2020 have now resurfaced.
Quite late into its life, the Jaguar XJ-S was finally offered as a true convertible(1). Although the conversion might at first glance seem to be relatively straightforward, no less than 108 new panels and 48 modified pressings were needed to make the car a production reality. Also required were reinforcements to the transmission tunnel, rear floor and both bulkheads. The car was available in V12 form only, making it the most expensive vehicle in Jaguar’s model range apart from the very limited production Daimler DS420. Continue reading “Show and Tell (Part Five)”
By 1965, Giorgetto Giugiaro was already a name of significance amid Turin car design circles – and by the mid-point of the 1960s, there were no design circles more influential or significant than those within the Piedmontese capital. The year in question was a highly significant one for the 27-year old automotive designer, having departed Stile Bertone somewhat abruptly that November, leaving behind several partly completed designs for his successor to complete.
It did not matter, Giorgetto was moving on; first to carrozzeria Ghia where a position awaited him, but he had other, more elaborate plans. His stay at Ghia therefore was brief; a couple of commissions, a pair of designs for the de Tomaso concern, and more significantly, the Ghibli gran turismo for Maserati, making its debut as a prototipo at that November’s Turin motor show.
The Renault 9 was deemed blandness personified. But one of the design proposals was, shall we say, over the Rainbow?
Occasionally, when one is presented with a rejected concept for a well-known car design, one experiences a frisson of regret, a sharp sense of opportunity missed. More often however, one is reminded of the essential rightness of the production concept chosen. But once in a while, one finds oneself staring in disbelief, wondering what were they thinking? But let’s not Continue reading “The Dreaming”
I don’t usually feel a need to travel to any vintage car shows. I visited Techno Classica in Essen (which was huge, but not terribly pleasant) just once and enjoyed the splendour of Villa d’Este (which is both interesting and off-putting for its detachment from reality) just as many times.
Certain headline-grabbing exhibits, such as some rarely seen one-offs and concept cars, notwithstanding, the repetitive nature of classic car shows makes a visit only appealing to me if it’s convenient – as with the annual Bremen Classic Motorshow, which is just a one-hour train ride away, generally well-organised and good fun. This year however, I elected to Continue reading “Rétromobile 2020 : A Retrospective”
Carmaking is a brutal business, as Renzo Rivolta discovered to his cost. But was Iso’s ultimate failure the consequence of prejudice or simply outrageous fortune?
A humble background, while rarely a barrier to financial success, can often prove an impediment to the doors behind which respectable society resides. In the high-end car business, such things as provenance and exclusivity matter, but the right name and a racebred track record is better still. By consequence, Iso Autoveicoli S.p.A, during their short heyday as purveyors of exclusive, swift and sultry Italian gran turismos, found themselves fighting their Modenese rivals with one hand tied behind their backs.
More than two decades ago, two proud nameplates in the process of losing their lustre joined forces to create a splendid concept car perfectly in tune with its time.
During the mid-’90s, car buyers and enthusiasts were in an unashamedly romantic mood. Roadsters and coupés were the kind of niche models devised not just to polish a marque’s image, but to actually sell and earn money. Peugeot’s splendid (Pininfarina-designed and built) 406 Coupé being a particularly resonant example of this phenomenon.
In those days, Lancia not only offered a full range of models, but the marque’s image hadn’t been tainted quite beyond repair either. The recently launched Kappa executive saloon and second-generation Delta hatchback may have constituted the first steps of Fiat Auto CEO, Paolo Cantarella’s ambition to Continue reading “Denied: Lancia Kayak (1995)”
If there should be a parlour game to identify the most DTW car possible then this might be one an exemplar: Bertone’s Saab Novanta concept car.
Why is this a very DTW car? This is a concept car from the year 2002 and has a challenging appearance; it was good enough to deserve production but wasn’t produced; it was a proposal for an extinct and much-missed brand (Saab) and it originated from a now-dead coachbuilder, Bertone. Finally, you can’t help but Continue reading ““A Smoky Mizu please, Dr. Voss””
When it came to translation a car design sketch into a tangible object, craftsmanship and even cultural background used to be of the utmost importance.
As described earlier on, the technique and style any car designer chooses to depict his ideas is highly informative.
Back in the golden era of the Italian carrozzieri, however, this did not matter as much, as most of the legendary Italian car designers didn’t much care for impressive illustrations. Viewing the sketches of the likes of Leonardo Fioravanti, Marcello Gandini or Aldo Brovarone from today’s perspective, their artistic qualities appear rather naïve, to put it mildly. Continue reading “Adding Dimensions (II)”
It’s been a while since we did one of these, and while today’s candidate might appear a little tenuous at first sight, look beyond the scudetto and there are chevrons galore.
First shown at the 1983 Geneva motor show, the Delfino was an attempt by carrozzeria Bertone to update the classical luxury gran turismo after almost a decade of decline. Alfa Romeo’s relationship with Bertone was long-standing, but had entered a prolonged period of stasis, with Portello forging a closer relationship with Ital Design when they were not Continue reading “Cars That Could Have Been Citroëns – 1983 Bertone Delfino”
[First posted Nov 28, 2016, but well worth a second read as it’s a first rate bit of research.]
Here are as many of the influences I can find, not counting the aspects of the car that draw on Citroen’s own general heritage. The roll call is long and not exclusive. However, it begins with the 1974 Lotus Eclat which has a similar dropped window line, one of the XM’s signature features. Deschamp’s drawing looks like a saloon Eclat, if you Continue reading “DTW Summer Re-Issue: “Let’s Sort This Out, Shall We?””
In the second of a short series, I will remind readers of what was on sale in 1984, courtesy of the much missed “World Car Guide”.
In 1984 Bertone offered a cabriolet version of the Ritmo, with its own badge on the grille. By 1984 Fiat had restyled the Ritmo slightly: the air intake on the bonnet vanished in a tidying frenzy. The car had a roll-hoop to add rigidity, probably a necessity for a vehicle as fundamentally light as the Ritmo. Another Ritmo cabrio option existed: the Pink Panther, also put together by Bertone. Continue reading “World Cars 1984 (2) : Bertone Ritmo Cabriolet”
Here are as many of the influences I can find, not counting the aspects of the car that draw on Citroen’s own general heritage. The roll call is long and not exclusive. However, it begins with the 1974 Lotus Eclat which has a similar dropped window line, one of the XM’s signature features. Deschamp’s drawing looks like a saloon Eclat, if you Continue reading “Let’s Sort This Out, Shall We?”
Second guessing Sir William on styling matters rarely succeeded. This Bertone concept was no exception.
For decades, innumerable coachbuilders tried their hand at re-imagining Jaguars with varying degrees of success. Frankly, even the best of them failed to match, never mind exceed an on-form William Lyons. After all, Jaguar’s founder and stylistic torchbearer possessed a personal vision coupled with an uncanny eye for line which not even the finest Italian carrozzeria could rival. Only Lyons really knew how to shape Jaguars – a matter which became embarrassingly clear in the aftermath of his passing. Continue reading “Coventry via Turin – 1966 Jaguar 3.8 FT by Bertone”
Our sharp-eyed readers may notice something amiss but I’ll carry on with my trawl through the obscure car brands, today it’s Changhe.
People hunting for an inexpensive and practical load carrier will find a mere two Changhe vehicles on sale at Autoscout24 at the moment. One is a small panel van with a 53 PS motor and the other is a pick-up with a tilting load bay (you load it with, say, loose marbles, snooker balls, or oranges and when you get to the delivery point you just let the whole load tip out onto the floor without all that laborious scooping or shoveling). Both cars have delivery miles yet are strangely registered in 2014. The dealer is in Dörfles-Esbach. Continue reading “Far from the Mainstream: Changhe”
Amidst the stolid carpark fare of Gaydon’s National Motor Museum, this little gem gleamed.
I can’t be certain about the year, but the mesh side grilles flanking the scudetto and the presence of the ornate chromed side repeaters on the front wings suggests this is a late-series Sprint. The car was pristine, looking delicate and almost fragile amidst the bloated moderns in its midst. Continue reading “A photoseries for Sunday – Alfa Romeo Giulietta Sprint”
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. [First published July 16, 2014]
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 “DTW Summer Reissue: Unforgetting the Talbot Tagora”
Much has been written on the contribution of Italy’s styling houses to the Japanese motor industry in the crucial years when it went from being a tentative exporter to a seemingly unstoppable force.
I have taken a closer look at cars from the last five decades with an Italian connection. Unsurprisingly, the activity was at its most intense in the 1960s. Almost every carmaker was using the Italian styling houses then. They were not so much a service to industry, more a regional art form, but as well as being masters of form and proportion, the carrozzieri could Continue reading “Theme: Japan – Tokyo, Twinned With Turin”
This year, Bertone has joined the doleful list of recently deceased Italian styling houses, having held out against the inevitable longer than most. The quantity and quality of Bertone’s output had been in decline, particularly as commissions from major manufacturers began to dry up. The era of the great Italian styling houses is over and the centre of gravity has moved away from its traditional Italian heartland. Continue reading “Death of a Carrozzeria”
This being, unofficially, the Fiat/FCA themed month, I feel like shedding some light on Fiat’s current styling policy and the man responsible for it.
And when I say “shedding some light”, I actually mean pointing out all the dark and shadowy areas that currently make up Fiat’s styling. More questions will be asked than answered, inevitably.
Superficially, the reorganisation of Fiat’s different Centri Stile in the wake of the company’s Marchionnisation seems to have been a straightforward example of streamlining. And, unlike the most famous jumper lover’s financial and fiscal shenanigans, this move appears to be both easily graspable and logical. Continue reading “What Exactly Is Lorenzo Ramaciotti Doing?”