It’s the weekend, and you’re tired. Why not skip the cooking tonight and order in something decadent and a little, oily?
There is something terribly poignant about the end of days at Longbridge. Having put its troubled past behind, under new ownership and seemingly looking to the future, it all came crashing down, thanks (in part at least) to the hubris and cynicism of its domestic overlords.
Following the firesale of MG Rover’s assets and intellectual property, the first fruit would be Nanjing Automotive’s Roewe 750, a hastily restyled version of the existing Rover 75 saloon. Also planned was a smaller car based upon the RDX60 programme, which had been in development prior to MG Rover’s demise. Another beneficiary of Longbridge’s assets was fellow-Chinese carmaker, SAIC Motor, who subsequently absorbed Nanjing Auto and quickly brought the Roewe 550 to market, engaging specialists in the UK to speed up the process.
The product planner’s art has never been a particularly straightforward one, even less so when one is dealing with a brand portfolio the size and scope of the VW Group. Nevertheless, during the previous decade at least, the individual business units contained within the sprawling VW Group were allowed to Continue reading “The Wild Man of Kvasiny”
We look back at the car that started the whole Distinctive Series debacle – was it really ten years ago?
“This is twice as much as what we aimed for, the DS line is a huge success,” Citroën’s Frederic Banzet told Automotive News in 2011. And for a time at least, it did appear as though Groupe PSA had pulled off a marketing masterstroke, with DS3 sales at one point accounting for a quarter of the volume for the entire C3 range.
It wasn’t as if the DS3 was necessarily a bad idea. The market for small upmarket B-segment hatchbacks had been dominated by BMW’s MINI brand and certainly, there was a decent slice of that market to be had – with the right product. PSA’s difficulty was twofold: the lack of a competitive platform and more fundamentally its fundamental neglect of the Citroën name, which had been allowed, if not actively shoehorned into a low-transaction price, value-led cul-de-sac. Continue reading “Flirting With Distinction”
I don’t think you’re ready: Was the 2009 5-Series GT too ‘bootilicious’ for its own good?
Looking back at matters from the distance of a decade, it does appear that niche-filling was the post-millennial pastime du-jour for the automotive industry – at least for those cash-rich and expansionist prestige German carmakers who weren’t busily reinventing them. BMW were somewhat late to this particular party, albeit having introduced the vulgar and corpulent X6 SUV fastback in 2008, they hadn’t exactly been idle.
During the protracted run up to its 2009 introduction, the Bavarian carmaker made much of their forthcoming Progressive Activity Sedan, but when the covers came off the PAG concept, earlier that year, the reaction was let’s just say, somewhat tepid.
Intended as the crowning glory of a newly-independent, never-more-glamorous Aston Martin, the One-77 turned out to symbolise something else entirely.
2007 must have been a year of triumph for Dr ing Ulrich Bez. Over the course of the previous seven years, the German engineer and Aston Martin managing director had turned an outdated, but well loved marque trading on past glories and an awful lot of goodwill into a serious prestige sports car brand. On top of that, he’d overseen the sale of the company from Ford to a consortium backed by Kuwaiti investors. Bez was now no mere executive henchman anymore. He was the true boss.
After having spent most of his career playing second fiddle (most notably to his direct superior at BMW, Wolfgang Reitzle, who’d also hired Bez to run Aston Martin during his brief stint in charge of Ford’s Premier Automotive Group), Bez had become the undisputed boss of not just any old business, but a company that had refused to Continue reading “Best Of The Bez”
It was brave, it was a failure and its fate was etched in Jaguar’s past.
Acts of creative reinvention are rarely acknowledged at the time of committal, being far more likely to be misunderstood and derided by those whose expectations were, for a variety of reasons subverted or otherwise denied. Brave or foolish? There is a fine line which separates both polarities, because inevitably, whenever these adjectives are appended to matters of a creative nature, it tends to be connected to its failure.
The X351-series Jaguar was a brave design, attempting to break from the creative straitjacket the over-familiar, and overworked XJ silhouette had evolved into. But now, a decade on from its Summer 2009 debut, and with the curtain soon to fall upon its production career, we can Continue reading “Leap of Faith”
The previous generation of Mercedes’ E-class was supposed to mark a return to the marque’s traditional values. Instead, it turned a great many of them into damaged goods.
Willkommen zu Hause. Die E-Klasse. Upon its market introduction in 2009, the newest Mercedes-Benz E-class was ‘welcomed home’. Attentive observers may ask when and why the E-class had left in the first place – an answer to which would require a return to the decade most people of Stuttgart Sindelfingen and Untertürkheim would like to forget : The 1990s.
The E-class for the ’90s, unveiled in the middle of that decade, was of course the W210 generation, which has since gained notoriety for issues of rust, profit-optimised engineering and styling that has aged as gracefully as the materials the Benz was made of. Continue reading “The Car That Killed Sobriety”