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.
Commonly regarded as the most beautiful Alfa Romeo saloon shape of recent times, the Alfa 156’s svelte lines remain a credit to its designer. But questions remain as to its authorship.
Over the past sixty-odd years, Alfa Romeo berlinas and the notion of ravishing beauty were (for the most part) mutually exclusive. Now of course this doesn’t necessarily mean Arese wasn’t home to some very fine and finely wrought motorcars, but it’s difficult to avoid the view that the habitual centro stile fare hasn’t exactly been an art curator’s dream.
The 1992 Alfa 155 certainly wasn’t. Based on the Tipo-derived Type Three corporate platform, its tall, narrow-looking silhouette combined with skin surfacing endowed with an over-abundance of character lines, and clumsily placed shutlines was a clear evolution of its 75 predecessor, but hardly a car to Continue reading “Beauty Stab”
1997’s A6 saw Audi choosing bravery over stylistic torpidude. A lesson they could do well to re-learn.
By the early 1990s, Audi appeared to have run out of steam as the successes of the previous decade began to fade. Having lit up the automotive firmament with technological marvels such as the Ursprünglich Quattro coupe and the aero-influenced C3 100 / 200 series, the early ’90s saw the four rings of Ingolstadt comparatively becalmed.
Ford’s post-acquisition strategy for Jaguar was one of aggressive growth, but it came at some cost – particularly to their core model line.
Having taken a multi-billion dollar hit on the acquisition of Jaguar in 1989, Ford executives saw only one way out of the mess they have got themselves into. In order to gain the return on investment they craved, Jaguar would need to be transformed from a specialist 35-40,000 car a year business to one pushing out at least five times that number. To achieve this, they would need to Continue reading “Stretching a Metaphor”
Another in a series of lasts: The 1997 Ford Puma. We won’t see its like again.
The 1990s saw Ford’s European outpost embark upon a period of reflection; a polar realignment from the provision of lowest common denominator perambulatory devices to a respected and critically lauded manufacturer of class-leaders. This process began in earnest with the 1995 debut of the BE91-series Fiesta. While retaining the body structure and basic mechanicals of the critically unloved preceding model, a series of chassis and engine refinements in addition to a major external and internal restyle saw the Fiesta Continue reading “Bobcat by Another Name”
A commercial hit for Mercedes-Benz at launch, but Father Time has not been kind to the 1997 CLK.
We didn’t know it at the time, but when Mercedes-Benz ceased production of the C124 coupé line in 1996, its terminus would be more than a stylistic one. If not quite the final example of the legendary ‘Vertical Affinity, Horizontal Homogeneity’ design ethos overseen by Bruno Sacco, the C124 would prove to be the last mid-sized Mercedes coupe built upon its saloon counterpart’s platform for another two generations. Continue reading “Fleeting Star”
The fourth generation of the series proved to be the quintessence of Golf. Twenty years later, it still is.
In 1974, a teetering VW took a risky punt into the relative unknown by launching a car, which by no means avant garde, (even by the standards of the day), was nonetheless some way left of centre. While it would be facile to suggest it was anything but a commercial success, it wasn’t perhaps until its second permutation that it began to truly dominate the sector it would ultimately define. Continue reading “Car is a Four Letter Word”
With total sales of over a million, the W168 Mercedes A-Class is possibly the best selling commercial flop ever. We chart its fall.
The 2012 announcement of Mercedes’ current-generation A-Class and its re-alignment in ethos and market position was viewed by most observers as an expedient business decision based upon 15 torrid years in the compact car game. While Daimler’s creative U-turn elicited little by way of overt criticism, it could equally be regarded as a clear symbol that the Baden-Württemburg car giant conclusively lost the argument.
The W168 A-Class is a fascinating study as much for what it was as what it came to represent, charting the loss of influence wielded by Mercedes’ once inviolate engineering function. Ultimately however, it illustrates the limits to which an upmarket brand can realistically Continue reading “Fallen Star”
The opposing polarities of the double chevron are unlikely ever to be satisfactorily reconciled, but was this any way to go about trying?
Many observers are content to nowadays view Citroën’s role as being that of the pre-Traction Avant era: fundamentally a purveyor of pragmatic, rather ordinary cars. The earthbound Goddess of course (temporarily) put paid to such notions and has formed the boundary line for a far more vehemently opposing camp who view Citroën’s descent from those Olympian heights as being somewhere between tragedy and outright crime. So if the car we’re gathered here to commemorate today falls into the former category, how are we to Continue reading “Traction Rétrograde”
A Suave Swansong. The 406 Coupé embodied values which had seen a Franco-Italian marriage survive and prosper for a generation. Sadly, it wasn’t to last.
At some unspecified point during the 1990’s something quite seismic took hold within Automobiles Peugeot. A profound cultural shift which saw a gradual jettisoning of not only the marque’s highly regarded engineering principles but also its reputation for dignified styling. Their long-standing association with carrozzeria Pininfarina was unravelling. PSA President, Jacques Calvet, believed to have been irked by the attention Patrick le Quément’s Billancourt studios were receiving, pressed Peugeot Style Centre chief, Gérard Welter for more visual excitement; a move which saw Welter poach rising star Murat Günak from Mercedes-Benz in 1994. Continue reading “Lion of Beauty – 1997 Peugeot 406 Coupé”