During the 1960s, Fiat basked in the glory of good times – the Turinese giant had a firm grip on the domestic market and elsewhere in Europe enjoyed considerable popularity. North America was proving to be trickier than expected, but in South
America, Fiat achieved good sales figures. A pleasant and often eye-pleasing by-product of Fiat’s booming business was the appearance of many special-bodied coupé and convertible variants usually designed and built by Italian coachbuilders like Pininfarina, Moretti, Bertone and Vignale to name a few. Continue reading “Southern Belles”
The car that gave hope to BMW that independent, consistent success would materialise after a difficult post-war period.
As the 1950s drew to a close, BMW was in deep trouble. Only the tiny Isetta bubble car, built under license from Iso was a modest money maker. An enormous chasm gaped between the Isetta and the large, expensive 2600 and 3200 models, modernised versions of the 501/ 502 and by that time past their best.
Today we recall DAF’s sixteen years as a manufacturer of small passenger cars alongside the heavy trucks for which the Dutch company is famous.
Mention the name DAF to those interested in matters automotive and their mind will immediately turn to the heavy trucks that are a familiar sight as they carry freight across the length and breadth of the European road network. Based in Eindhoven, the Netherlands, DAF Trucks is a subsidiary of the US manufacturer, Paccar Inc, which acquired the Dutch company in 1996. Paccar’s US truck brands include Kenworth and Peterbilt. It also owns UK truck maker, Leyland, which it acquired in 1998. Paccar is one of the world’s leading manufacturers of medium and heavy trucks.
The author charts the evolution of BMW’s design over the past sixty years and laments the dismal state it is in today.
In the late 1950’s BMW was a company in deep financial trouble. It had been posting losses for a number of years as an increasingly affluent West German middle-class turned away from its motorcycles and Isetta bubble car but could not afford its 501 luxury saloon.
Moreover, the BMW 507 roadster, although beautiful, had proved financially ruinous for the company. Only 252 roadsters were produced over three years in production between 1956 and 1959. It was virtually hand-built and, even at a price of almost $10,000 (equivalent to $97,400 in 2021) in the US market for which it was primarily designed, BMW lost money on every single one sold. Consequently, the company posted a loss of DM15 million in 1959 and found itself on the verge of bankruptcy.
Daimler-Benz considered what would effectively have been a takeover of its troubled Bavarian rival. A proposal for a merger was tabled, but this was rejected by BMW’s shareholders. Instead, it was the Quandt family, whose wealth derived from a wide range of industrial holdings, that came to the rescue and recapitalised the company. A plan was formulated for a product-led reinvigoration of BMW. Continue reading “A Longer Read: Six Decades of Separation”
The 1959 Triumph Herald was an innovative and pragmatic solution to a difficult problem. It was also surprisingly accomplished and deservedly successful. DTW tells its story.
In the latter half of the 1950s, the Standard-Triumph motor company was facing a potentially existential problem. The mainstay of its model range, the Standard Eight and Ten saloons, were ageing and in need of replacement. However, Fisher and Ludlow, the company’s body fabricators, had been taken over by BMC in 1953 and was under orders from BMC Chairman Leonard Lord to terminate the relationship with Standard-Triumph once existing contracts expired.