In contrast to the recent rather insipid Beta brochure, I can present a thoroughly aspirational 1975 Lancia HPE brochure such as this.
It shows how the product is intended to be used and the kinds of people who might be attracted to it. Shooting, diving, sitting down, gardening, conversing outside a hotel late at night: Lancia did not want for ideas to show how this rather fabulous vehicle could be used. What the brochure made you want to do was to Continue reading “Theme: Brochures – 1975 Lancia Beta HPE”
In the previous two instalments we have looked at the car’s general background and the driving experience. In this instalment I’d like to gather together some of my reflections.
Firstly, the way I view the Trevi now versus how it seemed to me twenty-seven years ago is markedly different. In 1990 I was studying geology which necessarily includes a bit of evolutionary history. At that time I had regular car conversations with one of the other students on the course. The way I described the Trevi then was to refer to it as “a hopeful monster”.
That’s not to be understood pejoratively though I did think the Trevi looked peculiar, somehow reminiscent of a stream iron and very unlike my evolving conception of what was normal in car design. The term referred to the way nature produced a wide variety of organisms, some of which would Continue reading “Three Volumes in Three Parts: 3”
In the first part I discussed the static qualities of the Lancia Trevi. In this part I will present my driving impressions.
Finally, it’s time to drive in the car. First off, we set off along some minor country roads, ones I have just driven in a modern car. Initially I am the passenger and from that position I realise that I can see nothing of the instruments from the passenger side. They are set in Bellini’s cylindrical recesses which are angled to the driver. This makes me look elsewhere – out, for example.
I can’t judge the seats as they come from another car (a Punto) but the originals will be re-instated pending re-upholstering. There’s plenty of room up front and a nice clear view out, courtesy of the slim pillars. As with other cars of the period, you hear more engine noise. I can´t say it’s disagreeable. Doubtless the engineers would have liked less – as it is and in contrast to today’s overly insulated cars, one can appreciate the acoustic feedback. It is not loud, but there at a volume you can tune out if you wish. Continue reading “Three Volumes in Three Parts: 2”
What do most modern small and medium-sized cars have in common? Well, nearly everything.
They are almost all front-wheel drive, with the four-cylinder in-line engine in the front. And almost all of them have MacPherson suspension. Prizes if you can think of an exception. In 2004 the market for small cars consisted of the Fiat Panda, Daewoo Matiz, City Rover, Skoda Fabia and Daihatsu Charade (among others). They all had MacPherson struts. Moving to the present day this is still true nearly all the medium-sized cars are so equipped.
The story of the MacPherson strut begins with Earle S. MacPherson´s work for GM in the USA in the 1940s. GM planned a small and economical car but the project was cancelled and MacPherson moved to Ford, taking his ideas with him. While Ford sometimes have a reputation for technical conservatism, it does not Continue reading “Theme: Suspension – cheap and cheerful”