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.
Marcello Gandini is rightly lauded as one of the great Italian car designers of the 20th century. However there is cause to suspect that he may have been allergic to cats.
The life of a design consultant is fraught with reversals. All that time spent scouting for commissions, late night oil expended preparing and revising proposals only to receive the thanks, but no-thanks brush-off from the prospective client.
For the Italian car design houses, this had become a way of life – some you win, some you lose. This was certainly the state of affairs in late 1973, when Jaguar’s then Managing Director, Geoffrey Robinson requested carrozzeria Bertone (along with rivals, Ital Design) to Continue reading “Genus Felidae”
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)”
Today, We enter the medios, and recall one of Lamborghini’s better efforts.
Automotive exotica are not what they were. Traditionally selfish devices, aimed at those who preferred to enjoy their pleasures in isolated splendour. Hence the requirement for additional perches not being terribly high on the exotic carmakers’ priority list. However, a gap in any market simply begs to be filled and Ferruccio Lamborghini was not an individual to Continue reading “Toro de Lidia”
Bertone’s Marcello Gandini had about as much luck with leaping cats as he did with prancing horses; this 1977 proposal being another in a long line of cars which could have been Citroëns. So much so, it ended up becoming one.
Over time, the Italian carrozzieri made numerous attempts to reimagine the work of Jaguar’s stylists, but with decidedly mixed results and limited success. Pininfarina, Ghia and Bertone had reconfigured various Jaguar models during the 1950s, while Michelotti also once rebodied a D-Type along radically different lines. But despite Jaguar’s Sir William Lyons maintaining both cordial relations and a weather eye on the major Italian styling studios, it took Bertone’s 1966 S-Type based FT concept to really capture his attention.
The first complete Bertone concept by senior designer, Marcello Gandini, the four-seater coupé was seriously evaluated at Browns Lane in both styling and engineering terms, with the Jaguar board that year exploring possible production. Gandini, like many within the Italian design community was keen to Continue reading “Gatto di Caprie”
For Robertas Parazitas it’s been a strange Salon. Great for star-spotting and social interaction, but none of the new crop of premieres and concepts lit the flame of his desire, or the warm feeling that the future of motordom is going to be all right, after all.
A decade ago, Alfa Romeo wowed the faithful with the 8C Competizione, a car which ultimately amounted to less than the sum of its parts. But weren’t we here before?
The philosopher, Jorge Agustín Nicolás Ruiz de Santayana y Borrás once essayed the line, “those who cannot remember the past are condemned to repeat it.” Following this logic, amnesia clearly runs as deeply within Alfa Romeo as blind optimism. The perennially crisis-ridden Italian car brand seems locked into a habitual cycle of hope and despair, with each new dawn promising that this time all will Continue reading “Anniversary Waltz 2017 : A History of Lessons”
On the surface, Renault’s 1983 Gabbiano was simply an innocuous concept, but could it also stand as a metaphor for a decades-spanning rivalry?
Following former head of Citroën bureau d’études, Robert Opron’s move across Paris to head Renault’s styling studios in 1975, design responsibility appeared to remain an in-house arrangement. However over time, a decision was taken either by senior management or by Opron himself to Continue reading “Word on a Wing”
I sometimes think I’m fated to have encounters with unusual Alfas when I least expect to…
The 2600 duo in Friedrichstadt, the SZ in Dorridge, and the decaying Fadesa Romeo van on the road into Fornells spring immediately to mind.This Montreal was spotted on an unremarkable suburban street in Basel in March 2008. I imagine that the massive rise in classic car prices would make such encounters far less likely now. Continue reading “A photo for Sunday – Alfa Romeo Montreal”
I invited readers to find the links between the 1963 Hillman Imp, the 1970 Cadillac Eldorado and 1995 Peugeot 406 (I showed a coupé). This is my solution:
It’s not the shortest path. Peugeot manufactured the 406 coupé. The 406 replaced the 405 which Peugeot manufactured at Ryton-in-Dunsmore, in England. That factory formed part of the Rootes group which Chrysler bought in 1967, including the Hillman brand. The Imp was part of group’s range. One of the designers of the Imp was Mike Parkes who died while working on development of the Lancia Stratos (not in the car, at the time of). Marcello Gandini designed the Stratos but also cars for Maserati who were once part-owned by Chrysler. He also designed the Renault Super 5 which succeeded the original Renault 5 (or Le Car). The Le Car was sold in the US by AMC for whom Larry Shinoda worked as a consultant. One of Shinoda’s colleagues was Bill Mitchell and he was the chief designer of the 1970 Cadillac Eldorado.
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”
Marcello Gandini designed the BX and it appeared in 1982. The design resisted tinkering and looked freshly out of this world even towards its end in 1994.
Twelve years is a very long run for a car in the competitive middle-sized class and it’s a credit to the original engineering and styling that it still remained believable right up to the end. However, even Citroen had to face the realities of the market and succumbed to a succession of special editions to try and generate interest in their car. Continue reading “Theme: Special – 1992 Citroen BX Millesime”
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”