By 1967, Pierre Bercot had secured an engine supply deal with Maserati for Citroën’s forthcoming Projet S. Yet within a year, not only would he have taken over the Modenese atelier in its entirety, but inked a far more wide-ranging deal with Fiat Auto in Turin. But was the Citroën-Maserati takeover a symbiotic coming together, or simply Monsieur le President’s Victor Kiam moment?
Having traditionally confined the lion’s share of their sales effort domestically and within Europe, the pull of the US market became too lucrative for Maserati to ignore. However, by the mid-’60s, the regulatory environment in the US was becoming more hostile, with increasingly stringent crash testing mandates and emissions regulations, which for such a tiny outfit would ladle enormous costs upon an already stretched enterprise. By mid-decade, Maserati’s owners were already seeking a means to Continue reading “New Frontier (Part Four)”
Citroën didn’t have an engine worthy of their nascent 1970 flagship, but it wasn’t for the want of trying.
The highly unusual structure and operation of Citroën’s legendary Bureau d’Études may have created a number of technical masterpieces, but it equally resulted in a number of serious operational drawbacks; perhaps the most serious being the lack of a cohesive singularity of purpose. Not only did the nominal Rue de Théàtre headquarters lack an effective figurehead (notably so in Lefèbvre’s wake), but the bureau itself was apparently scattered across a number of locations around Paris, each very much in effect its own personal fiefdom.
Of these, perhaps the least regarded represented the double chevron’s longest standing and most glaring weakness – engine development. This department, led by Italian former Fiat racing engine designer, Walter Becchia, seemed a largely forgotten outpost; the last meaningful programme to Continue reading “New Frontier (Part Three)”
How does one define Italy’s relationship to the motor car? One might start by attempting to define the country itself.
[Editor’s note: This piece is a re-run of an article originally published in May 2016, as part of DTW’s Values theme.]
As anyone has read a few books on Italian history will know, it’s a great bunch of countries. Only foreigners lump it all together as one nation. That gives us a bit of a head start in understanding how Italy’s values translate into the broad array of markedly different car companies being stifled under one management.
As recently as the 1950s you could still find people in the deep south of Italy who didn’t know what Italy was. While outsiders consider Italy to have been unified, many Italians still Continue reading “Values – Italy”
Can Fiat-Chrysler’s new CEO deal with FCA’s lopsided business or is it time to bring out the bonesaw?
FCA’s late CEO, Sergio Marchionne was at various times hailed as something of a visionary, and without doubt, he achieved the seemingly impossible once he orchestrated Fiat Auto’s audacious takeover of the embattled Chrysler business in 2009. Nevertheless, an equally cogent argument could be posited that should Marchionne’s legacy simply be that of FCA’s continued existence, then it is built largely upon failure.
And now this. FCA boss Marchionne is going to wring some profits from the investment in the Giulia platform known as Giorgio.
Future Maseratis, Jeeps and Dodges will use the Giorgio platform. Did they design it to be so flexible?This was reported in Automotive News: “Fiat Chrysler Automobiles will offset the high costs of relaunching Alfa Romeo by sharing the brand’s Giorgio platform with Maserati, Dodge and Jeep, CEO Sergio Marchionne said.” It’s not going to be quite badge engineering yet it does point towards the Alfa-ness of Alfas and the fussiness of Maseratis being constrained by the need to make the platform compatible with cheaper cars sold as Dodges and Jeeps. This is how they explain it: Continue reading “AD0 16, K-car, J-car, Jags From Mondeos…”
In 2008 Touring Superleggera showed their reimagining of the 2003 Maserati Quattroporte, the Bellagio.
Jalopnik calls it station wagon while Superleggera call it a fastback. I would call it a hatchback. All they needed to do to get it precisely in tune with our vexing Zeitgeist is to add 10 cm to the ride height and jam in a 4wd system. That is a distracting comment. As it stands, Superleggera have managed to respectfully turn the very nice Mk V Quattrporte into a believable semi-estate car. Should we tag it “is now” or “was then”? The car is still listed at Superleggera’s website. Other sources (ahem) say four have been built – which is somewhat fewer than I would expect given the general excellence of the basic car, the skill of Superleggera and the allure of the Touring name. While there are not many new cars I’d like to own, I could think of things Touring Superleggera could do to Continue reading “Uncertain Smile”
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.
Veteran motoring correspondent Archie Vicar offers his driving impressions of the 1971 De Tomaso Deauville.
This may be a transcription of an article that first appeared in the Hartlepool Afternoon Post. Original photos by Dean Suarez but owing to the poor quality of the source, stock images have been used.
Consider luxury cars from Mercedes, Rolls Royce and Aston Martin and one must undeniably concede they suggest a degree of similarity which borders on the insipid. Manufacturers are being forced by the nanny state and ever-more-cautious customers to present cars which differ from each other in only the smallest ways. So, in these increasingly competitive times, originality is even more important (and rarer!) than ever before. Luckily, the De Tomaso Deauville has it in large quantities and the car is on sale now to the lucky few. Continue reading “1971 De Tomaso Deauville Roadtest”
In what seems to be a transcript of a period review, the legendary motoring correspondent Archie Vicar reports on the ‘all-new’ Bristol 411.
This article could well have first appeared in the Sheffield Sunday Post, 25th Jan 1970. Due to the poor quality of the original images (by Douglas Land-Windermere), stock photos have been used.
It’s all change at Bristol. The fast-moving Filton manufacturer has responded to the challenges of the times with a veritable flotilla of improvements to their latest car, the 411. Bristol has many unique attributes to help it stay ahead of the competition in these increasingly competitive times. First among them is the remarkably high level of quality on which they insist: the cars are hand-made by craftsman steeped in aviation engineering and versed in production methods that go back decades. While Rolls-Royce and indeed Bentley have switched to monococque construction – making them little more than Cortinas with wood and walnut, some say Continue reading “1969 Bristol 411 Roadtest”
It’s nice to think that Giovanni Michelotti spent some of his creative time trying to think of a suitable ashtray for this car.
He might have sat at his desk with samples from suppliers or he might have drawn some simple sketches and asked the artisans to run up a few prototypes. At some point Adolfo Orsi, the firm’s president, could have been invited to review the shortlist of possibilities. Perhaps he sat in the car and had a smoke Continue reading “Ashtrays: 1972 Maserati Indy 4700”
It’s another round of musical chairs at the Italo-American car maker, with particularly resonant changes being brought to the company’s sartorial department.
In yet another surprising move, Fiat Chrysler Automobiles (FCA) CEO, Sergio Marchionne, has promoted Wichita-born Tripp Hardcrotch as Chief Knitwear Officer. Mr Hardcrotch will be in charge of organising clothing supply for all global subsidiaries, as well as devising a new sartorial structure for the company.
As anyone has read a few books on Italian history will know, it’s a great bunch of countries. Only foreigners lump it all together as one nation.
That gives us a bit of a head start in understanding how Italy’s values translate into the broad array of markedly different car companies being stifled under one management.
As recently as the 1950s you could still find people in the deep south of Italy who didn’t know what Italy was. While outsiders consider Italy to have been unified, many Italians still Continue reading “Theme: Values – Italy”
Cars no longer differ from country to country, but once they had definite national characteristics. What happened when two nations met – collaboration, collision or confusion?
We now seem to have reached a consensus that the type of car most should be is ‘Germanic’, being lazy shorthand for something efficient, hard riding, fast enough and, usually, a bit clinical. Some sports cars remain, possibly, more traditionally ‘Italianate’ in spirit, being nervy, noisy and involving to drive. Nowadays, though, car making is truly a global industry where an Italian car maker might produce a model exclusively in Poland, and where the designers and engineers come from scores of different nations. Nearly fifty years ago this wasn’t the case.
How much can a brand be stretched? Should Alfa Romeos carry an ‘engineered by Ferrari’ badge? Or shouldn’t Alfa’s engineering speak for itself?
While trawling other news sites, I read at Autocar that Alfa Romeo’s forthcoming SUV will be based upon the Maserati Ghibli. That bit doesn’t surprise me so much as the remark that “….there have also been unconfirmed rumours that the top of the range Alfa engines will feature ‘developed by Ferrari’ sub-branding.” This has all the hall marks of an idea designed to appeal to Sergio Marchionne. It also reminds me of Silvio Berlusconi’s idea that Fiat could sell more cars by badging them as Maseratis. You might as well Continue reading “Fiat Punto 1.3 “Alfa Romeo”- Edition, Engineered By Ferrari”
Maserati’s 2014 sales gain is astonishing, but is it a false dawn?
One of the reasons the motor industry continues to be such compelling subject matter is its almost limitless capacity to surprise. Last week, we looked at FCA’s decision to float off Ferrari as a stand-alone business – a move that surprised many – (if not ourselves). Now however, we are compelled to eat a portion of humble pie on the back of sales figures for Maserati that appear to demonstrate the storied brand’s continued growth to be no mirage, despite strong misgivings we expressed on the subject back in May. Continue reading “The Trident Sharpens Its Prongs”
At this year’s Geneva show, Maserati announced the Alfieri concept; a preview for a new Grand Turismo, aimed at the sort of affluent customer who might otherwise choose a Porsche 911, Aston Martin or heaven help us – one of those vulgar new Mercedes-AMG things.
Today I had the chance to experience a car I consider to be among the most disappointing of recent years – the successor to the flawed yet glorious Quattroporte V. Gone is the lithe elegance of Ken Okuyama’s styling, making way for considerably more competitive technology, as well as simply gargantuan proportions. Continue reading “Hasty & Superficial: Maserati Quattroporte GTS (2014)”
This being, unofficially, the Fiat/FCA themed month, I feel like shedding some light on Fiat’s current styling policy and the man responsible for it.
And when I say “shedding some light”, I actually mean pointing out all the dark and shadowy areas that currently make up Fiat’s styling. More questions will be asked than answered, inevitably.
Superficially, the reorganisation of Fiat’s different Centri Stile in the wake of the company’s Marchionnisation seems to have been a straightforward example of streamlining. And, unlike the most famous jumper lover’s financial and fiscal shenanigans, this move appears to be both easily graspable and logical. Continue reading “What Exactly Is Lorenzo Ramaciotti Doing?”
A two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them.
Now that the captives have escaped, the presentations are complete and fruit and vegetables been thrown, perhaps it is germane to take a look behind the figures and statistics at the state of affairs facing Fiat Chrysler Automobiles in Europe as they painfully inch towards their eventual fate.