Now that the kaleidoscope has been shaken, what lies ahead for the UK automotive sector as it calculates the cost of Brexit.
In the months leading up to the EU referendum the likely fallout of leaving the European Union was known and quantifiable. Every respected financial and business body urged remain, citing economic turmoil should the nuclear option be taken. So while major multinationals probably had every permutation of Brexit modelled and case-studied, according to figures from the BBC, less than 50% of UK businesses developed a contingency for an exit vote. Now, just over a month since Brexit day-zero, only one thing is certain – we face a wholly new idea of North. Continue reading “Taking Leave (of Our Senses?)”
FCA’s Olivier François outlines Fiat’s flat-pack future.
On the basis of his recent outpourings, I rather doubt whether FCA’s Olivier François has ever been to an IKEA retail outlet. After all, visiting one of their stores is a little like dentistry. Numbingly unpleasant but occasionally necessary. At such times I’m compelled to go, I try to plan my expeditions in military fashion. Go when its quiet, get in, get the target and get the hell out. Continue reading “Forthcoming Fiats Will Be Like IKEA.”
We’ve all had to cope with rejection at some point in our lives – smiling grimly through the tears, as we peel our shattered egos off the floor. But no stoic is our Serge. Far from taking it on the chin, he’s gone on the offensive, raging to industry analysts this week at the unfairness of it all. Has he lost his mind? Continue reading “Bridesmaid Revisited”
Today, we examine rumours in the mainstream car industry that if accurate, could precipitate something quite unusual. Genuine surprise.
In a polarised landscape, the worst place to be is in the centre ground. This is as true of the mainstream motor industry as it is within politics, religion or even retail. Anyone not attempting to create upmarket brand extensions hopes to convince customers to pay more for their existing products. Others see the creation of new brands as the answer. Continue reading “The Resurrection Won’t Be Televised”
Driven to write concludes its examination of Jean-Marc Gales’ plans to save Lotus
Many of Lotus’ apologists incline towards the view that Dany Bahar had the right basic idea, but was thwarted by DRB-HICOM’s lack of imagination. Unsurprisingly then, their view on Jean-Marc Gales appointment is of a similarly reactionary hue. Gales made a mess of PSA they contend, and will do likewise at Hethel. Leaving aside the steaming lake of ordure their spiritual leader left behind at Lotus for a moment, the question is worth considering. Is Gales the right man?
Part 1: Driven to write fixes its gimlet eye towards Jean-Marc Gales and asks if he has what it takes to transform Lotus’ fortunes in a post-Bahar era.
Four years ago at the Paris Motor show, Lotus attached a rocket to its back and aimed for the stars showing five audacious concepts. Rocketman, Dany Bahar, Lotus’ shamanic leader attained perihelion before learning a valuable, if rather messy lesson in physics. Bahar told The Telegraph recently he in fact never intended making all five concepts, his intention merely being “to make a lot of noise”. It clearly escaped his notice that it’s a lot easier and ultimately less time-consuming to just set fire to huge wads of cash in public. Just ask the KLF. Continue reading “Can the Anti-Bahar Rescue Lotus?”
Our good friends at Renault UK’s press office have sent us a reminder that the Renault 16 is fifty years old this year.
Philippe Charbonneaux is credited with the design of this car which was in production from 1965 to 1980. Its main claim to fame is related to its innovative deployment of a hatchback in the middle-to-large sized car class. At that point there developed a marked fork in the road in car design. Some manufacturers followed this path, those makers most like Renault. Continue reading “The Renault 16 Is Fifty This Year. There Are None Left.”
Honda came within touching distance of premium status only to let it slip through their fingers. What happened?
Honda Europe has made a profit just once since 2007, when sales in the region peaked at 313,400 cars. In 2013 sales collapsed to a mere 139,700 cars. What on earth is going on at Japan’s number three motor manufacturer?
During the latter years of the 1980’s Honda appeared poised to make a significant breakthrough in the European market. Perhaps the most engineering-led of mainstream Japanese manufacturers, Honda achieved what its better selling rivals had hitherto failed to manage – credibility. Continue reading “Dream On, Honda”
Sales of dropheads have halved. So is the convertible on the skids?
Nothing says ‘I’m living the dream’ like driving a convertible. There is no rational or practical reason behind it other than to demonstrate to the world you have reached a point of affluence, crisis or sheer devil-may-care indifference that can only be manifested by driving into a roseate sunset with a piece of inappropriate headwear wedged in place to prevent your hair being ruined. As pointless indulgences go then, convertibles are right up there with chocolate teapots. Continue reading “Has the Sky Fallen in on Convertibles?”
The second of a two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them.
Part two – There will be blood:
FCA’s presentation made a point of telling the financial and automotive worlds just how much Marchionne is prepared to accept for the sale of Ferrari, suggesting the fabled Marenello concern is for sale; despite firm denials from within FCA itself. Some might say that he would be insane to do so – the ‘Cavallino Rampante’ being probably the most valuable automotive brand in the universe right now. But look at it another way. If we believe the hype, everybody wants to own a Ferrari – and as any petrolhead with rosso corsa flowing through their veins will attest, what could be better than that? Continue reading “FCA – State of the Empire – Part Two”
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.