11 posts tagged “europe”

Can someone please explain this first paragraph on the Think Spain site?

Clocks go back an hour this weekend, in the early hours of Sunday morning, as Europe says goodbye to British Summer Time and adopts daylight saving time (Greenwich Mean Time).

   This makes no sense.
   1. Only the UK is on British Summer Time in Europe, I thought.
   2. British Summer Time and daylight saving time are the same thing, aren’t they?
   3. Daylight saving time and Greenwich Mean Time are not the same thing.
   Or has the usage of these terms changed since I learned them?

I have to admit I did get stumped once when watching Are You Smarter than a Fifth Grader? when the question was on the different levels of sky, something I never learned about at school. And when I learned that the kids on the show swotted up prior, I lost interest in it: if I swotted, I could beat their sorry asses.
   But every now and then, I impress myself. I knew when Herbert Hoover was the US president, for example, and the contestant didn’t (nor did the kid). Occasionally it’s not hard to impress yourself, when you have contestants like these (found on Snowy’s blog):

I’m learning a bit more about my system and the quirks that are, on reflection, quite cool.
   The fact I could see no double-quote mark in my earlier review is the US International keyboard setting. Windows Vista now allows for the typing of European accents without resorting to the Alt combinations, so if I were to type the double quote, then an o, it would give me ö. However, should I want a double-quote mark (which I would if searching for a phrase in Google), I need to add a space.
   Considering I type emails in French sometimes, I might leave it on the international keyboard and see how things go.
   But the pièce de résistance has to be facial recognition. There is a feature on this laptop called SmartLogon. You need to set it up (it takes 19 photographs of you) and next time, instead of typing a password to log on to the computer, it can scan your face and determine if you are the same person! It is not perfect: of the three times I have had to log in since, it has only recognized me twice. You can reprogram it if necessary. The traditional password method remains as a failsafe.
   Now, that’s something that makes me feel like I’m living in the 21st century!

Remember when it seemed really cool for Ford to market its models with a II tag? Not Mk II, just II.
   I imagine this must have started Stateside, maybe under Lee Iacocca, and found its way to Ford in Europe and Brazil. A selection from my Autocade site.

Ford Mustang II. 1974–8 (prod. 1,116,199). 2-door coupé, 2-door fastback. F/R, 2302 cm³ (4 cyl. OHC), 2792 cm³ (V6 OHV), 4949 cm³ (V8 OHV). An attempt to get back to basics. Bulk of 1973 Mustang discarded; all-new model returned to sensible size. Styling inspired by model from Ghia of Italy. Lee Iacocca, now Ford president, targeted the segment heading to smaller cars such as its own Capri and the Toyota Celica; the fact the Mustang II came out in the wake of the first fuel crisis was fortuitous. Four-cylinder engine considered weak; no V8s till 1975 (the classic 302 in³ unit); car needed structural changes to accommodate the V8. Heavy, cramped (shorter wheelbase than Celica, but longer overall), not that great a handler, and ignored by many collectors, though it has its own 1970s’ style and was incredibly successful for Ford in its early years. Emphasis on luxury in Ghia models, as Iacocca saw the II as a ‘little jewel’, built to high standards. Some Mustang features found their way into the Pinto. Cobra II trim in 1976, T-top in 1977, King Cobra in 1978, though more style over substance in all these cases.

Ford Capri II. 1974–8 (prod. 1,700,000 approx. incl. Mk III). 3-door coupé. F/R, 1302 cm³ (4 cyl. OHV), 1593, 1993 cm³ (4 cyl. OHC), 2294, 2792, 2993 cm³ (V6 OHV). Attractive liftback follow-up to ‘the car you’ve always promised yourself’. Dual production in Halewood and Köln to 1976, when UK production ceased. Wide range of engines. S and Ghia trims from 1976. Not the best handler; sold largely on image and, toward the end of its run, popularized in cult TV series The Professionals and Minder. Köln 2·8 V6 for export on US models.

Ford Taunus II/Ford Cortina Mk IV/Ford Cortina (TE). 1976–9 (prod. 1,131,850 sold for all Cortina Mk IV and V). 2- and 4-door saloon, 5-door estate, 2-door pick-up. F/R, 1297, 1598 (4 cyl. OHV), 1593, 1993 (4 cyl. OHC), 2294, 2994 cm³ (V6 OHV), 3273, 4089 cm³ (6 cyl. OHV). Facelifted Taunus TC with new front and rear ends, though Turnier looked largely the same from the A-pillar pack. Similar engines and transmission, but modern (for 1976) boxier appearance despite carryover doors. Ghia luxury trim added. Sold in UK, Ireland, South Africa and British Commonwealth countries as Cortina Mk IV. Built in Australia with some modifications as TE series with mammoth six-cylinder engines, with resulting bad effect on handling (despite spending a considerable sum trying to improve this over TC and TD). Australian models badged Cortina 4 or Cortina 6, depending on engine, with some differences including large indicators in front wings. South Africa offered GL, S and Ghia with Essex three-litre V6. Ford Argentina stuck with TC for these years and skipped straight to Taunus 80 shape for 1981.

Ford LTD II. 1977–9 (prod. unknown). 2-door coupé, 4-door sedan, 5-door wagon. F/R, 302, 351, 400 in³ (V8 OHV). Reskin of intermediate Ford Torino (1972–6), but with the normally full-sized LTD nameplate to give the impression of downsizing during 1970s’ fuel crisis years. Overly soft suspension, with resultant poor handling. Relatively cramped at rear given the large size.

Ford Corcel II. 1978–86 (prod. unknown). 2-door sedan, 3-door wagon. F/F, F/A, 1372, 1555 cm³ (4 cyl. OHV). Restyled Corcel, with more modern lines and, as with North American Fords, more weight. Underpinnings were identical, which meant Renault 12 roots. Light, fast car, with competition history. Estate still called Belina, as with predecessor. Spun off Ford Pampa pick-up and Ford Del Rey sedan. Facelift in 1985 saw II tag removed, but the Corcel range was deleted in 1986. Four-wheel-drive Belina less than reliable.

[Cross-posted from Lucire] The Opel Insignia has won European Car of the Year, so I was wrong on my guess that a Ford would take the position.
   The Ford Fiesta lost by one point: 320 to the Opel’s 321.
   Volkswagen’s Golf VI was well behind in third at 223.
   This year, 19 had the second-placed Ford Fiesta as their pick, pipped by the 20 who chose the Opel Insignia.
   The other cars and their scores were: Citroën C5, 198; Alfa Romeo MiTo, 148; Škoda Superb, 144; and Renault Mégane, 121.
   The Opel Insignia is called the Vauxhall Insignia in the UK and the Buick Regal in China.

Here’s another car some of you may remember from Autocade—and for American readers, you may have even had one, or had a friend who owned one as a first car.
   Developed by Chrysler Europe and also adapted for the US, it was supposedly a “world car”, though it never sold in the Asia–Pacific (other than French territories) and the parts between the European and American editions weren’t even interchangeable. But it was a good entry-level model for Chrysler US for many years, even if it was based on an ancient (albeit lengthened and widened) Simca 1100 floorpan from the 1960s. European buyers loved it initially, especially after a Car of the Year win for 1978–9, then realized there were more modern and less rust-prone small cars around.

Chrysler–Simca Horizon/Chrysler Horizon (C2/L-body). 1977–9 (prod. 430,225 incl. all of 1979, incl. Talbot). 5-door saloon. F/F, 1118, 1294, 1442 cm³ petrol (4 cyl. OHV). In many ways a rebodied Simca 1100, but despite dated origins on widened and lengthened floorpan, still voted European Car of the Year 1978–9. Fairly good handling and ride, but less than competent steering and on the heavy side. Certainly not an all-rounder as award might have suggested. Attractive styling from Chrysler’s Whitley centre under Roy Axe, similar to Dodge Omni and Plymouth Horizon. Simca name used only on Continent: car was always Chrysler Horizon in UK from its 1978 launch. Early appearance of a trip computer on this model. Rebadged Talbot–Simca in July 1979 on the Continent; simply Talbot in UK.

Dodge Omni (L-body). 1978–90 (prod. unknown). 5-door sedan. F/F, 1594, 1716, 2212 cm³ (4 cyl. OHC). North American version of Chrysler–Simca Horizon, developed in UK and France initially. US version ultimately had little in common with European models aside from overall styling due to adaptation to local tastes. Considered fashionable at the beginning and acknowledged as the first response to Volkswagen Golf by a US Big Four automaker. Softer riding than most competitors in the 1970s, with inferior handling. Spun off a coupé model called the 024 in 1979 (covered separately), which in turn spun off a pick-up truck. Turbo GLH and GLH-S models offered 1984–6. Sold on entry-level price, low equipment level and America model tag (Expo in Canada) from 1987 to 1989. Airbag added in final year. Twinned with Plymouth Horizon of these years.
 

Plymouth Horizon. 1978–90 (prod. unknown). 5-door sedan. F/F, 1594, 1716, 2212 cm³ (4 cyl. OHC). Virtual clone of Dodge Omni, save for trim and badging, and most comments for that model apply here. Similar to Chrysler–Simca Horizon in looks. Coupé model called TC3 (covered separately) rather than 024. Plymouths were aimed less at a sporting audience, so Horizon missed out on GLH and GLH-S variants. Otherwise, Horizon went through the same model cycles, including the 1987–9 America and gained an airbag for 1990.
 

Talbot–Simca Horizon (C2/L-body). 1979 (prod. 222,296 for all of 1979). 5-door saloon. F/F, 1118, 1294, 1442 cm³ (4 cyl. OHV). With Peugeot taking over Chrysler Europe’s operations, old Chrysler models were renamed Talbot from July 1979. Chrysler–Simca Horizon became Talbot–Simca Horizon till the end of the year on the Continent, with some models even featuring the old Chrysler pentastar badge. Comments for Chrysler model apply; for later models, see Talbot Horizon, which this car became in 1980.
 

Talbot Horizon (C2/L-body). 1979–87 (prod. 842,078 all types, including Chrysler; 418,634 in UK and France only, 1980–5; 150,000 approx. UK only, 1980–5). 5-door saloon. F/F, 1118, 1294, 1442, 1592 cm³ petrol, 1905 cm³ diesel (4 cyl. OHV). Renamed version of Chrysler–Simca Horizon, known briefly as the Talbot–Simca Horizon from July 1979 to the end of that year on the Continent, and similar in style to Dodge Omni and Plymouth Horizon though sharing few parts. Talbot Horizon in UK from July 1979 changeover, as Simca brand not used there for this model. Fairly good handling and ride for the era, though criticized for steering and weight, and body corrosion common on earlier models. Equipment and quality improved through 1980s. Despite a good run from its European Car of the Year win in 1978, the rot was setting in for the 1980s as better competition emerged. Series II models from 1981. Diesel from 1982. UK and French production ceased 1985, but Finnish production continued to 1987.   

A few new entries on Autocade reminded me of just how fashionable this Paolo Martin–Pininfarina style was 30-plus years ago.

Fiat 130. 1969–77 (prod. 15,093 saloon, 4,294 coupé). 2-door coupé, 4-door saloon. F/R, 2866, 3235 cm³ (V6 OHV). Biggest modern Fiat, in a market sector the marque has not contested since. Saloon launched 1969 with four-wheel independent suspension and all-round disc brakes, modern for its time. V6 designed by ex-Ferrari Aurelio Lampredi. Engine enlarged 1971, the same year Pininfarina-designed and built Coupé announced. Rust problems, thanks to Russian steel used on doors. Three Maremma estate prototypes built, one used by Fiat boss Gianni Agnelli; one Opera saloon and one Familiare estate also built. Never directly replaced: the smaller 132 became Fiat’s flagship after demise of the 130 berline; Coupé built till 1977. Effectively replaced by Lancia Gamma in Fiat’s premium-brand range.
   Manufacturing locations: Grugliasco, Italy; Rivalta, Italy.

Rolls-Royce Camargue. 1975–86 (prod. 534). 2-door coupé. F/R, 6750 cm³ (V8 OHV). Called Project Delta internally. Top-of-the-line Rolls-Royce, with Pininfarina styling by Paolo Martin and Silver Shadow platform. Launch delayed due to financial difficulties at Rolls-Royce, sharing a look with Fiat 130 Coupé from the same styling house that had launched some years before. Ostentatious and most expensive production car at the time, considered stylish during its run. First post-war Rolls-Royce to be designed out-of-house. Designed to metric dimensions with a slight seven-degree slant to the grille. First car to offer split-level climate control.
   Manufacturing location: Crewe, Cheshire, England.

Peugeot 604. 1975–85 (prod. 153,252 sold). 4-door saloon. F/R, 2304, 2498 cm³ diesel (4 cyl. OHV), 2664, 2849 cm³ petrol (V6 OHC). Squared-off flagship for Peugeot, with 1970s Pininfarina styling similar to that of Fiat 130 Coupé and Rolls-Royce Camargue (the 604 is usually credited to Paolo Martin, but is more likely the work of Aldo Brovarone). Launched in the wake of 1973 fuel crisis, so not very successful. Favoured for official usage in France, but not popular in export markets with quality concerns. First mass-produced turbodiesel car with 2304 cm³ engine. Forgettable Talbot Tagora spun off from 604 parts in 1980. Stretched landaulet model by Henri Chapron among the carrossier’s last cars.

Here’s an audience favourite from New Zealand, advertising the state-run lottery.

Un pub pour la loterie en Nouvelle-Zélande, avec la chanson plus célèbre d’Edith Piaf (‹La vie en rose›, mais en anglais).

I saw a Peugeot 407 next to a 1980s BMW 5-series today and noted how much bigger, in every dimension, the 407 is. The 407 is regarded as small down the back—which makes you think about the size of, say, the Ford Mondeo CD345, which is about the same size as the outgoing Ford Falcon.
   Here’s a wild prediction: in years to come, the equivalents or descendants of the Ford Focus, Mondeo and Falcon will all be the same size and differ only in body styles and engine sizes.
   At Toyota, Corolla and Camry are approaching similar sizes, and Toyota Australia’s full-size model, the Aurion, is actually the same size as the Camry, right down to wheelbase. In fact, in some markets, the car that Australians call the Aurion is actually called the Camry.
   Roads can only be so wide unless even Toyota gets in to the Hummer H1 game and in future, we wind up with a mega-wide Previa.
   This may sound daft but if you consider that the Peugeot 307 and 407 and Ford Focus and Mondeo have similar engineering roots, then the likely integration in future will happen.
   As niche vehicles develop, the mainstream models will become fewer. For example, Nissan in Europe pretty much retails only specialty cars now. Aside from the supermini, the Micra, every Nissan sold in Europe is either an SUV, minivan or sports car. That’s a far cry from the manufacturer of the Sentra, Altima and Maxima in North America.
   What may likely happen is that mainstream nameplates will wind up on some niche vehicles, or niche vehicles may be marketed as the successor to everyday models—one of the few ways to get sufficient economies of scale.
   We’re unlikely to see a TGV approach to cars: the same width, but differing lengths based on your requirements—though models like the Renault Kangoo and Espace, with their lengthier counterparts, make me wonder.
   We’re also bound to see more manufacture in cheaper countries: Romania, Hungary and the Czech Republic for the European market; Russia, Uzbekistan and Ukraine for their regions; and, of course, Red China.
   Whatever the case, at this present rate, the motor industry will have a very different shape in the next decade, assuming we haven’t given up on the internal combustion engine or seen some catastrophe.

Time for another commercial break. This one was mentioned to me by my colleague Cliff Dennett from the West Midlands, who has been visiting New Zealand. We caught up today.

   It is well worth watching right to the end, and for Sound of Music fans (to our Austrian readers: it’s that musical that all those tourists keep going on about), you’ll love it.
   For those who wondered how the ad was made, here is another clip.
   Škoda has come a long way since the spoof below was made. It’s in Czech, and it shows that the British are not the only people who regularly make fun of the Germans.