5 posts tagged “global”
A big entry for a big car went on Autocade last night, which American readers might be interested in. The URL is http://www.autocade.net/index.php/Chevrolet_Caprice_%281977%E2%80%9390%29.
For each model, I’ve tried to get production estimates and manufacturing location(s). I am thinking, however, this article should be divided into 1977–9, 1980–5, then 1986–90, to mark the significant facelifts for the car, but it is hard to know where to draw the line due to annual model changes. Till I decide, it’s probably best as a single article.
Additions and corrections are welcome!
Chevrolet Caprice. 1977–90 (prod. 2,900,000 approx.). 2- and 4-door sedan, 5-door wagon. F/R, 229, 231, 262 in³ (V6), 250 in³ (6 cyl.), 267, 305, 307, 350 in³ petrol (V8), 350 in³ diesel (V8). Full-size Chevrolets downsized for 1977, carrying on in much the same form till 1990. Motor Trend Car of the Year for ’77. New grille and taillights for Caprice Classic in 1978; another new grille for 1979. Engine choices for these early models began with 250 in³ inline six, and 305 and 350 in³ V8s. Turn of the decade saw a more formal style for Caprice, with more upright C-pillar, especially noticeable on two-door; 229 in³ V6 replaces inline six except in California, where Buick 231 in³ unit offered. Of the V8s, 267 in³ offered (also base engine for wagons in 1980). Oldsmobile diesel added for 1980 model year, initially for station wagons only, expanded to sedans in 1981. Largest gasoline engine (350 in³) no longer offered. The 1981 model year saw greater changes, with a new gearbox and an emission control system, which helped the 305 in³ V8 achieve 26 mpg highway (EPA). Most two-doors apart from regular Sport Coupé deleted for 1982 model year. The 267 in³ V8 option also disappeared for 1983, a year that saw no two-doors. Two-door reinstated with slightly different styling in 1984, a year which reversed the decline in sales for the full-size Caprice line. New 4312 cm³ V6 for 1985, replacing 229 and 231 in³ units. Refresh for 1986 with new grille and tail lights, and Caprice Classic Brougham trim added to top of range to cater for buyers who might not like the downsized Oldsmobile Delta 88 and Buick Electra; diesel deleted along with Impala nameplate (for the time being). LS option and Landau vinyl roof available for Brougham from 1987; wagons had a 5030 cm³ V8 option. Two-door finally deleted for 1988. Fuel injection for sedans in 1989, while V6 deleted. Production dwindled for 1990, the final year for this shape.
Manufacturing locations: Arlington, Texas, USA
Marque: Chevrolet | Model: Chevrolet Caprice | Predecessor: Chevrolet Caprice (1971–6) | Successor: Chevrolet Caprice (1991–6)
[Cross-posted] I’ve had to keep this under wraps till today, but since we’re about three weeks from launch, I now have permission to let you all know of this nice development at Lucire: the launch of a new magazine, Twinpalms Lucire, for a specialist market in Thailand.
It’s been such a smooth process working with Miguel, who has done a huge load of work on the new print magazine. And I take my hat off to Twinpalms Phuket, which has been very accommodating of our own wishes. The Twinpalms brand appears first for various historical and contractual reasons.
Richard Machado’s first shoot for Lucire, ‘Papillon’, re-appears on the cover.
If you look inside the magazine, Miguel is very much a proponent of the Swiss grid and Helvetica is the main typeface. It’s very different in feel to Lucire in other countries, but I still love what he has done. It’s a classy, elegant production.
There are plenty more articles saved up for the next issue, too. We plan on the title being six-monthly.
Lucire launches in Thailand
International fashion magazine collaborates with Twinpalms Phuket and Asia Design Consultants for latest country
Lucire, the international fashion magazine headquartered in New Zealand, has announced that it has collaborated with the Twinpalms Phuket resort and Asia Design Consultants Ltd. to see an extra print edition in Thailand.
Twinpalms Lucire launches February 20 with 5,000 copies distributed through the Surin Beach, Phuket resort and its sister properties.
The magazine has features on fashion, lifestyle and travel, with a lesser emphasis on beauty when compared to Lucire’s other print editions.
Miguel Kirjon of Asia Design Consultants oversaw the production and editorial mix, in collaboration with Lucire founder and publisher Jack Yan, deputy editor Sylvia Giles and assistants Dominique Whittaker and Ashleigh Berry.
Many of the Lucire articles had been commissioned by Laura Ming-Wong, the magazine’s editor in New Zealand.
Mr Yan says, ‘This is another small step in growing the Lucire brand, targeting it at an aspirational audience that says, “I want to be a step ahead.” We’re confident that the Twinpalms audience will love our mixture and socially responsible approach to fashion and lifestyle reporting.
‘I’m also delighted that Miguel has created a unique look founded in the Swiss school of design. It’s very different from the home edition and it’s a classy production.’
In addition to its design direction, Mr Kirjon has commissioned many additional, original articles for the Twinpalms’ side of the magazine.
Twinpalms Phuket is a member of Small Luxury Hotels of the World, one of the most exclusive collectives of hotel properties internationally. The resort is privately owned, with a private beach club and an enviable location next to Millionaires’ Cove.
Lucire started as an online fashion magazine in 1997 and is notable for having diversified into print, rather than adopt the print-to-web approach of its competitors. Its Webby-nominated website remains a popular destination for fashion leaders, while the print magazine is regarded as a luxurious and socially responsible publication.
Nice to know that al-Jazeera is already covering the lead-up to the Sir Edmund Hillary funeral, with a huge piece just now on the news bulletin live from Auckland outside the Holy Trinity Cathedral, where his body is lying in state and people are paying their respects. Nothing of the sort on TV One and TV3 at the moment, though from what I remember, one of the networks will carry the actual funeral live. Good on al-Jazeera for being truly global.
I’ve been prompted by a few friends lately on what car they should buy. Surprisingly, my recommendations are not what are on the Lucire Car to Be Seen in list, nor are they the things I might choose for myself. These are practical choices, swayed by practicality, parts’ prices or gas mileage.
Supermini
Europe: Renault Clio. Very impressed with how well the Clio has been screwed together and it looks more a quality option than the Peugeot 207. The Fiat 500 and Opel Corsa would be other great choices.
Australasia: Renault Clio. Pay a little extra and get the safety of the French car. Second place would be the Suzuki Swift. Avoid, at all costs, the Daewoo-built Holden Barina—it scored worse than the earlier German-designed model in the NCAP safety tests.
North America: is anything this small available? Try a Honda Fit, which will shortly be renewed.
South America: spoilt for choice in this market, too. The Volkswagen Fox and Gol feel cheap. The Chevrolet Novo Corsa could be better.
For myself: a sporty Renault Clio.
Compact
Europe: Renault Mégane. The powerplants are great, especially the 130 PS 1·9 diesel. Fuel economy with grunt, plus more body styles than you can imagine: two hatches, cabriolet, Scénic, long-wheelbase Scénic, sedan and wagon.
Australasia and North America: Honda Civic and Civic IMA Hybrid. The problem in New Zealand is that the most recent model is available only as a sedan. But it’s roomy and the Hybrid shows sense without you looking like a try-hard (unlike Hollywood types with their Toyota Priuses). European buyers at least get the five-door hatch which looks like it’s come from the set of UFO. With recalls hurting Toyota Stateside, Honda just seems to be a safer quality bet. I also like the warranty.
South America: Ford Focus. More advanced than the Volkswagen Gol and Golf and at least you are as up to date as the European buyers—not to mention one generation ahead of the North Americans.
For myself: I’d still buy French. Vivent les alliés. The Mégane gets my vote but I do love the Opel Astra GTC. However, buying the equivalent Holden in New Zealand means getting a Vauxhall grille and the indicators swapped on to the wrong side.
Mid-sized and intermediate
Europe, Australasia and Asia: Ford Mondeo. Quality is Job No. 1. The latest model is brimming with great features that you’d expect in a more expensive car. The problem in New Zealand is the limited model range. But even the old CD132 is a worthy buy and out-handles Camry, Vectra and Accord.
North America: Honda Accord and Accord Hybrid. There’s a reason this is among the top-selling sedans in the US: for years, it’s been the gold standard of mid-sized sedans. The Hybrid was only made till the 2007 model year. The latest model is no longer as ahead of the game compared to its rivals (Malibu, Camry, Fusion) but Honda quality speaks for itself.
South America: long-wheelbase Chevrolet Vectra. This is actually the smaller Opel Astra H with a stretched wheelbase and a boot, but the alcohol fuel option has me gunning for this. Down side: a recent recall in the Brazilian market for all Astra H-based cars, including this one.
For myself: Volvo S60. I don’t mind paying extra and I like the interior.
SUV
Europe: why bother? These behemoths are too clumsy in the narrower streets there. Stick with a decent hatchback. But if you must have one, Nissan’s Qashqai Diesel (Dualis) could be an option. Among the larger SUVs, the Volvo XC90 is pretty unbeatable.
Australasia: Nissan Murano. One Voxer privately asked me about this and considered the rival Mazda CX-7. In both cases, I am unimpressed with the narrow range of powerplants. But the six in the Murano is smooth and proven. I also like the Ford Territory, if you don’t mind paying for the fuel for a four-litre six. For premium brands, Volvo XC90 again.
North America: the US brands tend to be too truck-like. Acura MDX, Nissan Murano or Volvo XC90.
South America: some of the smaller SUVs are quite distinctive and practical. I’d sample the Ford EcoSport here.
For myself: Audi Allroad Quattro. It might be a jacked-up station wagon but the leather seats and adjustable suspension are nice. (Photograph above by Douglas Rimington.)
Minivan
Europe: Opel Zafira for quality and diesel options, as well as GM’s Flex 7 seating. Renault Scénic otherwise.
Australasia: Renault Scénic or Citroën Picasso among smaller minivans. I’d honestly look at a Kia Carnival for the larger ones, given the savings over a Toyota or Chrysler, and the warranty isn’t too bad.
North America: the gold standard is the Chrysler Voyager. Who am I to argue? But pick the most fuel-efficient model as these have a reputation for drinking.
South America: Renault Scénic.
For myself: I’d still prefer a regular station wagon, thank you.
Full-sized
Europe: this market is no longer contested by the mainstream brands, and the earlier mid-sized cars have crept up in size to become full-sized vehicles. For instance, the Ford Mondeo is physically bigger than the Australian Ford Falcon. Unless you’re prepared to go to an Audi A8, a Mondeo should cover most people who want the interior space.
Australasia: the Holden Commodore is the gold standard here, but there’s no diesel option and the latest model loses a star in NCAP testing compared to its predecessor. So much for GM spending A$1 billion and not having the foresight. Again, the Mondeo should do for most families given that it’s bigger than a Falcon—cabbies should really consider it over a Camry, Aurion or Maxima. I also recently said that the Škoda Superb would be a good replacement for the New Zealand Government’s Ford Fairlane fleet, and I stick by that. (New Zealand needs to downsize given the fuel prices, which exceed Australia’s.) In the Middle East, where fuel prices are cheaper still, then the Holden Commodore’s twin, the Chevrolet Lumina, could be a wise mainstream choice.
North America: forget the old Taurus—the Volvo S80-based 2008 Taurus could be a suitable choice, if somewhat underpowered. Or check out the Acura Legend and the sexy long-wheelbase, North American Nissan Maxima.
South America: if you can afford the petrol—and if you are paying this much for a big car—the Chevrolet Omega, which is, again, a rebadged Holden Commodore.
For myself: Audi A8.
Sports cars are too tough to pick as they are too tied to the driver’s personality.
There you are—what I would recommend for others and what I’d get for myself. Happy shopping!
[Cross-posted] I had a wee think while returning from my haircut at Balliage, about my problems with this government. Employment law we have touched on and I heard one additional story about a petrol station owner in the South Island today, who was screwed by one of his employees (through theft—I know what that feels like). Labour has restricted what employers can do in this country, and we spend more time on red tape than leading. That needs to change, and there is no sign of change.
Secondly, Labour has supported the exporting of New Zealand jobs to Asia. The PM personally supported Icebreaker’s demands that ‘Made in New Zealand’ be extended to mean ‘Made in China’ (but designed domestically), and the last Foreign Minister-inside-Cabinet has been relentless in its free-trade deal with Red China.
Long-time readers, and that means people who have followed what I wrote in the pre-blog days, will know I have long espoused the ideas of moral globalization (a lot was in my book Typography and Branding), of doing right by a host country. I still buy in to a lot of that—that if you globalize well, you will get good karma. Consumers aren’t stupid, and they will find out if you are having them on. I believe in the good side to globalization, while not ignoring that there are a lot of latter-day robber barons out there.
So how do I reconcile my beliefs in uniting a planet with Bush-era nationalism and patriotism? I suppose I am being exposed as a bit more Keynesian than some think. Maybe I am a Jerry Ford internationalist?
I was asked to comment, as part of a greater enquiry, on textiles and jobs in New Zealand not long ago. My answers had to be at a semi-political level. I felt we weren’t ready to lose jobs to Red China there, especially one with a dismal human rights’ record. Textile exports from New Zealand plateaued, if the 2005 figures are to be believed, a few years back.
Now, I am all for this outsourcing if we ourselves were competitive enough, following the old theory that if we are making high-tech wear where a premium can be charged, then the old stuff could be sent over to a foreign location. But the evidence is that we are not there. Outsourcing is being done for cost-cutting reasons, letting our intellectual capital go abroad without replacing it with anything new. And we Chinese are great copycats (after inventing the compass and gunpowder, it’s payback time). But we (New Zealanders) need to put ourselves first, so that the jobs that are lost here are made up for by new industries and innovations.
This is surely the position that Labour needs to be in first: securing domestic jobs, providing fair employment laws that balance the needs of all parties, and dealing with régimes based on humanness rather than dollars. But it is not. And the last seven years have shown that.
Not that there is an alternative under John Key’s National Party. I do not know what the Shadow Cabinet plans, but its monetarist-only finance policies of the early 1990s under Ruth Richardson do not give me much confidence.
Rarely is the flip side to Red China and the Communist Party exposed, with the exception of Triangle TV in Wellington, which recently broadcast the Nine Commentaries, a decidedly negative look at the policy of murder that Beijing has followed since 1949. To put it bluntly, the Chinese Communist Party has killed more people since ’49 than every single dynasty of every Chinese emperor put together. Oh, you can also add in any that Hitler or Pol Pot might have murdered. (The only issue I have with the Commentaries is that they are Falun Gong-linked, which means there is potential bias, but any overseas Chinese is familiar with the stories of Politburo-sanctioned murder.)
I am not saying that we should disengage with Red China, or that the economic miracle is a complete myth. Of course there are nuggets of truth in that, even if the growth figures are conveniently supplied by the Politburo and lapped up by the likes of our government.
But it is no time to be a Luddite, either. Education is the key to a global society, exposing young people not to fear-mongering nationalism, but open-mindedness, so they can take the best of each culture and incorporate it into their own mix. Let them find the mixture that best expresses their soul in a free and open society. Through them, and their children, we will gradually bring things closer together where laissez-faire globalization can work—because they will have learned that their neighbour can be someone in Addis Ababa or Albany, New York.
We already saw how Generation X was reasonably global, united through musical tastes. It did not sound the death knell to local musicians or tastes. Generation Y is even more like that; Generation C shares on Flickr and YouTube as though it were second nature, regardless of where that sharing comes from.
Once we understand this unity, then we can safely globalize. When we can outsource without harming our domestic activities, and do so in a respectful way, then let the free trade flow. It is the task of this government to get the majority of commerce to that point, something it has yet to do as it heads into its eighth anniversary in power. Failing them, it is up to those of us, who are already there, to lead the way.
We can then let the laws follow where the people are fundamentally: part of an embracing global society. When you think about it, we are all born global: nation states and fearmongering make us react differently. No child is born a racist, and likewise, no child is born with the sort of fundamentalist nationalism that starts wars.
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