The History Of The World Trade Center Goes DEEPER Than You Think Barchetta 2022-01-09 | The World Trade Center is one of the most iconic buildings of all time, but you might not know how they came to be. The towering monoliths were conceived as a way to breathe life into Manhattan's Financial District. David Rockefeller knew that the area needed to diversify if it was to break out of its malaise. While the Chase Manhattan Bank Tower was under construction, David Rockefeller formed the Downtown-Lower Manhattan Association, which was focused on revitalizing the region. The group then hired SOM to conduct a survey on the area.After conducting a study on the area, the parties involved decided to go forward with a trade center proposal. The finer details were ironed out by Port Authority. In March of 1961, Port Authority formally presented the proposal for the trade center to New York Governor Nelson Rockefeller, New Jersey Governor Robert Meyner, and New York City mayor Robert Wagner. They made a strong case for the center, providing potential use cases, import and export charts, financing, and architectural plans. Those on the New York side were enthusiastic about the initial report, but Meyner didn’t share in their excitement. He felt that a monstrous complex on the east side of Manhattan wouldn’t provide much benefit to the people of New Jersey. He declined to give his support, jeopardizing the fate of the trade center and setting off a years-long political firestorm.SOURCESbarchetta.co/world-trade-center-part-1-sources0:00 INTRODUCTION3:42 MAN OF THE HOUR11:07 THE PORT AUTHORITY21:12 EXODUS31:00 THE ART OF COMPROMISE
No One Has Seen This Mustang in Nearly 60 Years Barchetta 2025-01-16 | Mustang concepts tell a story of their own in the pony car’s illustrious legacy. Some, such as the 1970 Milano and 1963 Mustang II directly previewed future production models. Others, like the mid-engine Mach II and rally-focused RSX, reveal what could have been. One stallion stands alone as the most unusual. It was not commissioned by Ford, but by a magazine that was hardly three years old. A famed Italian coachbuilder, guided by one of the greatest designers of all time, styled the car. The final product hardly resembled the fastback that it started out as. After receiving critical acclaim from critics and enthusiasts alike, it vanished. No one has seen the car in nearly 60 years. This is the story of Bertone’s Mustang. BECOME A PATRON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinSOURCESwww.barchetta.co/bertone-mustang-sourcesATTRIBUTIONParis - Bonhams 2013 - Aston Martin DB4GT Bertone Jet - 1960 - 002.jpg by Thesupermat is licensed under CC BY-SA 3.0commons.wikimedia.org/wiki/File:Paris_-_Bonhams_2013_-_Aston_Martin_DB4GT_Bertone_Jet_-_1960_-_002.jpgNew York Auto Show 1965 (Ford GT40) by Michael Dolan is licensed under CC BY 2.0flickr.com/photos/141509577@N05/40295184483New York Auto Show 1965 (Ferrari 250LM Stradale) by Michael Dolan is licensed under CC BY 2.0flickr.com/photos/141509577@N05/47259892021New York Auto Show 1965 (Aston Martin DB5) by Michael Dolan is licensed under CC BY 2.0flickr.com/photos/141509577@N05/40295156333
MUSTANG: The Rise and Fall of an American Icon Barchetta 2024-12-14 | BECOME A PATRON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinTIMESTAMPS0:00 CHAPTER I: MAVERICKS (CONCEPTION)10:14 CHAPTER II: TO THE RACES (DESIGN EXPLORATION)14:31 OTHER CONCEPTS18:10 MUSTANG I CONCEPT23:56 CHAPTER III REFINING THE BREED (DESIGN CONTEST)31:50 GEARING UP FOR PRODUCTION36:07 CHOOSING A NAME38:17 CHAPTER IV: MEET THE MUSTANG (MUSTANG INTRODUCTION)40:00 MUSTANG II CONCEPT41:33 NEW YORK WORLD'S FAIR45:01 INITIAL RECEPTION46:19 EARLY MODEL LINEUP47:49 AUGUST 1965 UPDATE49:58 FORD T551:03 1966 UPDATE51:36 MAGAZINE REVIEWS55:48 SHELBY MUSTANG59:02 SHELBY GT-H59:43 MERCURY COUGAR1:00:55 CHAPTER V: ENCORE! ENCORE! (1967-1970 YEARS)1:02:54 1967 OVERVIEW1:06:09 1968 OVERVIEW1:08:02 BUNKIE KNUDSEN COMES ABOARD1:12:28 1969 DEVELOPMENT1:14:59 1969 OVERVIEW1:16:51 BOSS CARS1:20:57 1970 OVERVIEW1:21:59 CHAPTER V: THE FRONTIER (1971-73 YEARS)1:23:23 1971 MUSTANG DEVELOPMENT1:26:48 1971 MODEL OVERVIEW1:29:20 1972 MODEL OVERVIEW1:30:09 1973 MODEL OVERVIEWSOURCESwww.barchetta.co/mustang-sourcesNovember 9th, 1960 was a momentous day in Lee Iacocca’s career. That’s when the engineer-in-training turned fleet salesman became general manager of the Ford division. While Dearborn’s models had sold rather well, the brand had gained a somewhat stodgy reputation. Iacocca sought to change that. Under his watch, Ford got back into racing and made options such as bucket seats, floor-mounted shifters, and larger engines available in some of its mainstream offerings. This wasn’t just done for fun and games. Ford wanted to capture the attention of younger buyers who craved something more exciting than the dull sedans that their parents drove. While the company’s newfound vigor brought the desired crowd into showrooms, Iacocca felt they could do much more. On April 17, Ford finally took the wraps off of the Mustang. Initial sales far exceeded Ford's estimations. All available Mustangs were gone and more than 22,000 orders had been taken during that initial weekend. According to Henshaw, there was even a 3-month waiting list at one point.The general public was stricken with Mustang fever, and while the motoring press liked it overall, the response from that realm was a bit more grounded.
MARCELLO GANDINI: Father of the Lamborghini Miura Barchetta 2024-08-15 | BECOME A PATRON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinSOURCESwww.barchetta.co/gandini-sourcesTIMESTAMPS0:00 INTRO0:39 EARLY LIFE4:14 JAGUAR FT 3.85:10 PORSCHE 911 ROADSTER CONCEPT6:17 LAMBORGHINI MIURA15:52 OTHER EARLY BERTONE DESIGNS22:02 WONDERFUL WEDGES29:52 BMW GARMISCH CONCEPT33:36 1970s BERTONE DESIGNS41:39 FREELANCE DESIGNS44:57 OUTROMarcello Gandini’s crowning achievement was the Lamborghini Miura, which some consider the most beautiful car ever made. While it wasn’t the first model to bear the raging bull, it was the one that truly set the emerging make apart and thrust the young designer into the spotlight. The Miura was just one of many iconic cars to come from his pen. During his decades-long career, he designed some of the most important automobiles in history and spearheaded the aesthetic of an entire generation.Marcello Gandini was born in Turin on August 26, 1938, mere weeks before Giorgetto Giugiaro and a few months after Leonardo Fioravanti. Marco, his father, worked in the pharmaceutical industry, though music was his true passion. In addition to his day job, he also made a living as an orchestrator. Marco nudged his son to follow in his footsteps. From the age of four, Marcello began learning to play the piano. He grew to resent this, as he told Top Gear’s Jason Barlow years later. While the other kids were playing outside, Marcello was stuck at home, his head buried in sheet music. Marcello’s interests took him down another path. Gandini took a rather unconventional approach to get into the industry. Instead of pursuing an education, he dropped out and struck it out as a freelancer. Some jobs were right up his alley. A friend hired him to modify his OSCA 1500S for competition, giving Gandini a taste of what automotive design could be like. Other assignments were outside of his comfort zone. He dabbled in furniture design and even did the interior of The Crazy Club, a local late-night establishment. These tasks did more than put food on the table. They broadened his horizons and helped shape him into a more well-rounded designer. Soon enough, Marcello worked up the confidence to show his drawings to the many coach builders in Turin. Nothing came of this until a friend got him in touch with Bertone. Nuccio, the man in charge of the firm, already employed a talented designer in Giorgetto Giugiaro. Although he didn’t offer him a job at that point, he remained intrigued and told him that they’d be in touch soon. Gandini would be waiting for quite some time. Gautam Sen’s book mentions that the two of them happened to run into each other in 1963. Nuccio apologized for not reaching out but informed him that bringing him on would likely cause Giugiaro to leave the company. While this was a disappointing development, Nuccio’s earlier encouragement did seem to give Gandini more confidence in his abilities. In 1965, he landed a job at Carrozzeria Marazzi. Later that year, Nuccio got in touch out of the blue and offered him a job. Giugiaro was set to leave for Ghia and Bertone needed someone to take his place. If Gandini took the job, then he’d be stepping in as chief designer. He wanted to accept it, but prior engagements at Marazzi prevented him from doing so. As a compromise, he suggested that he start out working for Bertone on a consultancy basis. On November 1, 1965, Marcello Gandini began working for the company full-time.
Enzo Before Ferrari | Story of the Prancing Horse Barchetta 2024-07-06 | BECOME A PATRON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinTIMESTAMPS0:00 EARLY YEARS10:01 CMN DAYS19:10 ENZO'S TIME AT ALFA ROMEO36:15 EARLY SCUDERIA FERRARI55:27 ITALY VS GERMANY1:12:19 LATE SCUDERIA FERRARISOURCESwww.barchetta.co/enzo-ferrari-sourcesIn this video, we'll go over Enzo Ferrari's upbringing and early career. Enzo Ferrari was born on February 18, 1898, but according to the legend his father couldn’t travel to the town hall to report his birth until the 20th because of a snowstorm. In any case, he was born to Alfredo and Adalgisa Ferrari. Alfredo was one of the aforementioned Modena artisans. In September 1908, Alfredo took Enzo and his brother to their first race: the Circuito di Bologna. The sport was still taking shape. This event didn’t take place on a dedicated track. Rather, it took place on local roads that were closed down for the occasion. Said roads weren’t paved, either. Daring runabouts kicked rocks into the air and left choking clouds of dust in their wake. He entered the Parma-Poggio di Berceto Hillclimb, which was to take place on October 5th, 1919. Finishing the race would be an achievement in itself. After all, he was a complete novice, and competition machines were temperamental things back then. Something was very likely to go wrong, especially with a car from an untested make. Fiats, Alfas, and Bugattis would also be competing. Considering this, his debut was rather strong. He finished 5th in the 3-liter class and 12th overall. A driver ahead of him got disqualified, which pushed Enzo a spot in both categories. This achievement and the subsequent prize money finally convinced his mother that there was a future in racing. Ugo Sivocci also competed and finished second overall, right behind the skilled Antonio Ascari. Milan was home to Alfa Romeo, whose works team was on the rise. The talented duo of Antonio Ascari and Giuseppe Campari had great success behind the wheels of Alfas. Perhaps similar fortunes would be in store for Enzo if he had one.He set up an appointment with company sales manager Giorgio Rimini with the intent of purchasing a car. Rimini took the meeting past a mere transaction. In addition to his responsibilities on the retail side, he was also the racing manager. Someone that plugged into the scene must’ve known about the exploits of Enzo Ferrari. Rimini saw immense potential in the young man and offered him a spot on the team as a junior driver.
Japans Forgotten Supercar Barchetta 2024-04-21 | BECOME A PATRON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinIn early 1975, Minoru Hayashi established Kabushiki Gaisha Dōmu. Dōmu literally translates to “child’s dream.” And considering Hayashi’s end goal, it was an appropriate name. Race car construction might not have been in the cars, but perhaps he might have better luck with road vehicles. He and his team set out to develop, build, and sell their very own model: the Zero.Dome started in a section of the Hayashi Racing headquarters. There was a blood bond between the two firms. Minoru’s cousin Shoichi established the company, which built its own race cars and even fielded a team at the time. It was probably known for its iconic wheels, though. Minoru Hayashi had years of experience designing race machines, but creating a production car came with its own unique challenges. A Hemmings article has an excerpt from the series A Quiet Greatness: Japan’s Most Astonishing Automobiles for the Collector and Enthusiast. One passage details some of the roadblocks that the team encountered, which included creating the bodywork itself, crafting the massive front screen, and ironing out the bugs in the retractable headlights. Hayashi and his team had wrapped development up by 1978, but the trials were far from over. Now they’d have to display the Zero in front of thousands of showgoers in Geneva. Dome’s fate was now in the hands of the public. So how did they take to it? Quite well, in fact. There weren’t too many other high-profile debuts at this show as far as I could tell, so the Zero had much of the spotlight to itself. The company also received 20 preorders on the spot. This would give the emerging automaker an early boost, provided that the certification process went well.SOURCESwww.barchetta.co/dome-zero-sourcesTIMESTAMPS0:00 INTRO/KARASU2:47 OTHER EARLY CARS3:56 DOME ZERO DEVELOPMENT6:01 DESIGN OVERVIEW9:08 GENEVA MOTOR SHOW DEBUT11:12 DOME ZERO P-II13:31 ROAD AND TRACK FIRST IMPRESSIONS15:48 DOME ZERO RL/OTHER RACE CARS
The Story of Alfa Romeos B.A.T. Cars Barchetta 2024-03-29 | BECOME A PATRON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinSPEEDHOLICS ARTICLEspeedholics.com/post/alfa-romeo-b-a-t-the-story-of-the-berlinetta-aerodinamica-tecnicaCORRECTIONI made an error when citing a source at around the 27:10 mark. In Out of Darkness, author Kim Pontius does not state that Gary Kaberle and Nuccio Bertone built a rapport. I mixed this up with Strother MacMinn's piece in Automobile Quarterly (Aerodynamics and Style: Bertone's B.A.T.S in Vol. 33 No. 3) which mentions Kaberle writing a letter to the coach builder. And as I'm writing this correction I just noticed that there's a typo in the citation as well. There's always something...SOURCESwww.barchetta.co/bat-sourcesTIMESTAMPS0:00 INTRO3:39 I REBIRTH (FRANCO SCAGLIONE EARLY DAYS)6:41 II FLIGHT (ABARTH 1500 BIPOSTO)12:13 III SOAR (BAT 5)16:27 (BAT 7)18:54 (BAT 9)21:46 SOAR (SCAGLIONE LATER YEARS)22:42 IV DESTINATION (BAT 5 FATE)23:49 (BAT 7 FATE)26:18 (BAT 9 FATE)27:41 (REUNION AT PEBBLE BEACH)30:44 TRIBUTE (BERTONE BAT 11dk)Scaglione took the major elements from the 1500 Biposto and developed them further for the Alfa Romeo B.A.T. 5. The acronym, short for Berlinetta Aerodinamica Tecnica, roughly translates to Aerodynamic Engineering coupe. According to the Special Interest Autos article, Bertone said that it was not aware of the connection to the English word “BAT.” I guess some things are just destined to happen. It is the fifth study in this vein, hence the “5.”With a coefficient of drag of .23, the B.A.T. 5 certainly lives up to its name. Scaglione achieved this without the use of a wind tunnel. Instead, Bertone attached wool strips to the car and then drove it while a photographer in a different car took snapshots. Designers were able to see how the wind traveled across the body and make the necessary corrections.Scaglione wasted no time creating a followup to the sensational B.A.T. 5. Its successor was shaping up to be an even more ambitious vehicle. Work dragged on and Bertone risked missing its scheduled debut at the 1954 Turin Motor Show. Giovanna Scaglione said that here was no time to transport the car by truck, so Franco and Nuccio had to drive it over themselves. She also said that they left with a spare car, wheels, and even a pair of mechanics. Onlookers swarmed the traveling party and bombarded them with questions. They kept the crowds away and at the show by the skin of their teeth. Those in attendance bore witness to the B.A.T. 7.For his final act, Scaglione decided to go in the other direction. He aimed to realize these ideas in a car that was more suited toward production: the B.A.T. 9d. The letter indicates that the car saw several revisions before being finalized.Alfa Romeo did not intend on building it at scale, though certain elements could trickle down to its road cars. Practicality and visibility became greater considerations. To this end, Scaglione toned down the fins a bit. They come up to the windshield’s midpoint, but they don’t seem as large because their peak comes relatively early on. Additionally, the 9’s wings take shape near the C-pillar. Compare this to the other cars in the series where they were introduced much earlier. Around back, they have a steeper curve. One can almost discern the rear deck from them. Verticality is emphasized with the 9’s wings. Unlike its predecessors, they do not define its widest point from the back. There’s a clear separation between it and the outer body edge, and instead of rounding out and creating an implied loop like the 7’s wings, they go nearly straight up and form a pseudo half-pipe. They flow, but not as much as the other cars in the series. In terms of execution, the dorsal fin lies between the 5 and 7, with it leaning more toward the latter. The neutral exterior color means that the saddle brown interior pops. With its sky blue paint job and black and white interior, the 7 left this opportunity on the table.
Nissans Biggest Mistake Barchetta 2024-02-23 | BECOME A PATRON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERwww.youtube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinSOURCESwww.barchetta.co/nissan-idx-sourcesTIMESTAMPS0:00 INTRO1:37 DEVELOPMENT PROCESS4:27 DESIGN OVERVIEW10:34 CONFIRMED FOR PRODUCTION12:18 SOUTHERN CALIFORNIA TOUR15:00 DEVELOPMENT TROUBLES19:11 REASONS WHY IT DIDN'T MAKE ITThe IDx cars were the product of a new development philosophy. Nissan brought in outside help. Not from outside of the company, but from outside of the industry. Designers consulted with 100 “digital nomads”, or individuals born after the year 1990. On the surface, this doesn’t seem out of the ordinary. Car companies often take the public’s opinion into account. They also dedicate time and resources toward conducting surveys and market research. Still, car development is a relatively insular process. Feedback clinics focus on gauging how car buyers react to something that a company has already worked on. Oftentimes they do not influence it on a fundamental level. Nissan’s approach, which it referred to as co-development, brought the public in from the outset. The Freeflow was envisioned as a lifestyle vehicle. Outright performance took a backseat to a retro aesthetic. Take note of the rounded quad headlamps, light two-tone color scheme, fender wings, and thin bar grille. The chrome-swathed lower front clip is intended to reference bumpers on cars from the 60s and 70s. It also changes up the pace, breaking up the gray expanse and giving us something different to look at.The Nismo is the Freeflow’s sporty, modern sibling. Contrast is the name of the game here. The white and flax color scheme has been swapped for a black and white one. The darkened hood, roof, and trunk emphasize the car’s width. Red accents up front and on the rails also pop that much more. The Freeflow’s retro bar grille has also been replaced with a mesh one that would likely increase engine cooling. The lights, which are comprised of two LEDs wedged inside of a larger DRL, reference older cars without being too on the nose.
The Man Behind The VehiCROSS Barchetta 2024-01-25 | PATREON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinNISSAN 350Z VIDEO: youtu.be/ICp3NjebtsANISSAN 370Z VIDEO: youtu.be/_Whflt_s8LATIMESTAMPS0:00 INTRO00:53 EARLY LIFE04:16 EARLY ISUZU YEARS07:45 ISUZU EUROPE11:05 ISUZU 4200R12:41 ISUZU COMO F1 SUPER TRUCK13:28 ISUZU EXITS PASSENGER CAR MARKET13:57 ISUZU VEHICROSS19:32 LATER ISUZU CAREER20:07 NISSAN TENURE25:41 RETIREMENT/AIM EV SPORT 01 CONCEPTSOURCESwww.barchetta.co/shiro-nakamura-sourcesShiro Nakamura melded philosophies from the worlds of music and car design to carve out an impressive career in the industry. He’s best known for heading up Nissan design in the 2000s and 2010s. Under his watch, the company tightened up its styling operations and adopted a bold, distinctive new look. Before this, Nakamura led Isuzu’s efforts. That might not sound very exciting on the surface seeing as how the automaker gets by on trucks and sport utilities nowadays. In its heyday, it built radical concept cars and genre-defining production vehicles. Nakamura was right in the thick of it. And he’s still making waves in the design world years after his retirement.
The Greatest Pontiac Never Made Barchetta 2023-12-29 | PATREON: patreon.com/BarchettaMediaBECOME A YOUTUBE MEMBERyoutube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinSOURCESwww.barchetta.co/pontiac-banshee-sourcesTIMESTAMPS0:00 INTRO4:05 DEVELOPMENT10:08 EVALUATION11:07 XP-79812:46 CONCLUSIONSemon E. “Bunkie” Knudsen took over as general manager. At just 43 years old, he was the youngest division head in GM history up to that point. Knudsen got Pontiac’s reinvention going by overseeing its entrance into NASCAR and NHRA competition. He also shook up its engineering division and brought in some fresh faces, including an engineer by the name of John Z. DeLorean. In a few short years, the brand went from an unfashionable marque to one that was on the rise. How would it follow this up? With a low-cost 2-seat sports car.
A Brief History of the Nissan Z Barchetta 2023-12-17 | PATREON: patreon.com/BarchettaMedia MEMBERSHIPS: youtube.com/channel/UCZCB8ChAn8PQXzONCi193FQ/joinSOURCES240Z: barchetta.co/240z-sources280ZX: barchetta.co/280zx-sources300ZX: barchetta.co/300zx-sources350Z: barchetta.co/350z-sources370Z: barchetta.co/370z-sources2023 Z: barchetta.co/2023-z-sourcesTIMESTAMPS0:00 (240Z) INTRO6:01 (240Z) EARLY DESIGN PROCESS11:59 (240Z) ENGINEERING21:33 (240Z) NAMING/USA TESTING28:48 (240Z) DEBUT34:11 (240Z) MAGAZINE REVIEWS39:38 (240Z) RACING PEDIGREE44:47 (240Z) CHANGES/260Z/280Z52:59 (280ZX) INTRO54:27 (280ZX) DESIGN DEVELOPMENT59:29 (280ZX) MARKET INTRODUCTION1:06:47 (280ZX) TURBOCHARGERS AND T-TOPS1:10:57 (Z31 300ZX) Z31 300ZX OVERVIEW1:16:57 (Z32 300ZX) INTRO1:17:58 (Z32 300ZX) DESIGN1:26:12 (Z32 300ZX) ENGINEERING1:28:51 (Z32 300ZX) DEBUT1:30:01 (Z32 300ZX) MAGAZINE REVIEWS1:36:46 (Z32 300ZX) LATER YEARS/DECLINE1:41:56 (350Z) INTRO1:44:38 (350Z) 1998 Z CONCEPT1:51:20 (350Z) HISTORY OF NISSAN DESIGN AMERICA1:56:15 (350Z) 1999 Z CONCEPT2:00:15 (350Z) DESIGN PROCESS2:11:33 (350Z) 2001 350Z CONCEPT2:13:00 (350Z) MAGAZINE TESTS2:17:42 (350Z) INFINITI G352:19:52 (350Z) TRIM LEVELS/MODEL UPDATES2:23:33 (370Z) INTRO2:24:46 (370Z) RANDY RODRIGUEZ2:26:08 (370Z) ENGINEERING2:28:02 (370Z) DEBUT/TRIM LEVELS2:30:47 (370Z) REVIEWS2:35:17 (370Z) UPDATES2:42:01 (RZ34) INTRO2:42:45 (RZ34) DEVELOPMENT2:44:08 (RZ34) DEBUT/DESIGN/COMPARISON TESTS2:57:03 (RZ34) 2024 UPDATE
The 2023 Nissan Z Is A GLORIOUS Return To Form Barchetta 2023-12-11 | The production 2023 Nissan Z debuted on August 17, 2021, on Nissan's YouTube channel. Its lineup was even more streamlined than the 370Z’s. At just under $41,000, the Sport served as the RZ34’s entry point. Above this was the Performance grade at about $51,000. While it does command a premium, the model does add a fair bit to the car. It included a mechanical LSD, unique 19-inch wheels, aluminum pedals, and Bridgestone Potenza S007 tires. Last but certainly not least was the Proto Spec. It was made as a tribute to the prototype that debuted the year prior. Fittingly, American allocation was limited to just 240 units. It added exclusive yellow paint and brake calipers, bronze-colored wheels, leather seats with yellow accents, and Proto-spec interior stitching. This grade was priced at about $54,000. Prices for all trim levels were the same for both manual and automatic models.SOURCESwww.barchetta.co/2023-z-sourcesTIMESTAMPS0:00 INTRO0:42 DESIGN PROCESS8:21 ENGINEERING10:13 PRODUCTION MODEL DEBUT11:54 SOLO/COMPARISON TESTS14:58 2024 UPDATE
NISSAN 370Z: The ULTIMATE History Barchetta 2023-11-25 | The new 370Z debuted at the 2008 Los Angeles Auto Show in November. Two packages were also on offer. The Sport package, priced from $3,000 came with RAYS 19-inch wheels, Bridgestone Potenza tires, front and rear spoilers, larger brakes, SynchroRev Match, and a Limited Slip Differential. The $1,850 Navigation package also included a 9.3 GB music box hard drive as well as an interface system for the iPod. Those were far from the most important numbers, though. Nissan managed to keep the car’s price under $30,000. The 370Z launched with an MSRP of $29,930. Meanwhile, the upscale Touring grade started at $34,460. It went on sale in North America in January 2009.Updates were relatively minor to start. 2010 saw the introduction of the 40th Anniversary Edition. This was a Touring model wearing an exclusive “40th quartz exterior color and red leather interior. The model also received a unique wheel finish, red stitching, and a plaque of authenticity. Black Cherry also became an extra-cost exterior color. Changes for 2011 and 2012 were even milder. In the former, a rearview monitor was added to the navigation package. It also added yet another new color in Gun Metallic. The latter saw an oil cooler become standard equipment.A major refresh was on tap for 2013, and it won’t take long for you to spot the differences. Its distinctive fangs have been removed, leaving a rectangular opening that was somewhat reminiscent of the openings on the 240Z and 350Z. I polled my viewers on which front-end execution they preferred, and the post-facelift mug won out convincingly, taking home 63 percent of the total vote. A commenter in favor of them argued that they distinguished the Z33 from other generations of the sports car. Without them, there just wasn’t very much setting it apart. A few others preferred the cleaner look of the 2013 model. One felt so strongly about it that he put it up - or down - with models like the Juke and Cube. PATREON: patreon.com/BarchettaMediaSOURCESwww.barchetta.co/370z-sourcesTIMESTAMPS00:00 INTRO01:13 RANDY RODRIGUEZ02:37 ENGINEERING04:31 DEBUT/TRIM LEVELS07:16 SOLO REVIEWS09:28 COMPARISON TESTS11:45 UPDATES
The Nissan 350Z Was The Revival Of A Legend Barchetta 2023-11-12 | The Nissan 350Z successfully brought the Z nameplate back from the grave. It did this by going in its own, modern direction. The 350Z was made possible because of the efforts of creative designers, relentless engineers, and ingenious executives at Nissan. This video extensively covers the conception, design, market reception, and lasting legacy of the Nissan 350Z.The Datsun 240Z was a revelation, not just for Nissan, but for Japanese cars and the automotive industry as a whole. It offered stellar performance and unparalleled practicality in a stylish and affordable package. Nissan’s two-seat runabout started at $3,526, which undercut established sports cars by a considerable margin. And with 150 horsepower and 146 lb-ft of torque, it blew other coupes around its price range out of the water. Shifting consumer tastes and increasingly stringent safety and emissions regulations forced the Z to evolve. In 1974, the 240Z became the 260Z. The update was all but necessary to maintain the status quo. While it brought performance figures back to snuff (and then some), it also added weight and introduced complexity. Engine displacement for American-market examples increased again to 2.8L in 1975. For as much of a sensation as the S30 was, it would be impossible to carry its philosophy into the 80s. The Z had to adapt or die.BECOME A PATRON: patreon.com/BarchettaMediaSOURCES: barchetta.co/350z-sourcesDEAN'S GARAGE ARTICLE: deansgarage.com/ndi-nissan-design-internationalARTICLES, SOURCES, AND MORE: barchetta.coTIMESTAMPS00:00 INTRO2:34 ROAD SONG (1998 Z Concept)9:17 HISTORY OF NISSAN DESIGN AMERICA14:13 1999 Z CONCEPT18:13 EARLY DESIGN PHASE24:52 AJAY PANCHAL INTRODUCTION26:01 FINAL DESIGN EVALUATION28:01 MISC ENGINEERING NOTES29:32 2001 350Z CONCEPT30:57 SOLO TESTS32:15 COMPARISON TESTS36:11 INFINITI G3537:51 TRIM LEVELS/MODEL UPDATES
J Mays and the Rise of Retrofuturism Barchetta 2023-09-27 | J Mays spent his 34 years in the automotive industry reminding everyone why they fell in love with cars. He was at the forefront of the retro craze that dominated the late 90s and 2000s. Some of the most prominent cars of this nature, such as the fifth-generation Ford Mustang and the concept that inspired the Volkswagen New Beetle were designed under his watch. Nearly a decade after his retirement, the movement still resonates with automakers and consumers alike. Welcome to another episode of Industry Icons!J Mays was born in Pauls Valley, Oklahoma in 1954 but grew up in nearby Maysville. This small town in the heart of the state has a population of just over 1,000 people. Many automotive designers become inspired to pursue that profession due in large part to their environment and the people around them, and Mays’ situation was no different. A 1996 article from The Oklahoman revealed how deep the obsession with cars ran in his family. J’s grandfather served on pit crews on the Indianapolis 500 and his great-grandfather was an amateur open-wheel racer. His dad also raced, though his career was cut short due to injury. SOURCESwww.Barchetta.co/j-mays-sourcesTIMESTAMPS0:00 INTRO0:38 EARLY LIFE3:42 AUDI4:49 1986 AUDI 806:20 AUDI AVUS QUATTRO10:39 VOLKSWAGEN CONCEPT 114:49 COMING TO FORD18:39 FORD THUNDERBIRD22:13 FORD FORTY-NINE CONCEPT23:52 2003 FORD MUSTANG GT CONCEPT/PRODUCTION MODEL26:46 FORD 427 CONCEPT27:26 2004 FORD SHELBY COBRA CONCEPT28:15 2004 FORD SHELBY GR-1 CONCEPT30::08 REFLECTIONS31:31 FORD 021C CONCEPT33:31 FORD 24.7 CONECPT34:13 RETIREMENT
Studebakers Last Stand Barchetta 2023-08-22 | The Studebaker Avanti is an example of an uncompromised vision. It’s a mid-century icon that bucked the conventions of its day and became immortal. The car was styled by Raymond Loewy, one of the most celebrated industrial designers in history. And because they were able to cut out the fat in the development process, it went from an idea to a production car in a little over two years, a timetable that is unprecedented among major automakers. Despite all of this, the Avanti couldn’t save Studebaker from disaster. Fewer than five years after it debuted, the company shut its doors. Why did a company drowning in red ink decide to hedge its future on a low-volume halo car? How were they able to make good on their aggressive development cycle? And most importantly, what kind of legacy did the car leave behind? This is the story of the Studebaker Avanti.The years following World War 2 hadn’t been particularly kind to Studebaker. As the Detroit Three dusted off their pre-war designs, they rushed to release the Commander and Champion, the first all-new cars to go on sale. They were able to ride this wave for a few years, but their market share began to erode as soon as their competitors released models of their own. The Raymond Loewy-designed Starliner models are revered today, though, at the time, they weren’t exactly the soundest investment. Tooling costs were through the roof because the coupe and sedan lines shared no bodywork. Additionally, the contract with Loewy’s design consultancy was worth $1 million, a significant amount of money that Studebaker directors surely could’ve put elsewhere in the company. It also didn’t help that they abandoned the truck market right before sales in the segment took off. In 1950, they built nearly 400,000 cars and had $27 million in profits. By the end of 1954, they produced 100,000 cars and had a $26 million loss. In a matter of three short years, they let 2/3rds of their market share slip away.On March 9th, 1961, Egbert rekindled an old relationship and invited Raymond Loewy to the Studebaker headquarters in South Bend. The meeting was pretty straightforward. He wanted him to handle design work for a high-performance halo car. It was not envisioned to be a big seller, but Egbert learned the value of such a vehicle during his round trip. Dealers heard rumors that the company planned to discontinue the Hawk. They begged him to reconsider. It drew customers to showrooms, who were then in a position to drive out in either that or another vehicle. In his mind, something that aimed even higher would only amplify this effect.TIMESTAMPS00:00 INTRO1:29 PARADOX (Studebaker After WWII)5:28 FLASH FORWARD (Raymond Loewy Design Phase)13:01 DAYS OF FUTURE PAST (Later Development Phase)19:56 JET SET RADIATOR FUTURE (Design Preview/Initial Reception)24:25 PARADISE LOST (Failure/The Fall Of Studebaker)SOURCESbarchetta.co/avanti-sources
How Bruno Sacco TRANSFORMED Mercedes-Benz Barchetta 2023-07-15 | Bruno Sacco remains one of the industry’s most impactful designers nearly 25 years after his time at Mercedes-Benz ended. During his tenure, the company adapted to a changing industry, successfully pushed downmarket, and established an unmistakable familial look. Later on, it shook that formula up and challenged the idea of what a Mercedes could look like.Sacco earned an internship at Ghia in 1955 after training at Turin’s Technical University of Engineering Science. The young designer also did some work for Pininfarina in 1957. Although the city was becoming a mecca for automotive styling, Sacco had his sights on working abroad. More specifically, he wanted to be employed by Mercedes-Benz. According to a 1998 New York Times article, this desire was twofold. Their racing cars of 1954 and 1955 made quite an impression on him. He was also captivated by the 300SL Gullwing. Sacco began working in their Sindelfingen design center on January 13, 1958. He was just the second designer that the company had brought on. The first, Paul Bracq, was hired in March of 1957. Sacco only anticipated staying in Germany for a few years, but these plans changed after he met his future wife and had a child with her. Early on, he contributed to the W100-generation 600 and the W113-generation 230 SL Pagoda. While these were impressive projects to be involved in, Sacco believed that his way forward within the company was unclear. In an effort to advance his career, he left the styling section and took a position in the safety department under Bela Barenyi.The C111 broke cover at the 1969 Frankfurt Motor Show. It was internally referred to as the C101 but this changed after Peugeot complained that it might be mistaken for one of its own cars. Mercedes, like many other automakers at the time, was exploring the viability of rotary engines. As such, the C111 is equipped with a 3-rotor Wankel unit that made 276 HP. It also featured a wedge-shaped fiberglass body and a striking orange paint job called Weissherbst. It referenced a popular type of wine. Bruno Sacco quickly ascended the Mercedes-Benz hierarchy. After his return to styling, he was named the head of the body and dimensional design department in 1970. Four years later, the company appointed him as chief engineer. Just a year after that, he succeeded Friedrich Geiger as the head of the Mercedes Styling Department. Design was already becoming an increasingly important consideration for the company. The department had come a long way since his hiring in the late 50s. By the time he assumed the top post, it was 130-strong. Horizontal homogeneity refers to the visual link between all models in a lineup. Vertical affinity refers to the connection that a new model shares with the old model. This would ensure that a Mercedes would always look like a Mercedes, regardless of its market positioning or model year.TIMESTAMPS0:00 INTRO00:43 EARLY LIFE05:23 CLASSIC YEARS15:43 NEW STYLING LANGUAGESOURCESwww.barchetta.co/bruno-sacco-sources
MINORU YAMASAKI: The Man Behind The World Trade Center Barchetta 2023-06-12 | Minoru Yamasaki and his firm were the main creative forces behind the design of the World Trade Center. Before they get involved with this project, Yamasaki had spent decades honing his craft and developing an unmistakable style. In this feature-length documentary, we'll delve into the life and career of Minoru Yamasaki: The Man Behind The Towers.WTC PART ONE VIDEO: youtu.be/XLYLxkb3vnoI'll admit that the part one video is a bit rough around the edges. You might be better off reading its accompanying article here: barchetta.co/articles/world-trade-center-part-oneTIMESTAMPS0:00 INTRO4:55 1.) PROFANITY HILL (Upbringing)11:59 2.) THE JUNGLE (New York Years)22:05 3.) HELL'S HIGHWAY (Hellmuth, Yamasaki, & Leinweber)35:56 4.) SERENITY (Minoru Yamasaki & Associates)56:01 5.) SENTINELS (World Trade Center/IBM Office Building)1:23:05 6.) CURTAIN CALL (Later Buildings)SOURCESwww.barchetta.co/yamasaki-sourcesNOTES AND CORRECTIONS1.) The Trade Center cost well over $280 million to build. The estimated build cost rose to $350 million in January 1964, $525 million in September 1965, and $575 million in January 1967. (TWIN TOWERS by Gillespie p.136)2.) Koken Ito did not remain in Chicago. Yamasaki stated in his autobiography "Foreign-born Orientals could not acquire American citizenship at that time, and this precluded his becoming a licensed architect." This was the same uncle that offered him a job in Japan upon his graduation from the University of Washington. 3.) I mistakingly referred to the Federal Reserve Bank of Chicago Detroit Branch Building as "Federal Reserve Bank Annex."4.) 666 Fifth Avenue is now known as 660 Fifth Avenue5.) The Michigan Consolidated Gas Company Building now goes by Woodward One.6.) Dhahran Air Terminal is now known as King Abdulaziz Air Base.7.) The Federal Science Pavilion is now known as the Pacific Science Center.8.) I show a photograph of Leslie E Robertson when referring to Worthington, Skilling, Helle, & Jackson. He joined the firm in the late 50s and served as the lead structural engineer of the Trade Center. He was named partner in 1967, which prompted a name change to Skilling, Helle, Christiansen, and Robertson. 9.) When reeling off the names of the firms being considered for the Trade Center, I use photographs of buildings instead of key figures for Carson, Lundin, & Shaw (Esso Building) as well as Kelly & Gruzen (Chatham Towers). Images of the architects themselves were either nonexistent or of such low quality that they weren’t worth using.10.) In the same section I refer to Walter Gropius’ firm as “The Architect’s Collective” When it is actually “The Architect’s Collaborative.” I sincerely apologize for the mix-up.Music provided by Epidemic Sound
The De Tomaso Pantera Is An Italian-American Icon Barchetta 2023-03-13 | The De Tomaso Pantera is a hybrid, or at least it is in the old sense of the word. Nowadays, the term “hybrid” refers to a car that uses an internal combustion engine in conjunction with an electric motor. This hasn’t always been the case, though. During the 60s and early 70s, enthusiasts applied that label to sports cars that had European styling and American power. Machines such as the Sunbeam Tiger, Monteverdi 375S, and Shelby Cobra successfully blended the very best that those regions had to offer. Another hybrid that made waves during this period was the De Tomaso Pantera. The emerging Italian automaker teamed up with Ford with he aim of creating a relatively affordable exotic sports car. Instead of using a finicky, hand-built engine, the Pantera was powered by a mass-produced 5.8L Cleveland engine that made close to 300 horsepower. Styling, meanwhile, was handled by Ghia. More specifically, it was handled by an American working at Ghia. It entered the market just before the oil crisis wreaked havoc on the sports car world. While many of its contemporaries either faded away or changed for the worse, the Pantera found a way to endure.ARTICLES, SOURCES, AND MOREwww.barchetta.coTIMESTAMPS0:00 INTRO1:24 ALEJANDRO'S EARLY YEARS3:36 DE TOMASO FIRST CARS6:56 PANTERA DEVELOPMENT15:06 LATER YEARS/DECLINEVIDEO SOURCESwww.barchetta.co/pantera-sources
The Nissan 300ZX Was The Last True Z Car Barchetta 2023-02-24 | The Nissan 300ZX was supposed to cement Nissan as Japan's most exciting automaker. It was the darling of the motoring press when it debuted in 1989 and even managed to hold its own in the face of stiff competition from the likes of Mazda, Toyota, and Honda. Instead, it succumbed to the same fate as so many other Japanese sports cars. Nissan stopped building the 300ZX for the US in 1996 and altogether in the year 2000, meaning that for the first time since the Nixon administration, the company did not have a Z car in its lineup. Its fall from grace mirrored that of Nissan. Some consider the 300ZX to be the last true Z car. TIMESTAMPS0:00 INTRO1:02 DESIGN9:13 ENGINEERING11:51 DEBUT13:07 MAGAZINE REVIEWS14:01 COMPARISON TESTS19:35 LATER YEARS/DECLINESOURCESwww.barchetta.co/300zx-sourcesARTICLES, SOURCES, AND MOREwww.barchetta.co
Why Did Hondas Oval Piston FAIL? Barchetta 2023-02-04 | Honda tried making an oval piston in the late 70s when the company returned to the Motorcycle Grand Prix, but it didn't go exactly as planned. Honda's engineers had a great deal of difficulty developing them. The oval piston engine also had a disappointing debut once development was finished. Even still, Honda found a way to thrive in these difficult conditions. In this video, we'll discuss the development and history of Honda's ill-fated oval piston engine. Honda’s meteoric rise through the ranks in motorsports was nothing short of remarkable. In 1954, the company declared its intent to win the Isle of Man Tourist Trophy. Not many took the announcement seriously, considering it was the most grueling motorcycle race on the planet. If Honda did prevail, then they’d prove themselves as an international powerhouse. They had a strong debut in 1959, proved that it wasn’t a fluke in 1960, and won the event outright in 1961. From here, Honda established a dominant racing program and became one of the most successful manufacturers of the early-to-mid 60s. The likes of Mike Hailwood and Jim Redman piloted their machines to victory. Just as they were etching their names in the pantheon of motoring history, the company stepped away from two-wheeled competition entirely in 1967.In November of 1977, a full decade after leaving the circuit, Honda announced its return to GP motorcycle racing. It intended to field a bike in the prestigious 500cc class by the 1979 season. All of this echoed Soichiro’s initial declaration in 1954, with one exception. Honda wasn’t an emerging manufacturer anymore. They were well established at this point, and expectations from the general public were understandably very high. Honda had even more confidence in this new endeavor. They aimed to be world champions within three seasons. The automaker was also able to provide more resources this time around. Honda dedicated a yearly budget of 3 billion yen as well as around 100 employees. It also earned the name of New Racing, which signified the new journey that they were embarking on.After a grueling development process, Honda completed the basic design work in July of 1979. It earned the name NR500 and made around 110 horsepower at 16,000 RPM. Now it was time to go racing.TIMESTAMPS0:00 INTRO3:34 DEVELOPMENT PROCESS8:39 FIRST YEAR ON THE RACETRACK12:29 SECOND-YEAR FAILURES17:10 1982 SEASON22:10 1983: A RACE ODYSSEYSOURCESwww.barchetta.co/hondagp-sources
Is The Nissan 280ZX REALLY The Worst Z Car? Barchetta 2023-01-20 | The Nissan 280ZX was the follow-up to the highly successful 240Z. It deviated from its predecessor in a few major ways. a major emphasis was placed on technology and comfort. While this made the 280ZX more attractive to a wider audience, it also affected the driving dynamics and handling. In this video, we'll discuss the conception, design development, and market reception of the Nissan 280ZX, the Z of the 1980s. The early ideation phase began in two phases. In the first phase, designers were encouraged to explore ideas without adhering to the Z legacy. Even though the drawings were relatively loose, there were a few elements that were all but guaranteed to make the cut. A long hood and short overhangs were expected of a front-engine, rear-wheel-drive coupe. Many of the drawings also featured a kick in the window that emphasized the rear wheel. Designers clashed over the finer details, though. The B-pillar, for instance, saw a wide variety of executions. Another came up in the second sketching phase, which was more grounded in comparison to the first. One of the most contentious issues was the execution of the front grille. The old S30 had a wide opening that was bisected by the bumper. While it’s undoubtedly iconic, it also wasn’t the most elegant solution, and this definitely showed in the late model 260Z and 280Z. Designers tried to modernize this element with a more integrated solution. It wasn’t until they stepped into the wind tunnel that they settled on a direction. Sealing off the opening above the bumper and sending the air into the lower intake proved to be the better solution. A front-end spoiler channeled more cooling into this area and had the added benefit of reducing front-end lift. Styling wasn’t the only fact that they needed to consider. Nissan had to ensure that it could excel as a daily driver. Safety, usability, and NVH were all prime considerations. In terms of crash protection, the IP was designed to collapse and absorb the impact if the driver were thrown against it in the event of an accident. Interior controls were also adjusted to make them as safe and usable as possible. Hard or protruding items that could prove hazardous during an impact were replaced with large and soft touch points. The 2-passenger and 2+2 body styles used different seats. The high-backed bucket seats from the 280Z were updated and carried over into the former, as they suited its more sporting character. 2+2 models were equipped with more comfortable low-backed models that increased visibility for occupants in the rear. Overall interior volume increased dramatically. The S30 had 57 cubic feet of space. The S130, meanwhile, had about 73 cubic feet of space. Luggage capacity increased 37 percent from 7.47 cubic feet to 12.61 cubic feet. This was thanks in part to the use of a space saver tire in the cargo compartment. Not every market would see this benefit, though. That kind of rubber was illegal in Britain at this point in time. Nissan had no choice but to use a full-size tire in the boot. This was to the dismay of Motorsport Magazine, which aired out its grievances in May of 1980. The tester couldn’t even fit a suitcase back there without removing the cargo cover. Porsche seemed to get around this issue by issuing a disclaimer as well as providing a membership to a car recovery club. The publication was at a loss as to why Nissan couldn’t take the same approach.TIMESTAMPS0:00 INTRODUCTION1:25 DESIGN DEVELOPMENT6:23 MARKET RECEPTION13:45 TURBOCHARGERS AND T-TOPS17:54 300ZX (Z31)VIDEO SOURCESwww.barchetta.co/280zx-sources
How The BMW 507 Nearly RUINED BMW Barchetta 2023-01-10 | BMW hasn’t always been the illustrious brand it is today. The company struggled to find its footing coming out of the ash and rubble of World War II. In an effort to return to its former glory, BMW released the 503 and 507, two cars that they thought would propel them to automotive royalty. Their plan seemed to work. The likes of Elvis Presley and John Surtees took a chance on the Bavarian make. Alas, it was not meant to be. Instead of being uttered in the same breath as Mercedes-Benz and Aston Martin, BMW went spiraling into financial ruin. This is the story of BMW’s ill-fated moonshot His intuition led him to success during his negotiations with Alfa Romeo. The brand developed the Giulietta Spider after he promised to take on 2,500 of them. It occupied the low end of the sports car market alongside the 356 Speedster. Another company also came into the picture around this time: a niche German automaker by the name of BMW. The company was on the brink following World War II. Most of their factories were either destroyed or occupied by the Allied forces. BMW manufactured everything from cookware to bicycles to get by. When a manufacturing ban on aircraft and vehicles was lifted in 1947, it resumed motorcycle production and then began producing the 501 in 1952. Count Albrecht von Goertz has had an interesting career in design, to say the least. The former banker-in-training emigrated to Los Angeles in search of greater opportunity. Goertz worked a series of odd jobs, including at a car wash and an aircraft factory. Southern California became the epicenter of the hot-ridding world and the scene dug its claws into his mind. He rented a garage on Rodeo Drive in 1938 and began modifying old Fords. It was here that he designed the Mercury-based Paragon show car. After fabrication work wrapped at a Glendale workshop, the car debuted at the 1940 San Francisco World’s Fair. BMW continued to support the cars for a few years. The first update for the 507 came in the summer of 1957. Up to this point, the company had only delivered 45 cars. The refresh introduced a more spacious interior, but this came at a cost. Series I cars had a 110-liter fuel tank behind the front seats. Series II models had a 65-liter tank located under the boot. Disc brakes also became an option in 1958.The 503 faired a bit better than its stablemate by the time its update came around, selling 219 examples by December. Series II models introduced different trim execution at the rear. The brightwork kicked up at the rear on earlier cars. It was straightened out after the facelift. BMW also moved the shifter from the steering wheel to the floor. None of these changes did much to alleviate the situation. TIMESTAMPS0:00 INTRO0:47 MAX HOFFMAN8:36 DESIGN PROCESS12:07 DEBUT AND DOWNFALLARTICLES, SOURCES, AND MOREwww.barchetta.coSOURCESwww.barchetta.co/bmw-507-sources
Jaguar Tried Making An F-Type In The 80s. What Happened? Barchetta 2022-12-29 | The Jaguar XJ41 could've been the F-Type of the 1980s. It was envisioned as a focused, nimble replacement for the outgoing XJ-S. The XJ41 would've been more in line with the legendary E-Type. Due to delays, feature creep, and ownership changes, the car never reached production. In this video, we'll discuss the development, impact, and unlikely fate of the Jaguar XJ41, the F-Type of the 80s.SOURCESevo.co.uk/jaguar/203715/jaguar-xj41-dead-on-arrivaljaguarheritage.com/jaguar-history/jaguar-engineering/aj6-aj16-enginejaguarheritage.com/car/1988-jaguar-xj41-prototypedrive-my.com/jaguar-xj41-42-is-the-car-that-was-supposed-to-replace-the-xj-s-in-the-eightiesdrive-my.com/designing-for-jaguar-we-talk-to-keith-helfetdigitaltrends.com/cars/the-jaguar-xj41-the-project-that-didnt-survive-when-ford-took-over-re-emerges-as-the-new-f-typeroadandtrack.com/car-culture/a30063/aston-martin-db7-jaguar-f-typearonline.co.uk/cars/jaguar/xj40/story_automotivehalloffame.org/honoree/sir-william-lyonseurope.autonews.com/article/20150911/ANE/150919978/bill-hayden-jaguar-s-first-ceo-during-ford-s-ownership-dies-at-86jaguarheritage.com/press-articles/classic-sports-car-august-2021-xj41-the-missing-linkjaguarheritage.com/jaguar-history/jaguar-people/jim-randleARTICLES, SOURCES AND MORE: www.barchetta.co
DATSUN 240Z: The ULTIMATE History of the First Z Car Barchetta 2022-12-19 | The Datsun 240Z (known as the Nissan Fairlady Z in the Japanese market) was one of the most important sports cars of the 1970s. This video covers the conception, development, and lasting legacy of the Datsun 240Z. The Datsun 240Z made its first public appearance on October 22, 1969, at the Pierre Hotel in New York. Coverage from the New York Times was rather cut and dry, though it did compare the overall form to Jaguar’s machines. It also earned praise from the LA Times.It was a smash hit with the general public, but would the motoring press come around to it?First impressions were quite favorable. Ron Wakefield called it a bargain in the 1970 edition of Road and Track magazine. He praised the generous level of standard equipment and strong performance figures before saying that the thought Datsun had a winner on its hands.The 240Z even impressed reviewers in Great Britain, which had historically been a tough market to penetrate for Japanese makes. In the March 1972 edition of Motor Sport Magazine, writer Andrew Marriott referred to the car as a “civilized GT carriage.” The no-nonsense IP earned favor with him. It also had little trouble accommodating drivers over 6 feet tall. The author notes that this was an area that Japanese cars struggled with. Perhaps Nissan was trying to appeal to his British sensibilities by sending out a model finished in Racing Green, but it wasn’t necessary. The magazine thought highly of it and lamented the fact that their own country didn’t build a car that was on par with it. The Z was one of the most accomplished racing machines of its day, proving its mettle on the circuit as well as in the rally scene. Datsun was already making a name in the SCCA racing scene in both the east and west divisions. The 510 and Datsun Sports found some success, but the Z would take the brand to heights unseen. Brock Racing Enterprises spearheaded their efforts out west. The club didn’t race for them officially in 1969, they won their division in the SCCA Pacific Coast circuit and earned a spot in the SCCA Nationals in Daytona. Nissan took notice. The 240Z was the right car at the right time. It outclassed its contemporaries in many respects, offering strong performance and unprecedented practicality in an affordable package. It was a smash hit, but how long would this be the case? The 1970s were a period of massive upheaval for the automotive industry. Many 60s sports cars were altered beyond recognition once they crossed into the new decade. Would the same be true for the Z?ARTICLE VERSION: barchetta.co/articles/datsun-240z-historySOURCES: barchetta.co/240z-sourcesTIMESTAMPS0:00 INTRO6:01 EARLY DESIGN PROCESS11:59 ENGINEERING21:33 NAMING/USA TESTING28:48 DEBUT34:11 MAGAZINE REVIEWS39:38 RACING PEDIGREE44:47 CHANGES/260Z/280Z
Edith Farnsworth House Is A Beautiful Disaster Barchetta 2022-11-09 | Edith Farnsworth House is one of the most important architectural landmarks constructed in the 20th century. It was an uncompromised vision of its architect and spawned countless imitations. The minimalist aesthetic came at a heavy cost. Originally designed as a weekend escape tucked away from prying eyes, the home went well over budget, had countless engineering compromises, and turned client and architect against each other. Edith Farnsworth House sent shockwaves throughout the architectural community upon its completion and it’s still reeling from it nearly 70 years later. Ludwig Mies van der Rohe. She knew he was a prominent figure in the field, but couldn’t tie any buildings to him. Outside of a few architectural circles, he was a relative unknown in the United States. He spent most of his career making a name for himself in Europe. His work before the Second World War included the Barcelona Pavilion and the Villa Tugendhat, which were completed in 1929 and 1930, respectively. These were watershed moments in the modernist movement and actually predated Keck’s World’s Fair home by several years. Mies could have continued to add to his portfolio, but deteriorating conditions in his native Germany forced him to immigrate to the United States in 1938. The two of them spent 1946 and 1947 going to the site and planning their course of attack. Mies thought the plot was beautiful, though it presented them with a unique problem if you could even call it that. Architects will usually find the best view on the lot and then try to find ways to design the structure around it. The “issue” was that every view of the plot was sublime. He couldn’t emphasize just one. This intertwined with another unique aspect of the acreage. It was shielded very well from prying eyes. Forestry to the north obstructed the view from River Road and the nearest bridge was a half-mile to the west. A large sugar maple tree would also obscure the house from those on the river to the south.0:00 INTRO0:46 ORIGINS3:59 PLANNING8:24 CONSTRUCTION12:36 LAYOUT/PROS AND CONS18:06 LAWSUIT22:56 LATER YEARS/LEGACYRobert Silman Videovimeo.com/93662160?embedded=true&source=video_title&owner=6668827SOURCESWWW.barchetta.co/farnsworth-house-sources
MAZDA MX-5 MIATA: The Untold Story Barchetta 2022-10-24 | The Mazda MX-5 Miata represented a return to form for sports cars. Safety regulations, emissions standards, and shifting consumer tastes had decimated the segment. They were on the verge of extinction when Mazda broke ground on one of their own. It was never a sure thing. The project was in constant jeopardy and many within Mazda believed that there was no longer a market for that kind of car anywhere in the world. Its survival was nothing short of a miracle. Engineers and designers needed to stay the course in the face of internal doubters as well as an uncertain industry outlook. The product of their blood, sweat, and tears was one of the greatest sports cars of all time.The 1970s were a tumultuous period for the entire industry, but Mazda had more or less recovered by the early 80s. The sedans as well as the B-Series pickup line had given the company some much-needed stability. Some companies could only dream of conditions like this, but Michinori Yamanouchi, GM of the product planning division, feared that this could actually have negative effects. SOURCESwww.barchetta.co/miata-sources00:00 INTRO1:00 CONCEPTION6:44 DESIGN COMPETITION17:05 SANTA BARBARA TRIP21:48 ENGINEERING31:22 FINALIZING DESIGN
The Infiniti Q45 Was An Admirable Failure (Documentary) Barchetta 2022-09-24 | Infiniti tried to break the mold with the Q45. It did away with a lot of the ornamentation that was typical in luxury cars. The Infiniti Q45 doesn't have interior wood trim or swaths of chrome. It doesn't even have a grille. Infiniti believed that their car would stand out because of what it didn't have. The Q45 did separate itself from its contemporaries, for better and for worse. SOURCESBarchetta.co/infiniti-sourcesTIMESTAMPS0:00 INTRO1:09 HORIZON (CONCEPTION)5:03 RIPPLES (DESIGN)9:37 TEMPEST (ENGINEERING)14:30 INNERVISIONS (ADVERTISING/RECEPTION)22:59 SUNSET (DECLINE/LEGACY)
The Near Death And Revival Of Lexus Barchetta 2022-08-31 | Toyota had high expectations for Lexus, and could you blame them? It took them six years and $1,000,000,000 to bring the LS400 luxury sedan to market. I’ve actually covered the development of this car in extensive detail in a video that you can watch here. If you’d rather read about it, then I’ll link an article in the description. The super saloon wouldn’t be touching down in the United States by itself. Launching a new marque with just a single model would have looked a bit strange, so Lexus developed a companion model that would soak up buyers at a lower price point. The ES250 uses a similar naming convention as its stablemate. ES is short for Executive Sedan while 250 represents its 2.5L V6 engine. This was no LS, to put it lightly. While that car was designed from the ground up to decimate the competition in every conceivable metric, the ES was a rush job. They took the Japan-exclusive Toyota Vista hardtop, gave it a few upscale touches, and called it a day.No one could have predicted their meteroric rise. Their unraveling was equally unexpected. It started inconspicuisly enough. The Lexus flagship received an update in September of ‘92 that pushed the price to $46,660. It was nudged out of its original price point and now had to make a very different proposition to consumers. Lexus needed something that would slot into that $35,000 vacancy.This came in the form of the GS300. The Italdesign-styled sports saloon was less of a “mini LS” and more of a focused sports sedan in the same vein as the BMW 5-Series. It was lauded for its driving dynamis and tidy exterior, but there was one glaring issue that spoiled its introduction and hamstrung its success in the market: its price. The $37,500 base price was actually $3,000 higher than a comparable BMW 525i. It didn’t matter how good it was. Being more expensive than the quintessential mid-size sports sedan was a death sentence. It became an also-ran as soon as it was released in 1993. Sales peaked at a little over 19,000 in 1993, tumbled to 14,000 in 1994, and then to about half of that by ‘95. Other Lexus models were losing the numbers game as well. By 1994, the LS was selling for more than $50,000, the SC and GS for more than $40,000, and the ES for well over $30,000. The competition only exacerbated the issue with redesigned cars and reduced prices. German automakers were gunning for Lexus, but a new segment of vehicles were also gaining favor with car buyers. Mainstream automakers like Nissan, Mazda, and Mitsubishi were creating luxurious full-size luxury sedans that appealed to cash-consious consumers. 00:00 INTRO4:04: THE PERFECT RECALL8:57 EARLY SUCCESS12:16 DECLINE20:41 RESURGENCESOURCES: www.barchetta.co/lexus-ii-sourcesLEXUS SC400 DEVELOPMENT/CALTY DESIGN RESEARCH ARTICLE: barchetta.co/articles/calty-design-research
NSX: The ULTIMATE History of Hondas Supercar (Documentary) Barchetta 2022-08-15 | The Honda NSX is one of the most important sports cars of all time. It was the first production car to make use of an aluminum frame which was lighter and stiffer than that of the competition. The NSX also made use of VTEC technology. This made it an exceptional performer in both low and high-speed situations. This car's focus on ergonomics and livability set it apart from its contemporaries. Developing the NSX wasn't easy. The road from conception to production was rife with setbacks and roadblocks, but Honda never compromised on their vision. The NSX was a revelation when it was released in 1990 and its impact can still be felt in the automotive industry more than 15 years after its discontinuation. 0:00 INTRO00:32 1989 CHICAGO AUTO SHOW03:26 ORIGINS08:21 PLANNING16:02 DESIGN21:52 ALUMINUM FRAME30:49 SENNA/PROTOTYPING35:29 VTEC/POWERTRAIN/FACTORY43:52: MARKET INTRODUCTION49:42 UPDATES/NSX-R/S/T59:50 DECLINE/LEGACYARTICLEwww.barchetta.co/articles/honda-nsxSOURCESwww.barchetta.co/nsx-sources
Hondas First Isle of Man TT Win SHOCKED Everyone! Barchetta 2022-06-22 | The Isle of Man Tourist Trophy is one of the most dangerous and prestigious motorcycle races in the world. Honda caught everyone by surprise when they won the event in 1961. They were one of the largest motorcycle manufacturers in the world at this point, but they weren't seen as a serious club at this point. In this video, we'll detail why Honda entered the race in the first place, the development of the machines, and how they ultimately became victorious at the Isle of Man TTCHAPTERS0:00 INTRODUCTION3:21 DEVELOPMENT15:23 FIRST YEARS AT THE RACE20:51 SIGNING MIKE HAILWOOD25:07 EPILOGUESOURCESwww.barchetta.co/isle-of-man-sources
The Honda CVCC Engine Was A REVELATION (Full Documentary) Barchetta 2022-05-18 | Honda's CVCC engine shocked the automotive industry at the time of its introduction and helped jumpstart the brand's fortunes in the American market. Honda went from an also-ran in the car business to a force to be reckoned with, and they can attribute at least part of this success to CVCC Technology. In this video, I'll go over what CVCC technology is, why Honda decided to develop it, and what it ultimately did for Honda and the industry as a whole.SOURCESwww.Barchetta.co/cvcc-sourcesTIMESTAMPS00:00 INTRO00:31 SETTING THE STAGE05:01 CHANGING TIDES09:01 CREATION OF THE AP LAB16:48 PLAYING THE FIELD24:41 LINK TO THE PAST33:38 TRUTH IN ENGINEERING40:42 DETROIT RESPONDS47:08 CVCC LICENSING53:58 MARKET INTRODUCTION
Freeman Thomas Is The MASTERMIND Behind The Audi TT Barchetta 2022-02-14 | Freeman Thomas always finds subtle and creative ways to ingrain echoes of days gone by into his designs. Don't be mistaken. This isn't outright retrofuturism. Thomas incorporates automotive history as well as his own life experiences into his cars to give them a level of approachability and familiarity that is noticeably absent in today’s industry.Freeman Thomas has designed cars such as the Audi TT, Ford Interceptor, and Dodge Super8.Thomas really has done a bit of everything in his career, from contributing to the Porsche 911 and changing the narrative of Audi in North America to holding leadership positions at two of the Detroit 3 and reimagining motoring masterworks from days gone by. And he’s been able to make an impression on both his companies and his colleagues. Freeman Thomas has ingrained a bit of the past in every one of his projects and is definitely an industry icon!TIMESTAMPS0:00 INTRO0:49 EARLY LIFE3:48 PORSCHE6:47 LINDE AG FORKLIFT8:13 AUDI TT/VOLKSWAGEN11:27 CHRYSLER13:46 FORD18:54 R-GRUPPE21:45 LATER PROJECTSSOURCESWWW.Barchetta.co/freeman-thomas-sources
Ralph Gilles Put Chrysler Back On The Map (Car Design Documentary) Barchetta 2022-01-23 | Ralph Gilles is one of the most influential people working in automotive design today. He’s been working for Chrysler since 1992, and in that span, he has led design efforts on cars like the 300, Charger, and Viper. But his impact goes well beyond the surface. Ralph Gilles has been the definition of stability in an industry defined by change. Welcome to another episode of Industry Icons!Gilles has contributed to cars like the Chrysler 300, Dodge Charger, and SRT Viper. If you enjoyed this video then please be sure to like and subscribe.SOURCESwww.barchetta.co/ralph-gilles-sourcesCHAPTERS0:00 INTRO0:40 EARLY LIFE6:27 START OF CAREER8:57 300/CHARGER/MAGNUM17:31 FCA ACQUISITION18:34 SRT VIPER22:55 LATER CAREERMusic Courtesy of Epidemic Sound
Chris Bangle REVOLUTIONIZED BMW Styling (Full Documentary) Barchetta 2021-11-06 | Chris Bangle is one of the most important figures in BMW's history. After Claus Luthe's departure in 1990, the BMW styling department found itself in a difficult spot. Design was at the very bottom of the totem pole, with engineering and finance controlling the bulk of vehicle development. BMW hired Chris Bangle in 1992 and his impact was felt pretty much immediately. He presided over the E65 7-Series, E85 Z4, and E90 3-Series. For better or for worse, Chris Bangle gave BMW styling a much-needed shot in the arm.0:00 INTRODUCTION4:26 STASIS16:31 THE INVISIBLE MAN26:49 DISRUPTION38:20 EQUILIBRIUM47:21 EVOLUTIONRead the article at www.barchetta.coSOURCES: barchetta.co/chrisbanglesources
What Did Automakers Do BEFORE Cars Were Invented? Barchetta 2021-08-22 | Have you ever wondered what car companies did BEFORE cars were invented? in this video, we'll go over four different companies and discover what they did before the invention of the automobile. They've dipped their toes into everything, including bicycles, leatherworking, carriages, and even... horse saddles?I'm sure I missed a few companies, so if you have suggestions for a potential future video then feel free to leave your ideas in the comments section. If you enjoyed this video then be sure to leave a like and consider subscribing.TIMESTAMPS00:00 INTRO00:34 OPEL5:51: HOLDEN9:34 STUDEBAKER14:15 PEUGEOT
Ian Callum Was Britains Most Important Car Designer Barchetta 2021-07-25 | Ian Callum is one of the most important automotive designers of the 21st century. You probably know him best for his tenure at Jaguar, where he revitalized their design language and brought the brand into relevance again. But this wasn't the first storied British automaker that Ian helped return to form. Aston Martin owes much of their rebound, and possibly their continued existence, to Callum's work for them in the mid-90s and early aughts. And even though he's recently called it a career in the automotive industry, he's still making headlines heading up his own design consultancy. Well discuss all this and much more in this episode of industry icons!SOURCESpastebin.com/b4mmrjYQTIMESTAMPS00:00 INTRO1:02 EARLY LIFE7:23 FORD9:28 GHIA VIA11:00 FORD ZIG AND ZAG14:40 TWR DESIGN16:38 DB722:36 VARIOUS TWR PROJECTS25:20 EARLY JAGUAR30:11 XK32:59 XF37:42 XJ40:46 LATER JAGUAR PROJECTS45:47 CALLUM
CELSIOR: A Lexus LS 400 Documentary Barchetta 2021-06-19 | The Lexus LS400 is the physical embodiment of the Lexus slogan; The Relentless Pursuit of Perfection. The first-generation LS400 was the product of hundreds of employees, $1 billion in funding, and a burning desire to create the finest luxury sedan in the world. This video covers why Toyota broke ground on the project, the challenges the team faced during development, and the origins of the Lexus brand. TIMESTAMPS0:00 INTRO2:05 MARU-EFU (Conception)10:26 A MATTER OF STYLE (Design)20:38 NO(T) YET (Powertrain)34:10 A CAR IS BORN (Engineering)42:28 COVENANT (Establishing The Lexus Brand)SOURCESpastebin.com/Z5cianbZ
MITSUBISHI CAR DESIGN: How Mitsubishi is Quietly Reinventing Itself Barchetta 2021-04-26 | Mitsubishi is QUIETLY reinventing itself. The days of the Lancer Evolution and Eclipse (no, not that one) might be behind us, but Mitsubishi is giving us ample reason to be excited about the future. Through a combination of compelling design, competitive products, and responsible platform sharing, The brand is once again coming into its own after being an afterthought in the minds of many.What's your take on this? Is this the shot in the arm that Mitsubishi needed or is it too little, too late? Let me know in the comments section down below. Thanks for watching!
Lexus Lineup: EXPLAINED (2021) Barchetta 2021-03-30 | This is Lexus Lineup: EXPLAINED. At first glance, the Lexus lineup appears innocent enough. The brand uses an alphanumeric nomenclature to quickly convey information about the models much like competing brands. In fact, it’s even more concise than what you’ll see from BMW and Audi. But scratch beyond the surface and you’ll find a frustratingly inconsistent naming scheme that rivals that of the luxury brands of Bavaria. In this video, we’ll try to make sense of everything. First, we’ll go through their model range. Then we’ll tackle their trim packages and lastly, we’ll try to wrap our heads around their naming scheme. Let’s get started!
HARLEY EARL: The FIRST Car Designer Barchetta 2021-03-21 | Harley Earl is who we have to thank for the modern automotive design process. Despite his lack of artistic ability, he helped bring the industry out of the doldrums of the carriage industry and into a new age. He brought methods that he and his family developed at their own coachwork over to General Motors. During his tenure at the company, GM became the most dominant automaker in the world, and other American manufacturers adopted their practices to make it an industrial powerhouse. This is the story of Harley Earl, the first car designer. SOURCESpastebin.com/mYv8VA3z00:00 Introduction1:15 California Dreaming7:20 The Lasalle11:47 Say Goodbye to Hollywood21:27 The Great Depression30:00 Life in Art and Colour39:11 The Y Job45:48: The Birth of Fins52:12 The End of an Era
BMW Designworks Does More Than Just Cars (Car Design Documentary) Barchetta 2021-01-11 | BMW Designworks is BMW's jack of all trades design center in Newbury Park, California that takes on anything from automotive seats and computer hardware to stereo systems and art installations. Today, we'll be taking a deep dive into the history, people, and products that make BMW DESIGNWORKS tick.The studio was founded by Charles Pelly in 1972. Pelly spent most of his life in southern California and attended Art Center College of Design. After this, he continued his education at Konstfack in Sweden and studied furniture and interior design. He then worked in a number of design studios, most notably under the legendary Henry Dreyfuss, before establishing DesignworksUSA. The firm had about as humble of a beginning as you can have. It was founded in Pelly’s garage in Malibu Canyon, and the choice to start out this way wasn’t entirely a matter of economics. After bouncing around offices for so many years, he wanted to settle down and get into a situation where he’d be able to spend more time with his loved ones. The fledgling consultancy didn’t waste any time getting started. They bought $500 worth of modeling clay and drawing paper and got to work.00:00 Intro00:34 History05:49 BMW Z806:36 Leadership07:41 Satellite Studios08:43 Various Projects12:38 BMW GINA13:43 Wingsuit15:53 Conclusion
SOICHIRO HONDA: King of the Motorcycles (Full Documentary) Barchetta 2020-12-19 | Soichiro Honda is one of the most significant figures in automotive history. He overcame repeated failure to establish Honda Motor Company, a dominant force in both motorcycles and automobiles. His company was founded in the ashes of postwar Japan and grew to become the planet's largest producer of motorcycles. They also became champions on the racetrack on both two and four wheels. And he oversaw an unlikely entrance into the world of cars and laid the groundwork down for one of the most dominant automakers in the world. This is the story of Soichiro Honda: King of the Motorcycles.SOURCES: pastebin.com/a0D4FzhV00:00 Introduction01:26 A Lifelong Dreamer12:18 Trial and Error17:40 From Ashes24:04 Opposites Attract38:05 The Most Dangerous Game44:24 You Meet the Nicest People54:11 Two Wheels More1:04:51 Like the Wind1:22:24 The Ultimate Sacrifice
Mercedes-Benz Lineup: EXPLAINED (2020) Barchetta 2020-08-17 | This is Mercedes-Benz Lineup: EXPLAINEDMercedes-Benz reshuffled their lineup several years ago. Long running nameplates like the GLK, CL, and ML have been phased out in favor of new models. The switch was the subject of much scrutiny in the automotive press when it was announced, but it turns out that the new naming scheme is actually more coherent than their previous one. In this video, we’ll run through their model lineup, discuss their naming scheme, and delve into their high-performance AMG trims.This episode will be structured a bit differently than the others in this series. Mercedes’ lineup consists of a few core models and several others that branch off of them. We’ll cover them in blocks and sweep up any exceptions after the fact. The Mercedes A-Class is a subcompact hatchback that isn’t currently sold in the united states. At a price of 22,745 British Pounds, or just about $28,000, the A-Class competes with the BMW 1 Series, Volkswagen Golf, and Audi A3.The A Class also has a sedan version for those who'd prefer a trunk over a hatch. This variant serves as the entry point for the brand in the US, as it's the least expensive car in their portfolio. It competes squarely with the Audi A3 Sedan, but it may also be cross-shopped with the BMW 2 Series Gran Coupe.You can think of the CLA as the A-Class’ sportier, less practical stablemate. Its major distinguishing feature is the swept back roofline. It trades in interior ergonomics for a sportier appearance. The CLA starts at 36,650. It’s positioned against the Sedan’s rivals as a sportier alternative. The GLA is due for a redesign for 2021, but first let’s talk about the outgoing model. It’s not so much of an SUV as it is an A-class hatch on stilts. Both cars look different at the front and rear, but they’re nearly a reflection of one other on the profile view. The GLA starts at $36,230, and it competes with the BMW X1 and Audi A1. The 2021 model adopts the CLA’s headlights and replaces the old rear lights with thinner units.The S-Class is the largest, most luxurious sedan in their standard range. At a price of $94,250, the car competes with the BMW 7 series, Audi A8, and Lexus LS. The S-Class’ DRL signature consists of three strips packed tightly together. The character line on the E-class goes through the door handles while the one on the S-Class tapers off before doing the same. Lastly, the tail lights on the S-Class are a touch more vertical. This Car is also available as a coupe and convertible. They cost 130150 and 138600 respectively. You can think of this range in the same vein as the discontinued CL class.The GLS is a full size luxury SUV priced at 75950. It competes with the bmw x7 and Lincoln navigator. Its headlights conform more uniformly to the grille than the GLE. The GLS’s window extends to the rear wheel while the GLE’s stops about a quarter of the way through. Lastly, the lights at the rear of the GLS aren’t quite as angular. There are a few models in their range that don't conform to this naming structure. The G is an off road-focused suv that is aimed at vehicles like the range rover. But at a price of nearly $131,000, what are the odds it actually takes a wheel off of the asphalt?The CLS is a 4 door coupe that competes with the Audi A7 and bmw 8 series gran coupe. It costs 69950. It looks nearly indistinguishable from the A Class at the front. From straight on, I can spot exactly two differences. The CLS has turn indicators mounted on the rear view mirrors. The lines coming from the corners of the CLS’s lower clip extend further out. It is much easier to tell them apart from the side and rear, however. The CLS has more rear overhang and it also has thinner tail lights. The license plate on the A Sedan is positioned in between the tail lights while the one on the CLS is set on the same level as the reflectors. The story is reversed when comparing the CLS to the CLA. Both cars look similar when viewed from behind. The CLA has slightly smaller intakes, brightwork surrounding the exhaust tips, and lights that kink down a touch before raising to go through the trunk. Up front, the CLS has triangular headlights while the CLAs have a slight “hook” at the bottom.The SL is a $91,000 grand touring hardtop convertible. This is the final 2 door in their lineup, making for a total of 10 coupes and convertibles across 7 model lines. Let’s take a moment to explain where each of them are positioned.As stated previously, the C-class coupe and convertible are direct competitors to the BMW 4 series and Audi A5 lines. The E-Class variants don’t have direct competition, instead serving as a stopgap between the C and S lines.
CALTY DESIGN RESEARCH: Toyotas GROUNDBREAKING Car Design Studio (Car Design Documentary) Barchetta 2020-08-12 | Think of the most iconic cars to come out of Toyota in recent years. The Toyota Ft-1, The FJ Cruiser, and the Lexus LC500 might come to mind. These cars, as well as many others, were the handiwork of a single studio. Calty is Toyota’s design center in Newport Beach, California, and it’s been spearheading the look of the company since its inception in 1973. In this video, we’ll discuss the history, significance, and cars of Toyota’s west coast design studio.Calty’s origins actually start in the 1960s. Toyota was in the middle of a push into the American market. They sold the Land Cruiser and recently introduced the Tiara, but they weren’t able to make any real headway there. The reason for this, they figured, was that their cars were designed in Japan, for Japan, and therefore had limited appeal elsewhere. Toyota made an effort to familiarize themselves with the market. They sent their own designers out to Art Center College of design for training and, In 1964, brought Strother MacMinn out to Japan to provide hands-on training. He was an instructor at the school, and they hoped that with his guidance, their future products would be more suited toward American tastes. MacMinn thought differently.He felt that the only way for them to know what people there wanted and needed was for their employees to experience day to day life there on their own. Toyota took his advice and established Calty in 1973, Why CALTY? Why not “Toyota Advanced Design Research” or something? Well, it was established at a time when Japanese cars weren’t as widely accepted as they are now. They feared that there could be some resistance if they stamped TOYOTA out on the front of the building, so they went with Calty, a mashup of Toyota and California.What went on there wasn't known to anyone outside of the company. The employees couldn't tell anyone what they did and they weren't even allowed to have business cards. The locals had no idea what was going on in there. Some thought it was a t-shirt factory. Others thought something more nefarious was going on. If you were actually curious enough to go inside, then you'd be greeted by a receptionist whose sole job was to frustrate you until you left. If you asked what went on there, they'd say they made Calty's. If you asked what the heck a calty was, they'd say "you know, the calty. Haven't you seen them around?" And that's pretty much where the dialog tree ended. They'd repeat that line if you kept asking until you gave up and left.Their first project to see the light of day was the CAL-1 concept, which was shown at the 1977 Tokyo Motor Show and 1978 Frankfurt Motor Show. The coastal setting definitely rubbed off on them. This wood-paneled section could be removed entirely to reveal a cargo area. More interestingly, The upper portion hides a pair of seats. The back window can be lifted up to serve as a wind deflector for passengers back here. The CAL 1 never saw production, but the front end previewed the look of the Celica Supra. A year later, they worked on the CX-80, the city car of the future. It’s lightweight construction and compact dimensions aided fuel economy while the front-wheel drive setup helped it maximize the usable interior space. The thin window just below the greenhouse gave its occupants improved sightlines. After dipping their toes into the water with a few concept cars, Toyota assigned design work of the second-generation Celica to the studio. The outgoing model was originally released in 1970 and was a strong seller out of the gate. Consumer tastes had taken a shift due in large part to the 1974 oil crisis. Toyota kept updating the car to keep it fresh, but it was clear that it had to be replaced with something designed in the new automotive world. The car was designed by David Stollery. If you're a hardcore Disney buff, then that name might sound familiar. That's because he starred on Spin and Marty, a segment on the long-running mickey mouse club television series. He began acting at the age of 6 and was 14 when he reprised the role of Marty on the show in 1955. The program was extremely popular, but Stollery retired from acting to pursue his true passion; automotive design. He enrolled at Art Center and went to work for General Motors after graduating in 1964. In 1974, he was hired by Toyota to help set up the Calty studio. He became a manager afterward, and one of the first projects he oversaw was the Celica.
BMWs Lineup: EXPLAINED (2020) Barchetta 2020-07-11 | BMW has one of the most sprawling and confusing model lineups in the entire car industry. They have no fewer than 16 core models for sale in the United States, and several of them have variants that branch off from the main tree. A host of engine types, trim packages, and powertrain configurations muddles things even further. The cherry on top is their naming scheme, which is a seemingly incoherent alphabet soup that can be a nightmare for even seasoned BMW enthusiasts. In this video, we’ll make sense of everything. First, we’ll go through all of their base sedans, coupes, crossovers, and SUVs. Then we’ll touch on their trim packages. Lastly, we’ll discuss how their naming scheme works. The 2 Series is a rear-wheel-drive sports coupe priced at $35,300 that is also available as a convertible. It will likely be cross-shopped with performance coupes such as the Ford Mustang, Chevrolet Camaro, Lexus RC, and Infiniti Q60.The 2-Series also has a four-door version as well, but they aren’t as similar as you may think. The 2 series coupe is rear-wheel drive while the gran coupe makes use of a FWD-based AWD system. the car shares its platform with the X1 and X2. At a price of $37,500, the 2 series gran coupe squares up with the Audi A3 and as well as the Mercedes A-Class and CLA-Class. The 2 Series line also has a line of MPVs. The 2 series active tourer and gran tourer aren’t sold in the US, but it’s still worth taking a look at. The Active Tourer is a 5 seat MPV and the Gran Tourer is its larger seven-seat version. The former runs 26,615 pounds and the latter runs 28,510 poundsThe 3 series is a mainstay of the compact executive segment, slotted in the same class with cars like the Audi A4, Lexus IS, Cadillac CT4, Mercedes-Benz C-Class, and Infiniti Q50. It comes in at a price of $40,750. It differentiates itself from the 2 Series line in several ways. The 3 is a 4 door sedan while the 2 is a 2 door coupe. Comparing it to the 2 gran coupe, the 3-series is larger. It also has a kink in the headlight, a thicker C-pillar, and taillights with a clear portion.You can think of the 4-series as the 2 door version of the 3 series. It's due for a replacement for the 2021 model year, but for now, let’s focus on the outgoing version. The design actually borrows heavily from the previous 3-Series. It competes with the Audi A5 and C-Class Coupe. The 4 series also had a convertible and a 4 door gran coupe. While we’re on this topic, I want to touch on something that has befuddled people since its introduction in 2013. You’ll recall that I said the 4 series was a 2 door version of the 3 series. The 4 series gran coupe is different from the 3 series, but it isn’t very easy to tell them apart at a glance. Both cars look indistinguishable from the front. Our observations will be focused on the profile view. The 4 has a more heavily raked windshield and a roofline that sweeps back onto the rear deck further. It also has a tighter, more aggressive kink at the c-pillar. The most telling sign is the intake behind the front wheel. If you see it, then it’s a 3 series. If you don’t, then it’s a 4.The upcoming 4 series distinguishes itself from both the current 3 series and the previous 4 series with its massive front grille. You, uh, can’t miss it. The 5 series is a midsize luxury sedan that does battle with the Lexus GS, Audi A6, Mercedes-Benz E-Class, and Genesis G80. It starts at $53,900. It’s larger than the 3-series. Both cars have similar grilles, but the 5 is split down the middle while the 3’s is a single piece. The vent behind the front wheel on the 5 is at an obtuse angle while the 3’s is at an acute angle. The main body line on the 5 goes through the door handles while the one the 3 series sits right atop them. Lastly, the 5 has completely red taillights in the back.The 5 series is getting a refresh for 2021. You can tell this one apart from the prior generation by the geometric DRL motif and new lower front clip designs. The base model’s spans the entire front of the car while the M/Sport version borrows from the M340i. The 6-series range of coupes and convertibles that Americans might be familiar with have been killed off. There is another body style that carries the number, the Gran Turismo, but it isn’t available for sale in the US. It carries a price of 44,570 pounds or just under $55,000. It sets itself from the other cars in their range by the way the roofline stretches back to the raised decklid.The 7-series is the largest sedan in BMWs range. It competes with the Mercedes-Benz S-Class, Audi A8, Lexus LS, and other full-size luxury saloons. It comes in at a starting price of $86,800. You can tell this one apart from the smaller 5 series in several ways. Up front, the large kidney grille extends well past the headlights. On the side, there’s a chrome-lined intake that wraps around to the rear of the car. The car has a thin light bar that links the units back here.
Toyota 2000GT: History of Japans First Supercar Barchetta 2020-02-04 | The Toyota 2000GT. You've heard of it, right? It’s is one of the most iconic Japanese cars of all time. it was Toyota's flagship when it was released and showed the rest of the world that Japan was more than capable of building a sports car that could hang with the best of them. It helped shift public perception of cars from there and even paved the way for later cars like the Supra, the Lexus LS400, and even the Lexus LFA. But do you know the story behind the car? It was adored by the motoring press and shunned by the marketplace when it was released, but it showed its mettle on the race track, shaped the histories of several companies, immortalized itself on the silver screen, and broke the seven-figure mark on the auction block. This is the history of the Toyota 2000GT: Japan’s first supercar.The front end borrows the headlight style from Toyota's own Sports 800. It's driving lights are placed low on the car and sit behind a plexiglass housing. Additionally, the 2000GT throws on a set of pop up headlights up top. This wasn't always the plan. Going back to the sketch, we can see that the driving lights were intended to be the main units. These were too low for US regulations, so the team affixed the retractable lights to skirt the requirements. The front shoulders poke out slightly from the rest of the hood. They accentuate the wheels but aren't so wide that they distract from the design.News of the car made waves the world over. Albert R. Broccoli, a producer for the James Bond movies, fell in love the moment he laid eyes on it. The 5th entry in the franchise, You Only Live Twice, was to take place in Japan. He felt the car would make a worthy followup to the legendary Aston Martin DB5 from earlier films. He got in touch with Toyota to see if they could work something out. 007, colloquially known as “zero-zero” in Japan, was incredibly popular there, and that’s to say nothing about the international notoriety of the franchise. Toyota, believing they could drum up some more hype for their sports coupe, was more than happy to help out.TIMESTAMPS00:00 Intro00:53 Yamaha’s Early Years05:03 Yamaha Develops a Car08:25 Nissan Joint Venture10:56 Toyota Enters the Frame13:22 2000GT Development16:21 2000GT Analysis20:15 Magazine First Impressions20:53 You Only Live Twice25:18 Racing History29:08 Magazine Reviews31:45 Update/Decline/LegacySOURCESglobal.yamaha-motor.com/about/technology/daysgoneby/001global.yamaha-motor.com/about/technology/daysgoneby/004silodrome.com/history-toyota-2000gthagerty.com/articles-videos/articles/2017/09/25/toyota-2000gt-turns-50viaretro.com/2013/05/from-albrecht-to-zhagerty.com/articles-videos/articles/2019/10/14/early-datsun-fairlady-sports-car-legacydrivingline.com/articles/davey-jordan-and-the-shelby-toyota-2000gtcurbsideclassic.com/vintage-review/vintage-review-1968-toyota-2000gt-april-1968-car-and-driver-road-testblog.toyota.co.uk/toyota-and-james-bond-the-names-2000gthttp://commanderbond.net/11802/the-cbn-james-bond-toyota-2000gt-story.htmlwindingroad.com/articles/news/classic-toyota-2000gtsupercarnostalgia.com/blog/toyota-2000-gt-roadster-you-only-live-twiceroadandtrack.com/car-culture/classic-cars/a28111/toyota-2000gt-historyhttp://japanesenostalgiccar.com/2000gt-when-shelby-raced-the-toyotasroadandtrack.com/car-culture/a29469/road-track-road-test-toyota-2000gtautozine.org/Archive/Toyota/classic/2000GT.htmlhttp://japanesenostalgiccar.com/news-tree-damaged-toyota-2000gt-arrives-at-repair-shopjapantimes.co.jp/news/2016/04/13/national/crime-legal/man-sues-toyama-prefecture-loss-classic-toyota-2000gt-due-falling-tree/#.XjjkoxNKg1Jdailyshincho.jp/article/2018/04110700/?all=1I'd also like to give a HUGE shoutout to 2000GT.net: http://2000gt.net/index.phpYATABE RECORDSInternational Records (Distance or Time/Average Speed)1,000 miles/209.65 km / h2,000 km/209.45 km / h2,000 miles/207.48 km / h5,000 km/206.29 km / h5,000 miles/204.36 km / h10,000 km/203.97 km / h6 hours (1,262 km)/210.42 km / h12 hours (2,505 km)/208.79 km / h24 hours (4,949 km)/206.23 km / h48 hours (9,782 km)/203.80 km / hWorld Records10,000 miles/206.18 km / h15,000 km/206.04 km / h72 hours (14,833 km)/206.02 km / h(Source: http://2000gt.net/Competition/Records/Records5.php2000GT SHOP SITE: http://www.vintage-yoshino.com/stock/stock.htmlNext Video will be on Toyota’s Calty Design Studio
Audis Lineup: EXPLAINED (2020) Barchetta 2020-01-13 | This is Audi's Lineup, EXPLAINED. Audi is in the middle of revamping its lineup for the 2020 model year. They’re rolling out a new brand-wide design language, a revised naming scheme, and a few new models. All this could be a bit much to take in. In this video, we’ll make sense of everything. First, we’ll touch on each car and see how they’re different from one another. Then we’ll see how the S and RS models differ from their base versions and end things off by deciphering Audi’s naming scheme. Let’s get started.The A3 is the smallest sedan in their lineup. In other markets, the car is available as both a hatchback and sedan, though it's only sold as the latter in the United States. The A3 sedan competes with the Mercedes Benz a- class, BMW 2 Series Gran Coupe, and other premium subcompact cars. It was last updated in 2017 and enters 2020 wearing an older version of Audi’s design language. It sticks out when compared to the A4. A heavily updated version of the BMW 3-Series fighter is due to reach American shores later this year. There are many exterior differences between it and the A3. Let’s start with the headlight assembly. The A3 has a set of jewel-like bulbs housed inside of an angular DRL. The A4, on the other hand, puts a lot of emphasis on its hatched light signature. Moving up, we can see that the A4 has a gap between the grille and the hood. The lower clips of both cars are a bit different as well. On the A4, the body-colored section bends upward to allow a splitter like section to take shape. Conversely, the A3 foregoes the splitter altogether. There are more differences on the side. The A4 is longer, has a more defined boot, and lacks any chrome around the window. The A3s tail lights are entirely under the joint line while the ones on the A4 wrap around it.The A5 Coupe should be easy to pick apart from the others, as it’s the only 2-door, 4-seat car in their range. Unfortunately, there's also a 4 door variant of this. Let's compare it to the A4 since we're already familiar with it. Both cars have similar DRL patterns, but the A5 doesn’t have the hood gap. The A5 also has detailing on the hood that frames the brand's rings. The character line comes out from the corner of the headlight and arcs over both wells. There are a few differences around the rear wheel. Firstly, the window on the A4 keeps straight while the one on the a5 kicks up to create a unique pillar. There's a haunch directly underneath it that widens the car. Its 2 door coupe origins are reflected in its fastback silhouette. The taillights are more in line with the a3, but here the upper portion appears to pop out from the lower portion. The a5 Sportback looks great, though the sweeping roofline compromises both headroom and cargo space. The a6 is an option for those looking for a bit more practicality. It’s Audi’s entrant into the full-size luxury segment, which also includes the Lexus GS and BMW 5 series. Its headlights are the biggest indicators upfront. The housing design resembles the one from the a3, but the kink at the bottom of the unit points outward. The DRL pattern separates the two. It goes straight across the unit and then scatters when it hits the blinkers. The A6 is the first car that we’ve seen with a flat, fleshed out boot. Lastly, There’s a chrome strip bisecting the taillights.
2020 Alfa Romeo Giulia Design Review Barchetta 2020-01-05 | The 2020 Alfa Romeo Giulia follows the "if it ain't broke don't fix it" mantra to a tee. The company didn’t mess with its strengths. Its styling and driving dynamics are largely the same as last year, but the interior does see a few changes that make the Giulia a more rounded, more competitive car. Let’s take a look.Let's start with the front end. All of the energy up here is being channeled into the grille. The hood detailing starts out strong at the A-pillar, eases up as it gets to the edges of the grille, and shadows it as it flows onto the lip. The metal accent lining its interior doesn't go across the top. it draws your eye to a point. If this were a continuous piece, we'd instead be honing in the piece as a whole. This would halt any momentum the motion would have. Instead, The car prioritizes it as a unit by raising this entire section off from the rest of the body. It all converges to a point that drips on top of the lower clip. They connect, but there’s still enough visual separation for the crease to round out. The badge breaks the edge of the grille and the hood has to protrude out just to meet it.The Giulia makes the most of its dimensions. The slightly convex windshield pushes the A-pillar back, visually lengthening the hood. Its windshield is more aggressively raked than some of its competitors. It gains almost a fastback profile, though the roofline does push onto the deck. As a result, the third box to become less defined. The car compensates for this by adding a beefy window kink and flaring the lid up.The shoulder line comes in on the hood and goes straight across the side of the car. Pretty standard stuff so far, but then it strengthens and slopes down as the cabin comes to an end. It banks onto the deck and raises to create the nolder. This flares up to further establish the rear end. The LED strips in the light housings continue the tall initiated by the license plate area. The upper line continues into the lights, kinks down and flows into the trunk area. The emblem in this section is raised slightly on a pedestal, which is somewhat of a continuation of the theme set in place by the badge up front.Things are pretty much the same as last year as far as styling goes. The changes for 2020 are contained in the interior. It retains its sporting character, though the cabin is quieter thanks to laminated side windows and additional sound deadening material. The infotainment systems were previously controlled via either a 6.5 inch or 8.8-inch screen that was only controlled with a dial in the center console. For 2020, both systems have been replaced with an 8.8 touchscreen. The dial has been retained as a redundant control. Curiously enough, the steering wheel is all-new, but the placement of the buttons is the same. The shift lever on the previous model looked as if it was enveloped in dollar store plastic. This was a puzzling place to cut corners. It’s one of the elements the driver will interact with the most and it draws attention to itself because it’s at the center of everything. Now, the material is used as an accent. The lever is wrapped with more aesthetically-pleasing leather. There’s even a little Italian flag at the base. The center console as a whole has been tweaked. Changes here include higher quality dials and repositioned cupholders. Reviewers complained that drinks placed in them would bump into the climate controls. They lose the retractable cover, but it’s a small price to pay for a more pleasant user experience.
BMW Design: The Golden Years (Car Design Documentary) Barchetta 2019-12-16 | BMW’s design has been in a funk for a few years now. Sure, there are a few winners, but for the most part, their cars range anywhere from decent to questionable to “put that thing back where it came from or so help me.” Regardless of how you think they look, we can at least say they’re a cohesive unit. There’s the distinctive kidney grille stretched out between the headlights. It’s usually darkened and has a helping of chrome trim. The headlights themselves have an effect that resembles a halo. Its execution varies from car to car, but it’s featured on each of them. On the side, we have the Hofmeister Kink. The quarter window kicks back toward the front of the car. This creates a weighty C-Pillar and hints at the rear-drive configuration that the car may or may not possess. Coming around to the rear, we spot one more unifying detail; the L-shaped taillights. Once again, it varies from car to car. It ducks under more aggressively on newer models like the 3 and 7, though most of their lineup still sports a toned-down version. You can find traces of the singular elements throughout the industry. When grouped together, however, you have yourself a design language that’s distinctly BMW. One that separates itself from the pack. One that has stood the test of time. Though it hasn’t always been like this. The BMW look has been developing for decades and there was a time when BMW’s didn't look like BMW’s. What did they look like back then? Who spearheaded its development? And most importantly, how did they get from HERE to HERE? This is the evolution of BMW Design.This is part one of a three-part series on BMW. It was inspired by a comment left by Magellanic SpaceClouds. As always, if you have suggestions for videos then feel free to leave them in the comments down below.TIMESTAMPS00:00 Intro1:54 BMW Before Cars4:42 Pre-War Cars8:21 Back At One18:57 A New Class22:00 Paul Bracq Era27:07 Claus Luthe EraSOURCEShemmings.com/blog/article/claus-luthefitmycar.com/journal/the-bmw-dixi-the-first-bmw-ever-madef30.bimmerpost.com/forums/showthread.php?t=1339590http://www.thereandbackagain.co.za/2013/01/90-years-of-bmw-motorrad-%E2%80%93-max-friz/hemmings.com/blog/article/the-little-bmw-that-could-bmw-700-lshemmings.com/blog/article/bend-it-like-bmwweb.archive.org/web/20121018184007/http://www.bmwism.com/bmws_designers.htmhttp://www.superstreetonline.com/features/1502-bmw-hofmesiter-kink-design-historyhemmings.com/blog/2009/08/11/the-secret-history-of-the-bmw-507customcarchronicle.com/early-custom-cars/albrecht-goertz-40-mercury/#.XdypjJNKg1Iautomobilemag.com/news/a-look-inside-the-bmw-design-archivescurbsideclassic.com/automotive-histories/automotive-history-paul-bracq-part-onecurbsideclassic.com/automotive-histories/automotive-history-paul-bracq-part-twomotor1.com/news/262414/bmw-turbo-concept-we-forgotcurbsideclassic.com/automotive-histories/automotive-history-the-cars-of-claus-luthebmwblog.com/2010/04/04/history-bmw-z1-coupepress.bmwgroup.com/global/article/detail/T0127402EN/back-to-the-future-25-years-of-the-bmw-z1http://bmwz1.co.uk/z1aero.htmdyler.com/posts/373/harm-lagaay-auto-designer-that-you-ve-never-heard-aboutMusic courtesy of Epidemic Sound
