g r o t t o 1 1

Peeve Farm
Breeding peeves for show, not just to keep as pets
Brian Tiemann
Silicon Valley-based purveyor of a confusing mixture of Apple punditry and political bile.

btman at grotto11 dot com

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Friday, August 11, 2006
18:36 - Defining an audience

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Once upon a time, in the longlongago, I dreamed that one day I would be an automotive designer. One of the guys who puts pencil to paper and whisks out a concept sketch of some fanciful car with deep-dished oversized wheels and deftly placed fun-house reflections on the doors and swoopy angular lines vanishing to a distant point, which throngs of clay sculptors would then take with many a touching of a forelock and make the vision a reality, soon to appear in showrooms near you.

It's this ill-formed dream, and the fact that it necessarily involved being an engineer before an artist, that spurred me into math and science when I would probably have been just as happy (though certainly not as well off) pursuing a career in animation or graphic art; it's why I found myself studying Mechanical Engineering once I got to college, despite the fact that quantum thermodynamics and Bessel functions and solving trusses for force-balance points turned out to hold scant interest for me at best. Which itself is why I'm not designing bridges or gas turbines now, but instead write Web apps for 14-year-old girls and pore over TCP/IP traces and cough out impenetrable books about obscure operating systems, and limit my interest in animation art to being an avid observer on the sidelines.

But one thing that's never changed over the years is that the back of my toilet is stacked to the ceiling with car magazines. Specifically, Road & Track and Automobile.

As I've said, I am not a gearhead. I can barely change a tire, let alone install an upgraded turbo kit or rebuild my brakes. Yet I still find great calming solace in the pages of a car magazine. Particularly the "Coming Soon" section.

I got Motor Trend back in my youth. I'm not sure why I picked that one, but it was the gold standard as far as I was concerned; maybe it was the Chrysler-Lamborghini Portofino on the cover of the first issue I ever got, or maybe it was the fact that it was the only one offered by the sad-sack fundraising kid who slouched to our door offering magazine subscriptions to support his youth group or whatever it was. But I always felt a strange kind of loyalty to it, to the point where I bristled with indignity when I saw a parody in some other car magazine, a purported review of the Trabant in "Moto Rooter". (It was pretty funny, though, in retrospect.)

That magazine inevitably lost my interest, though, as the years marched on, largely because it insisted upon filling its pages with reviews of trucks, something I have zero to no interest in, and doing so more and more with each passing month. Eventually they were forced to spin off Truck Trend, a sister magazine devoted exclusively to trucks, presumably in response to massive reader protest; but to my dismay, and for reasons I've never understood, the truck-related content in Motor Trend failed to drop after that. I quickly lost interest and didn't renew my subscription.

Fast-forward through college, to where I picked up a new subscription—this time to Road & Track—hot on the heels of my buying my first car, the Jetta, in 1999. Ah! The upcoming hot new concepts. The new-car reviews. The industry insights. All the stuff I'd missed! At last I had something to read at the gym, in those dim pre-iPod days.

But Road & Track being Road & Track, I couldn't help but notice that there was a disproportionate (so I thought) focus on racing, a subject that interests me about as much as the trucks in Motor Trend did. I'd flip past the feature story and some road tests and the latest unattainable supercar puff piece, only to find myself embroiled in some biopic of a guy who'd made a fireball of himself in a grainy black-and-white photo in 1954 on a French racetrack, or an exposé on the life of an artist who spends his life painting impressionistic portraits of sponsor-decal-clad F1 or Winston Cup cars. I'd swear and flip through the aftermarket wheel ads to read the auction news.

But at some point I was also gifted a subscription to Automobile, which I gather is the red-headed stepchild of the car magazine world, an ill-regarded also-ran. But from day one I found myself loving it. Sure, R&T has those oversized pages, but next to Automobile it had nothing to compete with the latter's revelatory focus on design—precisely the thing I want to read a car magazine for. Sure, it has all the same reviews and rumors and even the occasional bit about rally racing or NASCAR—but the bulk of the magazine is about how the cars of the world look.

Every month there's a two-page analysis by Robert Cumberford of some hand-picked specimen, whether a Mazda concept prototype or an Audi F1 racer or a new Jaguar or Rolls-Royce being sent to the factory floor. Little piecemeal critiques on leaders pointing to rear-view mirrors or taillight binnacles or A-pillars or intakes. A three-word judgment in the title: sublime, or fugly. I've learned to look at the lavish photos, develop my own opinions, and then uncover the title to see whether my tastes matched Cumberford's. The amount that they do deepens my affinity for the magazine every time.

It's not only about the design, though. It seems, more and more, that Automobile seems to be more on the ball than R&T, reporting key industry information first, and making fewer blatant errors of fact or judgment. For example: last month, both magazines featured stories on the new Ferrari 599 GTB Fiorano. Road & Track showered praise on the car's design, throwing plaudits left and right for one of the best Pininfarina designs since the 308. But then I turned to Automobile, and I found that while their story on the car was appropriately respectful, and while they found its handling and performance to be above reproach, their take on its styling was a little more reserved. They said that the 599 was merely another recapitulation of the same design cues that had been resurfacing every few years since the Daytona; they even dared take Ferrari to task for not striking out on its own with a unique design language, the way Lamborghini has done.

Pretty bold stuff. Not everyone has the stones to say, "Yeah, yeah—what have you done for me lately?" to Pininfarina. But that's what I like Automobile for.

And oh, the chortle that escaped from me the following month, when a Road & Track reader wrote in to point out that if you stripped the weird flying buttresses off the rear shoulders of the 599, you'd end up with a Corvette.

True, Automobile hadn't actually reached that particular conclusion. But the letter-writer seemed to have confirmed their charge that Ferrari's design had become too staid and too derivative, not only of their own past designs, but of cars that seek to define themselves cheekily into the supercar category from below, heretofore dismissed with an airy wave, but now apparently the source for visual inspiration. Sho-ho-ho-hoplifting?!

That isn't where it ends, of course. A flip through the R&T letters page reveals all kinds of reader corrections to previously published information, from engine outputs to e-mail addresses, including sloppy typos. Any magazine will have errors, but surely not this many. It's almost as though R&T is starting to lose the plot. It's hard not to notice, after all, that it's only just now getting around to reporting that the Volkswagen Golf's sixth generation is being accelerated to market due to the Golf V's dismal sales performance in Europe—something like five months after Automobile told us of the same thing; and on the same page is a two-paragraph blurb on the VW Eos, months after Automobile did a full four-page story on it. Was there not enough room to mention these things in earlier issues because of too much racing history or something?

And while R&T has made some admirable efforts to focus more on automotive design in the last few issues, notably bringing in Gordon Murray of McLaren F1 fame to commentate through lavish sketches and design critiques upon the Bugatti Veyron and the aforementioned 599 GTB, it has the feel of an afterthought, something forced by marketplace competition. I welcome any items with any design analysis in them, through which I can indulge that part of me that never got to exercise that youthful dream of penning droolworthy wheeled shapes, and at least reassure myself that if I can't do, I can at least critique. But that's not what R&T is about, nor will it seemingly ever be. That niche appears to have been ceded to Automobile. And I know which I'd choose if I were to take one onto a desert island.

I had just about made up my mind to write this post when this month's issue of Automobile arrived. And emblazoned across the top of the front cover were the words: THE DESIGN ISSUE.

"The 25 Most Beautiful Cars Ever," it continued. And inside, in an introduction titled "The Importance of Good Design," Robert Cumberford wrote:

It's always amusing to see the solemn list of criteria people claim to use when they are choosing a car. Sometimes they give fuel economy as their principal consideration, and sometimes reliability, safety, or another responsible, practical, and respectable value such as overall cost of ownership. Never 0-to-60-mph times, and certainly not something as frivolous as styling or design.

What total nonsense.

Awesome.

This issue has a whole two-page spread showing the hire dates and employers of all the top designers in the business, each name accompanied by a face caricature by Mark Dancey, who also did one of chief editor Jean Jennings in place of her usual mugshot. This is the automotive equivalent of studying the careers of the Nine Old Men of Disney, or reading John Kricfalusi's blog, if you're an animation geek. And it's precisely what I've always wanted out of the world of cars.

UPDATE: Equally excellent to me are the stories in Automobile of great road trips, accentuated by cool cars. Like this month's tale of a burger run—from the magazine's offices in Ann Arbor, Michigan, to the nearest In-N-Out Burger, in Prescott, Arizona. Without pause. In a C6 Z06 Corvette.

It's broken down into per-mile diary entries, and contains this one:

24:15:55, 1447.0 miles—New Mexico. I wake up to Bon Jovi's "Livin' on a Prayer" blasting from the speakers and Jeff braking the car down from what looks like 140 mph.

"Jeff," I ask, "were you doing a buck-forty?"

"Oh," he says, "you noticed that?"

HIGHEST SPEED OF THE TRIP: I-40, New Mexico, Mile Marker 317. No traffic on either horizon, fresh concrete for miles; it's like a gift from God. 172 mph.

NOTICE: If you're reading this and are currently employed by the state of New Mexico, Quay County, or the Department of Homeland Security, then I am making up all of the above, and this paragraph is purely for entertainment purposes. If you are not reading this as an employee of the aforementioned, then please note the following: Damn, that's fast.


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© Brian Tiemann