I had high expectations for this event, as it combined two things, both of which were likely to attract a large number of participants: this is one of the three Bicester Heritage Sunday Scrambles that take place in the year; and it was timed for “Drive-It Day”, a day masterminded by the Federation of British Historic Vehicle Clubs (FBHVC) when we are all encouraged to take our classics and other cars out on the road for our own, and other people’s enjoyment. I had read that in 2016, this had netted into one of the largest gatherings of classic and interesting cars in the country, with a four figure number of them on display, which sounded good by anyone’s standards. Having attended my first Sunday Scramble back in January, I also knew that the location, the old RAF base in Bicester, which is now being restored to its former glory, with car restoration businesses occupying many of the buildings as they are brought back into service, was also just perfect for an event like this. It combines large expanses of grass and tarmac for the Car Clubs to be able to group all their cars together, and there is ample parking all around the numerous buildings on site for individuals. You really do have to follow quite a logical route around them to make sure you don’t miss a whole display area, and with cars arriving steadily all morning, you are probably going to have to follow that route more than once, or you will surely miss plenty of interesting cars. Couple this with displays that the various on-site businesses put on, and attractions which range from a mobile cinema organ playing, and a traction engine in steam to several stalls selling tempting smelling coffee and bacon rolls, and you have all the ingredients you need to a car enthusiast to have a great day. There was one extra factor for me: it happened to be my birthday. I cannot imagine a better way of spending it, than in the company of many Abarth friends, a lot of other fellow enthusiasts and looking at all manner of cars from the classic to the plain rare. Enjoy these photos to see that variety.

ABARTH

There was a strong showing from Abarth Owners Club members. As a Club, we came in January, and positive feedback from those who attended encouraged even more to attend this one. Most numerous of the cars, of course, were the 5005/595-based models, with a wide variety of these cars on show, ranging from some of the earliest models to a number of the latest Series 4 cars.

There were also a number of Punto cars, too, all of them the later Punto Evo and SuperSport cars, which is typical of what you get at any gathering of Abarth cars these days.

Sales of the 124 Spider started last autumn, perhaps not the best time to try to sell an open=topped two seat sports car, but gradually a number of new owners have been appearing on the various Abarth Facebook and Forum pages, so it was perhaps not a surprise that there were 5 of these cars here. One was not actually a club member, but representing a company which organises car tours. and so that car was parked away from the others.

AC

Genuine AC Cobra are rare beasts, as not that many were produced, but for the last as long as anyone can remember, there have been all manner of replica and officially sanctioned continuation type cars produced, so there are pretty decent numbers of cars around that bear the legendary shape of this raw sports car. This is definitely not an original, but is still nice and with an amazing noise when the engine is fired up.

Related to the Cobra is the Shelby Daytona Coupe. This American sports-coupé was loosely based on the AC’s chassis and drive-train. It was built for racing, specifically to take on Ferrari and its 250 GTO in the GT class. Just six Shelby Daytona Coupes were built between 1964 and 1965, before Shelby was reassigned to the Ford GT40 project to compete at the 24 hours of Le Mans, again to beat Ferrari in the highest level prototype class. With the Shelby Daytona, Shelby became the first American constructor to win a title on the international scene at the FIA World Sportscar Championship in 1965 and has recently been chosen for historic preservation as a significant vehicle in the history of auto racing. Those six cars are immensely valuable, and you only see them occasionally – most notably when 5 of them were gathered together at the Goodwood Festival of Speed a few years ago. In July 2015, Shelby American announced that they would produce a limited run of 50 continuation Daytonas to honour the 50th anniversary of the Daytona’s win at the 1965 FIA Sports Car Championship. Some of the 50 are aluminium-bodied, while others have cheaper fibreglass bodies. The car seen here is not one of these, either. Instead, it is one of a series of reproductions which have been made over the years by a number of different companies, including: the Superformance Shelby Cobra Daytona Coupe who made the “SPF Coupe”; Shelby Licensed Replica; All Pro Cars; Borland Racing Development’s Daytona Sportscar reproduction; Factory Five Racing’s Type 65 Coupe, reproduction; Shell Valley Companies’ 1964 Daytona Coupe Series II, reproduction; Lesher Motor Sports; and Kirkham Motor Sports 289 Coupe.

There was also an ME3000 here. First seen at the 1973 London Motor Show, it took until late 1979 before the car was available to customers. Prior to its launch, AC had been producing the large and costly 428 Coupe and Convertible, and the Managing Director, W Derek Hurlock, decided that a new and smaller car was needed. Mid-engined designs were in fashion at the time and in 1972 the prototype Diabolo was built with an Austin Maxi engine and transaxle. However, following considerable investment in development using the BLMC power unit and transmission, the engine manufacturers decided that they needed all the E series engines they could make to power their own Maxi and Allegro models, so the Diabolo project appeared likely to collapse for lack of an engine. In much the same way as they had taken up the Tojeiro prototype and turned it into the Ace, AC acquired the rights and at the 1973 London Motor Show showed their own version, the mid-engined ME3000 with the 3.0-litre Ford Essex V6 engine installed transversely over a custom AC-designed gearbox. The car featured a steel chassis making extensive use of square-section steel tube, with a strong monocoque for the central portion of the body. This framework supported a glass fibre body. Press releases of the time indicated that the company hoped to be able to build and sell the car at the rate of 10 – 20 cars per week, although it was at this stage apparent that the model was in many ways not yet ready for serial production. Development was complete in 1976 when new Type Approval regulations were introduced. A prototype failed the 30 mph crash test, and the chassis had to be redesigned. On the second attempt, the car passed. The design changes meant the AC 3000 ME was out of date by the time it reached production. The first cars (now renamed 3000ME) were delivered in 1979, by which time they were in direct competition with the Lotus Esprit. The goal of 250 cars per year did not seem possible. After 71 cars were sold, Hurlock called a halt to production in 1984.

ALFA ROMEO

Oldest of the Alfa models here was a lovely Giulia Spider 1600. This started off as a Giulietta model, of course. Alfa had followed up the 1950 launch of the 1900 Berlina with a smaller model, the Giulietta. Known as the Type 750 and later 101 Series, the Giulietta evolved into a family of models. The first to be introduced was the Giulietta Sprint 2+2 coupé at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder’s Grugliasco plant near Turin. A year later, at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider, featuring convertible bodywork by Pininfarina, and it was a couple of examples of this achingly pretty car that were to be seen here. Alfa replaced the Giulietta with the Giulia in 1962, but as the Coupe and Spider were not ready, the Giulietta based models were kept in production, and renamed as Giulia. They gained a larger 1600cc engine, and this meant that the bonnet need to be raised a little to accommodate the new unit, so the easy recognition beyond Giulietta and Giulia Spiders is whether there is a flat bonnet or one with a slight hump and a vent in it.

Much rarer, and more valuable than this was the Giulietta SZ. The SZ (for Sprint Zagato, officially the Tipo 101.26, or “Type 101.26”) was an aluminium-bodied 2-seater berlinetta, built by Zagato for competition use on the chassis and mechanicals of the Sprint Speciale. A crashed Sprint Veloce was rebodied by Zagato in late 1956, and was immediately successful in competition. Zagato ended up building 18 rebodied Veloces, called the SVZ and the version gave rise to a full production version. The SVZ was about 120 kg (260 lb) lighter than the Coupé on which it was based, and had the highest tuned, 118 CV version of the Giulietta engine. A production competition version of the Giulietta, with lightened bodywork designed by Franco Scaglione for Bertone was then premiered at the 1960 Geneve Salon. Handbuilt by Zagato, entirely in aluminium and with plexiglass windows, the lightened Sprint Zagato (SZ) was light, fast, and expensive. Two hundred seventeen were built, the original design with a rounded rear and with the last thirty (some say 46) receiving a longer kamm-style rear end as well as disc brakes up front. The original design is called the “Coda Tonda” (round tail), while the Kamm-design is referred to as the “Coda Tronca” (truncated tail). The Coda Tronca is sometimes also referred to as the “SZ2”. The first examples were built in December 1959, and production continued into 1962. Zagato also rebodied a few existing cars with this bodywork, leading to discrepancies in the production numbers. The SZ was very successful in racing, on a national level as well as internationally. The SZ helped Alfa Romeo secure a victory in the 1.3 litre class of the International Championship for GT Manufacturers in 1962 and 1963. Michel Nicol won the Tour de Corse in 1957.

Final evolution of the ever so pretty 105 Series Coupe models was this, the 2000GTV. Introduced in 1971, together with the 2000 Berlina sedan and 2000 Spider, the 2 litre cars were replacements for the 1750 range. The engine displacement was increased to 1962 cc with a change of the bore and stroke to 84 mm × 88.5 mm. Oil and radiator capacities remained unchanged. The North American market cars had fuel injection, but everyone else retained carburettors.  Officially, both versions generated the same power, 130 hp at 5500 rpm. The interior trim was changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars. Externally the 2000 GTV is most easily distinguished by its grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline, smaller hubcaps with exposed wheel nuts, optional aluminium alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the “turbina” design first seen on the alloy wheels of the Alfa Romeo Montreal, and the larger rear light clusters first fitted to United States market 1750 GTV’s were standard for all markets. From 1974 on, the 105 Series coupé models were rationalised and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models. 37,459 2000 GTVs were made before production ended and these days they are very sought after with prices having sky-rocketed in recent years.

Alfa replaced the Giulia-based Spider model with an all-new design which finally made its debut in 1966 together with the Giulia Sprint GT Veloce at an event organised in Gardone Riviera. With its boat tailed styling, it quickly found favour, even before taking a starring role in the film “The Graduate”. The original 1600cc engine was replaced by a more powerful 1750cc unit at the same time as the change was made to the rest of the range, and the car continued like this until 1970, when the first significant change to the exterior styling was introduced on the 1750 Spider Veloce, with the original’s distinctive elongated round tail changed to a more conventional cut-off tail, called the “Kamm tail”, as well as improving the luggage space. Numerous other small changes took place both inside and out, such as a slightly different grille, new doorhandles, a more raked windscreen, top-hinged pedals and improved interior trim. 1971 saw the Spider Veloce get a new, larger powerplant—a 1962 cc, 132 hp unit—and consequently the name was changed from 1750 Spider Veloce to 2000 Spider Veloce. The 1600 Spider restarted production a year later as the Spider 1600 Junior, and was visually identical to the 1300. 1974 saw the introduction of the rare, factory request, Spider-Targa. Based upon the Spider, it featured a Porsche style solid rear window and lift out roof panels, all made out of black GRP type material. Less than 2,000 models of such type were ever made and was the only part solid roof Spider until the introduction of the factory crafted hard top. The 1300 and 2000 cars were modified in 1974 and 1975 respectively to include two small seats behind the front seats, becoming a “two plus two” four seater. The 1300 model was discontinued in 1977. Also, between 1974 and 1976, the early-style stainless-steel bumpers were discontinued and replaced with black, rubber-clad units to meet increasingly stringent North American crash requirements. 4,557 examples of the 1300 Junior were made and 4,848 of the 1600 Junior as well as 16,320 2000 Spider Veloces and 22,059 of 2000 Spider Veloce US version. There were also 4,027 1750 Spider Veloces produced.  Seen here were a couple of examples of the Series 2 cars.

Follow on to the much-loved AlfaSud was the Alfa 33. Despite the low survival rate, believe it or not, the 33 is actually the best selling Alfa in history, with just under a million of them sold between 1983 and 1994. One reason why precious few seem to have survived is that the 33 struggled even new to gain the affections of the enthusiasts in the way that the model’s predecessor, the AlfaSud, did, so when rust and old age came on, the vast majority of the cars were simply scrapped. There were two distinct generations of the 33. The first ran from 1983 until 1990 and then a major facelift was applied with new front and rear styling to bring the looks more into line with the new 164. A mild facelift was applied to the first 905 series cars in late 1986. Exterior alterations were limited to clear indicator lens, wheel covers and alloy wheels of new design, the adoption of side skirts on all models, and a new front grille. Two-tone paint schemes were discontinued. There were more significant changes inside, with a more conventionally designed dashboard and steering wheel, which superseded the innovative moveable instrument binnacle. All 1.5 variants now had the 105 PS engine from the now discontinued 1.5 QV; a TI (Turismo Internazionale) trim level was exclusive to the front-wheel drive 1.5 hatchback. Changes were made to the suspension, brakes and gearbox, with closer-spaced ratios. A new 1,712 cc 116 bhp engine was introduced on the 1.7 Quadrifoglio Verde, which replaced the 1.5 QV. The 1.7 engine was developed from the 1.5 by enlarging bore and stroke; it also used new cylinder heads, incorporating hydraulic tappets. To cope with the increased power the new QV was equipped with vented front brake discs. The 1.7 QV looked close to its predecessor, but had lost the grey mid-body stripe and gained new alloy wheels, wind deflectors on the front windows, more pronounced side skirts and a rear body-colour spoiler on the boot lid. Inside it featured a leather-covered steering wheel, red carpets, and leatherette-backed sport seats upholstered in a grey/black/red chequered cloth. Diesel models were offered in some continental markets, but these were not sold in the UK, where  only 1.5 and 1.7 Green Cloverleaf hatchback models were sold, as well as a market-specific 1.7 Sportwagon estate; all three were also available in “Veloce” versions, outfitted by Alfa Romeo GB with a colour-matching Zender body kit. The car seen here is one of the best-preserved of the survivors, having often won prizes at Alfa Concours events.

Final Alfa on show was a brand new Giulia Quadrifoglio, Alfa’s long-awaited and much-lauded hot sports saloon.

ALVIS

This is a 1935 SA Speed Twenty. When new, it represented the height of sophistication, speed and style, allowing the normally chauffeured classes a sporting alternative should they prefer to drive themselves. Bristling with innovation, such as independent front suspension, built-in jacks and chassis lubrication system, the Speed Twenty used the world’s first four-speed synchromesh gearbox, an Alvis patent, which by itself was the price of an Austin 7 rolling chassis. AVC 80 was purchased new in 1935 directly from Alvis by 21-year-old Rolf Pasold for, he said, ‘the price of a house in Henley-on-Thames. Our Jaguar SS coupe was fine for England, but for Czechoslovakia we wanted a quality car’, choosing the Alvis above Lagonda and Bentley. Both the Alvis and the SS were completed in the company livery of Ladybird red and black – the family business, under the Ladybird brand, made clothing for Woolworths. Flying a Union Jack from the spare wheel pillar, he, his brother Eric Pasold OBE, and Jack Matthews, (later Squadron Leader, AFC and Lord Mountbatten’s personal pilot), drove AVC 80 to Czechoslovakia in spring 1935. They chased the magic 100 mph at the Nürburgring and along the new German Autobahn, winning a Concours D’Elegance on the way. Eric later commented in his book Ladybird, Ladybird, ‘we had the hood down and Jack Matthews waved to all the pretty girls en route. The long, low, bright red drophead coupe caused a sensation wherever we stopped.’ It was not long before normal life in Czechoslovakia changed for the worse, and the Alvis was ‘requisitioned’ by the Nazis at gunpoint in 1945 as an escape vehicle, but Rolf found it abandoned in the snow and drove to England, navigating by the stars in the absence of road signs. It is now in splendid condition.

I understand that this rather splendid 1936 car belongs to Dan Geoghegan, the General Manager of the site. It is an SC Charlesworth Saloon. The SC model came out in 1935 and had the larger 2.7-litre engine (good for an easy 90mph) plus improved steering and suspension, a stiffened chassis and twin electric fuel pumps. The low-slung chassis endowed the car with tremendous handling and grip for its day: “’When cornering it is not only free from rolling – the low build sees to that – but the layout is such that it clings to the intended path at quite unexpected speeds, and when centrifugal force does eventually produce a skid, it is of the rear wheels only and easily controlled,” observed Motor Sport’s tester. Motor magazine were equally enthusiastic: “The new Alvis Speed Twenty is the type of car which looks right, feels right and is right. From the driver’s point of view the controls are all just where they are required and the power, speed and acceleration provided by the silky six-cylinder engine are a real eye-opener to anyone accustomed to driving about in more ordinary motor cars.” Although the car was available in rolling chassis form to receive a coachbuilt body of the owner’s choosing, the majority of customers plumped for the handsome Charlesworth Saloon bodywork that you see here. By the time production came to an end in late 1936, just 1,165 Speed Twenties of all types had been built and all are increasingly sought-after today. As copies of the original factory build sheets confirm, this particular car was delivered new to Messrs. Saunders of Buxton on 12th February 1935. Passing through a few more hands in the north of England, it was then acquired by a Barrie Simkins of Wakefield who was to treat it to a total body-off restoration between 1979 and 1986, fully documented by many photographs and invoices in the history file. This included a new ash frame and a full engine rebuild plus much other work. Since the restoration was completed the car has covered some 12,000 miles, and  the car has been continually improved and maintained, primarily by Red Triangle.

From the post-war era was a TD21. Conceived in 1956, the TD21 was quite a departure from the lovely, but rather “post-war” TC21. However, on its arrival in dealer’s showrooms, it quickly set about changing established views of the Alvis. Following the loss of coachbuilders Mulliner and Tickford (who were now tied to other companies), Alvis turned to the Swiss coachbuilder, Graber whose tradition of producing sleek, modern and very elegant saloons and dropheads proved a good fit in terms of the way Alvis saw their future. Graber first presented this new style to the Alvis board in late 1957 who were very impressed with the Swiss company’s flowing design and commissioned the body to be built on the new TD chassis. To ease logistical problems, Park Ward of London, built the Graber designed bodies in the UK. The Alvis Three Litre TD21 Series I was produced between the end of 1958 and April 1962, and was powered by the TC’s 2993 cc engine, uprated by 15bhp to 115 as a result of an improved cylinder head design and an increased compression ratio. A new four-speed gearbox from the Austin-Healey 100 was incorporated, while the suspension remained similar to the cars predecessor, independent at the front using coil springs and leaf springs at the rear, but the track was increased slightly and a front anti-roll bar added. From 1959 the all drum brake set up was changed to discs at the front retaining drums at the rear. In April 1962, the car was upgraded with four wheel Dunlop disc brakes in place of the disc/drum combination, aluminium doors, a five-speed ZF gearbox and pretty recessed spotlights either side of the grille, these improvements coming together to create the TD21 Series II. The car  would be updated in 1963 to create the TE21, with its distinctive dual headlights proving a recognition point, and the later TF21, continuing in production until 1967 at which point Alvis ceased car manufacture.

There was also a Graber bodied TF. Just 6 of these were built, and they are all slightly different. This one belongs to the FBHVC’s research director, Paul Chasney.

ASTON MARTIN

Representing the longest lived design in Aston Martin’s history was this V8 Coupe. By the mid 1960s, Aston Martin’s customers had been clamouring for an eight-cylinder car, so Aston Martin designed a larger car. The engine was not ready, however, so in 1967 the company released the DBS with the straight-six Vantage engine from the DB6. Two years later, Tadek Marek’s V8 was ready, and Aston released the DBS V8. Though the body and name was shared with the six-cylinder DBS, the V8 sold for much more. The body was a modern reinterpretation of the traditional Aston Martin look, with a squared-off grille and four headlights (though some consider the styling derivative of the early Ford Mustang). Distinguishing features of the V8 model are the larger front air dam and lack of wire wheels, though some six-cylinder DBS cars also used the V8’s alloy wheels. The tail lights were taken from the Hillman Hunter. A road test report of the time noted that the car had gained 250 lb in weight with the fitting of the V8 in place of the previously used six-cylinder unit, despite the manufacturer’s assurance that the engine weighed only 30 lb more than the older straight-six. Other contributions to the weight gain included heavier ventilated brake discs, air conditioning, fatter tyres, a new and stronger ZF gearbox as well as some extra bodywork beneath the front bumper. Marek’s V8 engine displaced 5,340 cc and used Bosch fuel injection. Output was not officially released, but estimates centre around 315 hp. The DBS V8 could hit 60 mph in 5.9 seconds and had a top speed of nearly 160 mph. 402 DBS V8s were built. In April 1972, the DBS V8 became just the Aston Martin V8 as the six-cylinder DBS was dropped, leaving just this car and the six-cylinder Vantage in production. The V8 became known as the AM V8, a model retroactively referred to as the Series 2 V8 to separate it from later models. Visual differences included twin quartz headlights and a mesh grille, a front design which was to last until the end of production in 1989. AM V8 cars, produced from May 1972 through July 1973, used a similar engine to the DBS V8, albeit with Bosch fuel injection rather than the earlier carburettors. Just 288 Series 2 cars were built. Although David Brown had left the company, he had overseen development of this model. The first 34 cars still carried leftover “DBS V8” badging. The car switched back to Weber carburettors for the Series 3 in 1973, ostensibly to help the car pass new stricter emissions standards in California but most likely because Aston Martin was unable to make the Bosch fuel injection system work correctly. These cars are distinguished by a taller bonnet scoop to accommodate four twin-choke (two-barrel) Weber carbs. The car produced 310 hp and could reach 60 mph in 6.1 seconds with an automatic transmission or 5.7 with a manual. Performance suffered with emissions regulations, falling to 288 hp in 1976. The next year, a more powerful “Stage 1” engine with new camshafts and exhaust brought it up to 305 hp. Production of Series 3 cars lasted from 1973 through October 1978, but was halted for all of 1975. 967 examples were produced in this time. While earlier V8 cars have louvers cut into the little panel mounted beneath the rear windshield, the Series 3 and later cars instead have a small lip at the bottom of this panel, just ahead of the leading edge of the bootlid. The “Oscar India” specification was introduced in October 1978 at the Birmingham International Motor Show. Visually, the former scoop on the bonnet gave way to a closed “power bulge”, while a spoiler was integrated into the tail. Most Oscar India cars were equipped with a Chrysler “Torqueflite” three-speed automatic transmission, with wood trim fitted for the first time since the DB2/4 of the 1950s. Just 352 Oscar India models were built from 1978 through 1985. The power of the now de-smogged engines kept dropping on American market cars, down to a low of 245 hp in the early eighties. The convertible “Volante” was introduced in June 1978, but featured the Series 4 bonnet a few months before the coupé received the Oscar India update. The Volante Series 1 weighs 70 kg (155 lb) more than the coupé, due to the necessity of reinforcing the frame. US market cars received much larger bumpers beginning with the 1980 model year, adding weight and somewhat marring the car’s lines. Owners of US-specified cars often modify them to have the slimmer European bumpers. By 1981, the success of the Volante meant that the coupé model was only built on individual demand. The fuel-injected Series 5 cars were introduced in January 1986 at the New York International Auto Show. The compact Weber/Marelli system no longer needed the space of the previous carburettors, so the bonnet bulge was virtually eliminated. 405 Series 5 cars were built before production ceased in 1989. The Volante Series 2 received the same changes; 216 were built.

With the DB7, produced from September 1994 to December 2004, Aston Martin made more cars from a single model than all Astons previously made, with over 7000 built. Known internally as the NPX project, the DB7 was made mostly with resources from Jaguar and had the financial backing of the Ford Motor Company, owner of Aston Martin from 1988 to 2007. The DB7’s platform was an evolution of the Jaguar XJS’s, though with many changes. The styling started life as the still-born Jaguar F type (XJ41 – coupe / XJ42 – convertible) designed by Keith Helfet. Ford cancelled this car and the general design was grafted onto an XJS platform. The styling received modest changes by Ian Callum so that it looked like an Aston Martin. The first generation Jaguar XK-8 also uses an evolution of the XJ-S/DB7 platform and the cars share a family resemblance, though the Aston Martin was significantly more expensive and rare. The prototype was complete by November 1992, and debuted at the Geneva Motor Show in March, 1993, with the car positioned as an “entry-level” model below the hand-built V8 Virage introduced a few years earlier. With production of the Virage (soon rechristened “V8” following Vantage styling revisions) continuing at Newport Pagnell, a new factory was acquired at Bloxham, Oxfordshire that had previously been used to produce the Jaguar XJ220, where every DB7 would be built throughout its production run. The DB7 and its relatives were the only Aston Martins produced in Bloxham and the only ones with a steel unit construction inherited from Jaguar. Aston Martin had traditionally used aluminium for the bodies of their cars, and models introduced after the DB7 use aluminium for the chassis as well as for many major body parts. The convertible Volante version was unveiled at the North American International Auto Show in Detroit in 1996. Both versions have a supercharged straight-six engine that produced 335 bhp and 361 lb·ft of torque. The Works Service provided a special Driving Dynamics package, which greatly enhanced performance and handling for drivers who wanted more than what the standard configuration offered. In 1999, the more powerful DB7 V12 Vantage was introduced at the Geneva Motor Show. Its 5.9 litre, 48-valve, V12 engine produced 420 bhp and 400 lb·ft of torque. It has a compression ratio of 10.3:1. Transmissions were available with either a TREMEC T-56 six speed manual or a ZF 5HP30 five speed automatic gearbox. Aston Martin claimed it had a top speed of either 186 mph with the manual gearbox or 165 mph with the automatic gearbox, and would accelerate from 0–60 mph in 4.9 seconds. It is 4,692 mm long, 1,830 mm (72.0 in) wide, 1,243 mm (48.9 in) high, with a weight of 1,800 kg (3,968.3 lb). After the launch of the Vantage, sales of the supercharged straight-6 engine DB7 had reduced considerably and so production was ended by mid-1999. In 2002, a new variant was launched, named V12 GT or V12 GTA when equipped with an automatic transmission. It was essentially an improved version of the Vantage, its V12 engine producing 435 bhp and 410 lb·ft of torque for the manual GT, although the automatic GTA retained the 420 bhp and 400 lb·ft of torque of the standard DB7 Vantage. Additionally, the GT and GTA chassis had substantially updated suspension from the DB7 Vantage models. Aesthetically, compared to the Vantage it has a mesh front grille, vents in the bonnet, a boot spoiler, an aluminium gear lever, optional carbon fibre trim and new wheels. It also has 14.0 in front and 13.0 in rear vented disc brakes made by Brembo. When being tested by Jeremy Clarkson on Top Gear in 2003, he demonstrated the car’s ability to pull away in fourth gear and continue until it hit the rev limiter: the speedometer indicated 135 mph. Production of the GT and GTA was extremely limited, as only 190 GT’s and 112 GTA’s were produced worldwide with 17 of them shipped to the US market, for a total of 302 cars

Just 100 of these DB7 Zagato models were made. Introduced at the Pebble Beach Concours d’Elegance in August 2002 and later shown at the Paris Motor Show in October 2002, the Zagato was immediately sold out. Only 99 examples were sold to the public, though one extra was produced for the Aston Martin museum. Like the DB7 Vantage on which it is based, the Zagato is powered by a 6.0 litre V12 engine and controlled via a 6-speed manual transmission. It has a top speed of 186 mph (299 km/h) and a 0–60 mph acceleration time of 4.9 seconds. Unlike the later DB AR1, the Zagato was built on a shortened chassis.

Follow on to the DB7 was the DB9 (there has never been a car called DB8 – supposedly because people might have assumed this meant a V8 engine), and there was a nice example here. The Aston Martin DB9, designed by Marek Reichmann and Hendrik Fisker, was first shown by Aston Martin at the 2003 Frankfurt Auto Show, in coupe form. It was widely praised for the beauty of its lines. This was the first model to be built at Aston Martin’s Gaydon facility. It was built on the VH platform, which would become the basis for all subsequent Aston models. The Aston Martin DB9 was initially launched equipped with a 6.0 litre V12 engine, originally taken from the V12 Vanquish. The engine produced 420 lbf·ft of torque at 5,000 rpm and a maximum power of 444 hp at 6,000 rpm, allowing the DB9 to accelerate from 0 to 60 mph in 4.7 seconds and a top speed of 299 km/h (186 mph). The engine largely sits behind the front-axle line to improve weight distribution. Changes to the engine for the 2013 model year increased the power to 503 hp and torque to 457 lb-ft, decreasing the 0 to 60 mph time to 4.50 seconds and with a new top speed is 295 km/h (183 mph). The DB9 was available with either a six-speed conventional manual gearbox from Graziano or a six-speed ZF automatic gearbox featuring paddle-operated semi-automatic mode. The gearbox is rear-mounted and is driven by a carbon-fibre tail shaft inside a cast aluminium torque tube. The DB9 was the first Aston Martin model to be designed and developed on Ford’s aluminium VH (vertical/horizontal) platform. The body structure is composed of aluminium and composites melded together by mechanically fixed self-piercing rivets and robotic assisted adhesive bonding techniques. The bonded aluminium structure is claimed to possess more than double the torsional rigidity of its predecessor’s, despite being 25 percent lighter. The DB9 also contains anti-roll bars and double wishbone suspension, supported by coil springs. To keep the back-end in control under heavy acceleration or braking, the rear suspension has additional anti-squat and anti-lift technology. Later versions of the car also features three modes for the tuning: normal, for every-day use, sport, for more precise movement at the cost of ride comfort, and track, which furthers the effects of the sport setting. The Aston Martin DB9 Volante, the convertible version of the DB9 coupe, followed a few months later. The chassis, though stiffer, uses the same base VH platform. To protect occupants from rollovers, the Volante has strengthened windscreen pillars and added two pop-up hoops behind the rear seats. The hoops cannot be disabled and will break the car’s rear window if deployed. In an effort to improve the Volante’s ride while cruising, Aston Martin have softened the springs and lightened the anti-roll bars in the Volante, leading to a gentler suspension. The retractable roof of the Volante is made of folding fabric and takes 17 seconds to be put up or down. The Volante weighs 59 kilograms (130 pounds) more than the coupe. The coupe and Volante both share the same semi-automatic and automatic gearboxes and engine. The car was limited to 266 km/h (165 mph) to retain the integrity of the roof. Like the coupe, the original Volante has 420 lb·ft of torque at 5,000 rpm and a maximum power of 450 hp at 6,000 rpm. The 0 to 60 mph slowed to 4.9 seconds due to the additional weight. The DB9 was facelifted in July 2008, which mainly amounted to an increase in engine power, to 476 hp and a redesigned centre console. Externally, the DB9 remained virtually unchanged. For the 2013 model year revision, Aston made minor changes to the bodywork by adapting designs from the Virage, including enlarging the recessed headlight clusters with bi-xenon lights and LED daytime strips, widening the front splitter, updating the grille and side heat extractors, updating the LED rear lights with clear lenses and integrating a new rear spoiler with the boot lid. .On newer models, like the coupe’s, the Volante’s horsepower and torque increased to 517 PS (510 hp) and 457 lb·ft respectively. As a finale for the model, a more powerful DB9 was released in 2015, called the DB9 GT. This had 540 bhp and 457 lb-ft of torque at 5500 rpm, giving a 0 to 60mph time of 4.4 seconds and 0 to 100mph in 10.2 seconds, with the standing quarter mile dispatched in 12.8 to 12.9 seconds and a top speed of 183mph. Production of the DB9 ended in 2016 being replaced by its successor, the DB11.

More numerous were examples of the V8 Vantage range, with a number of versions of the car here. It was not long before customers sought more power, and the result was the addition of the  V12-engined version, the V12 Vantage. This was previewed by a concept shown in late 2007, and known as the V12 Vantage RS, which featured the V12 engine from the DBS producing 510 hp. The power along with the weight of 3,704 pounds allowed the car to reach 60 mph in 4.1 seconds and achieve a top speed of 190 mph (310 km/h).Development prototypes of the V12 Vantage RS appeared in April 2008 before Aston Martin unveiled the official V12 Vantage in 2009. This was very similar to the concept.

Final car here was a GT8, a limited edition car from 2016, of which just 150 cars were made. Sporting many of the same external modifications as were made to the earlier sell-out GT12, this one had the V8 engine under the bonnet.

ATALANTA

Bicester is home for the Atalanta project. The original 1937 car used Albert Gough’s somewhat erratic 4-cylinder overhead-cam 1496 cc 78 bhp and 1996 cc 98 bhp engines with three valves and two spark plugs per cylinder which had been previously fitted to some Frazer Nashes where Gough had worked. An Arnott supercharged version was also available. Three or four-speed gearboxes were offered. The car had a tubular steel chassis and all round independent suspension using coil springs. Two-seat open sports and two-seat drophead coupé bodies built by Abbott were available. From 1938 the car could be had with a 4·3-litre V-12 Lincoln-Zephyr engine giving 112 bhp which proved to be the more popular. The car had a 3-speed gearbox. A four-seat version on a slightly longer chassis was made as well as the two-seaters. The cars were very expensive and the outbreak of war stopped production after only about 20 cars were made. The company continued in existence making pumps and becoming Atalanta Engineering Ltd. Brand new cars are now going to be produced, looking very much like the 1930s originals.

AUDI

Still well-regarded over 35 years since its launch is the Quattro, a legend which transformed rallying and brought the idea of four wheel drive as a performance benefit to the market. The idea for a high-performance four-wheel-drive car was proposed by Audi’s chassis engineer, Jörg Bensinger, in 1977, when he found that the Volkswagen Iltis could outperform any other vehicle in snow, no matter how powerful. Bensinger’s idea was to start developing an Audi 80 variant in co-operation with Walter Treser, Director of Pre-Development.. Following an unveiling on 1st March 1980, Audi released the original Quattro to European customers in late 1980, with the car featuring Audi’s quattro permanent four-wheel drive system (hence its name), and the first to mate four-wheel drive with a turbocharged engine. The original engine was the 2,144 cc  in-line-5-cylinder 10 valve SOHC, with a turbocharger and intercooler. It produced 197 bhp propelling the Quattro from 0 to 100 km/h in 7.1 seconds, and reaching a top speed of over 220 km/h (137 mph). The engine was eventually modified to a 2,226 cc  inline-5 10 valve, still producing 197 bhp, but with peak torque lower in the rev-range. In 1989, it was then changed to a 2,226 cc inline-5 20v DOHC setup producing 217 bhp, now with a top speed of 230 km/h (143 mph) Audi Quattros are referred to among owners and enthusiasts by their engine codes, to differentiate between the earlier and later versions: the earliest  2144 cc 10v being the “WR” engine, the 2226 cc 10v being the “MB” engine, and the later 20v being the “RR” engine. Hence, Quattro models may be referred to as either the WR Quattro, MB Quattro, and RR or “20v” Quattro, respectively. Quattro car production was 11,452 vehicles over the period 1980–1991,and through this 11 year production span, despite some touch-ups, there were no major changes in the visual design of the vehicle. For the 1983 model year, the dash was switched from an analogue instrument cluster, to a green digital LCD electronic instrument cluster. This was later changed in 1988 to an orange LCD electronic instrument cluster. The interior was redesigned in 1984, and featured a whole new dash layout, new steering wheel design, and new centre console design, the switches around the instrument panel were also redesigned at this time. In 1985 the dash changed slightly with harder foam and lost a diagonal stripe, the dash switches were varied slightly and the diff lock pull knob gave way to a two-position turning knob with volt and oil temp digital readouts. External styling received very little modification during its production run. Originally, the car had a flat fronted grille featuring four separate headlamp lenses, one for each of the low and high beam units. This was altered for the 1983 model year, and replaced with combined units featuring a single lens, but housing twin reflectors. This was changed again, for the 1985 model year, in what has become known as the ‘facelift model’ and included such alterations as a new sloping front grille, headlights, and trim and badging changes. Max speed was 124 mph. The RR 20v Quattro also featured a new three spoke steering wheel design, leather covering for door arm rests, gloveboxes, centre console and door pockets. There was also a full length leather-wrapped centre console running all the way to the rear seats. The 20v was also the first Ur-Q to have “quattro” script interior with partial leather seats. The floor on the drivers side had a bulge due to dual catalytic exhaust setup. The different models may be distinguished by the emblems on their boot lids: the WR had a vinyl ‘quattro’ decal or a brushed aluminium effect plastic emblem, the MB had chrome plated ‘audi’, ‘audi rings’ and ‘quattro’ emblems, whilst the RR had only chrome plated ‘audi rings’. The rear suspension was altered early on with geometry changes and removal of the rear anti-roll bar to reduce a tendency for lift-off oversteer. For the 1984 facelift, the wheel size went from 6×15-inch with 205/60-15 tyres to 8×15-inch wheels with 215/50-15 tyres. At the same time the suspension was lowered 20 mm with slightly stiffer springs for improved handling. For 1987, the Torsen centre differential was used for the first time, replacing the manual centre differential lock. The last original Audi Quattro was produced on 17 May 1991, more than two years after the first models of the new Audi Coupe range (based on the 1986 Audi 80) had been produced.

Many of the components in the Quattro were shared with this car, a second generation Audi 80. This had been launched in September 1978, as a four door saloon, like its predecessor, and available with a small number of different engines and trims. Deliveries of the fuel injected GLE and two door bodied cars began early in 1979. The body of the B2 Audi 80 was designed by Giorgetto Giugiaro. No Estate or Avant variant was available, as the Volkswagen Passat filled that role, as the B2 was intended to move the 80 upmarket from the mid-sized family segment to a compact executive model pitched to rival the BMW 3-Series. The corresponding B2 version of the Passat appeared two years later, and although the two cars shared the same platform and running gear as before, the Passat had a much stronger visual identity distinct from its Audi 80 sister in comparison with the B1. The 80 first became available with four-wheel drive in 1983. The model was essentially an Ur-Quattro without the turbocharger and with saloon bodywork.  The four-wheel drive 80, however, weighed more than a front-wheel drive Audi 100 CD with the same 2144 cc 136 PS engine, and with its worse aerodynamics it was slower than the larger, better equipped, and lower-priced 100. The 80 quattro received twin headlamps, a front spoiler with integrated foglights, and a body-coloured rubber spoiler on the rear. There was also a “quattro” script on the bootlid and a twin exhaust. The luggage compartment was marginally smaller.  The 80 quattro was a bargain compared to the Ur-Quattro, but less so in comparison with the two-wheel drive 80 GTE or the 100 CD, although they did not offer the impressive road holding that the quattros do.In 1983, the 80 Sport was introduced in the UK, based on the GTE. It came with quattro-style Ronal alloys, rubber rear spoiler, deep chin spoiler, striped charcoal Recaro interior, and optional body graphics including full-length “Audi Sport” stripes, and it was one of those which was to be seen here. In mid-1984, Audi gave the B2 a subtle facelift with tail lights resembling the ones of the Typ 44 Audi 100, and different front and rear bumpers and headlights and an updated interior, and introduced the 90 nameplate for the 5 cylinder cars, pushing them still further up-market. The 1.6- and 1.8-litre 4 cylinder engines were replaced by newer iterations of the same, enabling the fitment of catalytic converters. The saloons were offered until late 1986 in Europe, and the B2-based Audi Coupé lasted through to 1988 before being changed.

There was also an example of the Coupe model that took the place of the iconic Quattro shape at the end of the 80s, but which never found quite the same level of popularity when new, or even now.

AUSTIN

There were numerous examples of the diminutive Seven, Herbert Austin’s 1922 masterpiece which is widely credited with putting Britain on wheels. The little car would go on to be produced until 1939, in a variety of different body styles, including several sporting and open two seater designs. Several different ones were to be seen here.

There were a couple of the larger Austin Six models here, too. These large cars were branded Six, as they had six cylinders, which must have been confusing when the car that was branded Seven was so named because of its HP rating. The Austin Twelve was introduced in 1921. It was the second of Herbert Austin’s post World War I models and was in many ways a scaled-down version of his Austin Twenty, introduced in 1919. The slower than expected sales of the Twenty brought about this divergence from his intended one-model policy. The Twelve was announced at the beginning of November 1921 after Austin’s company had been in receivership for six months. Twelve refers to its fiscal horse power (12.8) rather than its bhp which was 20 and later 27. The long-stroke engines encouraged by the tax regime, 72 x 102 later 72 x 114.5, had much greater low-speed torque than the bhp rating suggests. Initially available as a tourer, by 1922 three body styles were offered: the four-seat tourer, the two/four-seater (both at £550) and the coupé at £675. The car enjoyed success throughout the vintage era with annual sales peaking at 14,000 in 1927. While the mechanical specification changed little (the engine increased from 1661 cc to 1861 cc in 1926), many body styles were offered with saloons becoming more popular as the twenties drew to a close. The car continued in the Austin catalogue and as a taxi option until 1939. The last cars were produced for the War Department in 1940. After the early thirties the car was referred to by the public as the Heavy Twelve to distinguish it from the other, newer, 12HP cars in the Austin catalogue Light Twelve-Four, Light Twelve-Six etc. and received some updating. The artillery style wheels were replaced by wire wheels in 1933 and coil ignition replaced the magneto in 1935. The gearbox was provided with synchromesh between its top two ratios in 1934. The factory catalogued body range was steadily updated with the last of the no longer fashionable Weymann style fabric-covered cars in 1931 and no open tourers after 1934.

There were a couple of examples of the Ten here, the younger dating from January 1936.  The Ten was a model which Austin had launched in 1932, to plug the gap between the diminutive Seven and the larger Twelve models in their range which had been updated in early 1931. The Ten became the marque’s best seller and was produced, in a number of different versions through to 1947. A number of improvements were made to the car in the months following launch, but it was for 1937 when the first really big change came about  with the launch of the almost streamlined Cambridge saloon and Conway cabriolet. Compared with the preceding cars, the passengers and engine were positioned much further forward, the back seat now being rather forward of the back axle. There were six side windows like the Sherborne and the quarter lights were fixed. Again like the Sherborne the forward doors opened rearwards. At the back there was now a compartment large enough to take a trunk as well as more luggage on the open compartment door when it was let down. A new smoother single plate spring-drive clutch was now fitted, the two friction rings carried by the centre plate were held apart by leaf springs. Other changes included Girling brakes with wedge and roller shoe expansion and balance lever compensation using operating rods in tension with automatic compensation between front and rear brakes all four of which might be applied by hand or foot. Drums were now 9 inches diameter. 16-inch steel disc wheels replaced the 18-inch wires Top speed from the 1141cc engine rose to 60 miles per hour.

The Gipsy was produced from 1958 to 1968. It was designed as a replacement for the Austin Champ and to compete with Rover’s Land Rover, which is closely resembled. And yes, Austin picked the name with an “I” spelling rather than gypsy. Unlike the Land Rover, the Gipsy’s bodywork was steel. The suspension was sophisticated, independent suspension all round using Flexitor rubber springs, which gave the Gipsy the ability to travel at high speeds over rough terrain. As an option, later models offered leaf springs on the front and rear. It used a BMC 2199 cc petrol engine based on the one in the Austin A70; the compression ratio was 6.8:1, making the petrol-powered vehicle tolerant of low octane fuel A 2178 cc diesel-engined version was also offered. It was available initially in a 90-inch (later known as the Short wheelbase (SWB) version to which was added a 111-inch Long wheelbase (LWB) from Series II. With the merger of BMC with Leyland to form British Leyland the Austin Gipsy and the Land Rover were being produced by the same company. Production of the Gipsy was stopped after some 21,208 vehicles had been sold.

Austin introduced 2 new models at the 1954 London Motor Show, the family-sized A40/A50 Cambridge saloon and a more costly and more powerful A90 Westminster. This latter used the new BMC C-Series straight-6 engine with single Zenith carburettor and its 2639 cc produced 85 hp which gave a top speed of 85.7 mph and acceleration from 0–60 mph in 18.9 seconds and a fuel consumption of 20.2 mpg. There was independent front suspension using coil springs and wishbones and leaf spring and anti-roll bar on the live axle at the rear. The four-speed transmission had synchromesh on the top three ratios and from 1955 an overdrive unit could be specified. The interior, with leather trim on the de luxe version and PVC on the standard model, had a split bench front seat arrangement, although individually adjustable, which if necessary could seat three people abreast. When only two were carried there were, on the de luxe model, fold down centre armrests at the side of each seat. The de luxe model also had a central fold down armrest in the rear. The handbrake was under the dash on the right hand side of the steering column which also carried the gear lever. A heater was standard on the de luxe model but optional on the standard version.  In May 1956, for a brief period only, a derivative of the A90 Six Westminster was announced which was a short boot version of the A105 and had the twin SU carburettor/102 hp version of the 2.6-litre C series engine with overdrive as standard. In October 1956 the A105 received the longer wheelbase with overdrive as standard and automatic transmission as an option. Twin fog lights heater and wheeltrims were standard although a radio was still an option. Twotone paint and white-wall tyres were introduced for visual effect. Very few short boot versions of the A105 were produced and they are now quite rare. The A90 was updated for autumn 1956 as the A95. Along with more power, the A95 was longer and now offered an estate model. Overdrive and an automatic transmission were new as well, something of a novelty in British cars of the time. The Westminster name was dropped from the sales literature for the A95 and the A105 although, oddly, the drivers’ handbooks still used the name Westminster to title the illustration of the saloon. The estate version was titled Countryman. Nevertheless, most enthusiasts still refer to them as Westminsters.Both the A95 and A105 were produced together until 1959.  28,065 A95s and 6,770 A105s were built. Seen here is an A105 dating from 1957.

Follow on to the A55 Cambridge of the mid 50s was another car called A55 Cambridge, but whereas the first had been unique to Austin in its design, the A55 Cambridge Series 2 was one of the range of cars produced by BMC which came to be known as the “Farina” saloons. The concept goes back to the the mid 1950s, by which time the BMC organisation was well established, and it dominated the UK market with a 39% share. Plans were made for a complete new range of cars that would encompass all the marques: Austin, Morris, MG, Riley and Wolseley. Italian stylist Pininfarina was commissioned to design them. The first model to appear was the A40, launched early in 1958. Whilst that car was only ever sold with Austin badges, the next of Pininfarina’s designs to appear would go on to be sold with each of the 5 marque’s badges attached. These upper-medium sized family cars were released over a period of months, starting in late 1958 with the Wolseley 15/60. This was followed by the A55 Cambridge Mark II, the Morris Oxford Series V, the MG Magnette Series III and the Riley 4/68. The same basic body style was applied to all, with just trim differences, and in the case of the MG and Riley, more powerful engines thanks to a twin carburettor set up under the bonnet, introducing the world to the concept of “badge engineering”. Whilst the styling was something of an amalgam of Italian glamour and a touch of Americana, with prominent tail fins, under the skin the cars were very conventional. Whilst some may have been disappointed that BMC had not been more adventurous, this was an era when home car maintenance was an established part of the suburban landscape, so simplicity was not completely unwelcome. The familiar 1.5-litre B-Series engine, four-speed manual and straightforward rear-wheel drive gave it solid appeal to many middle-class buyers, especially those horrified by the black magic of the newly launched front-drive Mini. All 5 cars were four-door saloons, with estate versions of the Austin and Morris being added to the range a few months later. A facelift was applied to them all in late 1961, when the tail fins were toned down and an enlarged 1622cc B Series engine found its way under the bonnet, with more power, new names came in for the Wolseley which became the 16/60 and the Austin which adopted the A60 Cambridge name. Seen here was an example of the A60 Cambridge.

Also styled by Pininfarina were the large BMC cars, sold with fewer of the Group’s badges on them. As well as a top spec Vanden Plas model, there was only a Wolseley, the 6/99 and later 6/110 and the Austin Westminster. First seen in 1959, the Westminster was also known as the A99 and it had the 2912 cc C-Series straight-6 engine with twin SU carburettors from the Austin-Healey 3000 under the bonnet. This engine produced 103 hp in Westminster tune. A three-speed all-synchromesh manual gearbox with a Borg-Warner overdrive unit was fitted as standard, or a Borg-Warner automatic transmission as an option. Power-assisted Lockheed brakes with 10.75 in (273 mm) discs on the front wheels were also new. It was updated in 1961, resulting in the A110 Westminster. This version had an extended (by 2 in) wheelbase, which allowed more space in the rear compartment as well as improving the roadholding, a floor-mounted gear lever. 13 in wheels were substituted in 1964’s Mark II models. Wolseley produced a 6/110 version, and there was a Vanden Plas Princess Mark II with the C-Series engine, now uprated to 120 hp. The same basic body was also used for a Rolls Royce-engined Vanden Plas Princess 4 Litre R, and the body even formed part of a prototype Bentley. The Westminster range was finally replaced by the Austin 3-Litre in 1968. 26,105 A110s were built. There were a couple of A110 Westminster Mark II here.

With the ADO17 Austin/Morris 1800 cars having ended up two classes above the volume selling 1100/1300 cars, BL needed a true mid-sized car, and that is where ADO15 came in. Developed during the mid 1960s, the car eventually made its debut as the Maxi on 1st May 1969. Promoted as the “5 of everything” car, it had 5 doors, 5 gears (both unusual in the market in those days) as well as 5 seats. It also featured a brand new engine, the 1500cc E Series, which was not really up to the task. It was also saddled with what by common consent was one of the most recalcitrant gearchanges ever inflicted on a production car, with a lever operated by rods which had to be carefully lined up to persuade the next gear to engage. That aside, the car had huge potential and a vast amount of space in a footprint that measures less than 14 feet in length. A revised version was launched in the autumn of 1970, with a cable operated gearchange and the option of a more powerful and torquey 1750cc engine. Sadly, apart from adding the twin carburettor HLS version to the range in 1972, that was about all that BL did to the design in the next 10 years. Talk about starving a model of its full potential. The last few cars were branded Series 2 and had new bumpers and interior trim, but that was about it. There were a couple of Maxi models here, including a Maxi 2.

ADO71 was the replacement for the ADO17 1800/2200 cars, and they were launched on 29th March 1975, having been eagerly awaited for some time. This was an era when there were very few spy photos of prototypes published (or leaked) unlike today, so it was quite a shock to discover the bold new wedge styling that Harris Mann had proposed on the new car. I do recall – and now I can confess – getting hold of a couple of brochures for the car some weeks before launch, as my parents were in the process of buying a new Mini, and I spotted them on the shelf in the dealer’s office. At launch, the car was called the 18-22 Series, and came in Austin, Morris and Wolseley versions, with the 1798cc B Series and 2226cc E Series engines carried over. In this guise, the model last only until September before the range was revised and a new name was adopted, Princess. Not surprisingly, there are very few of the pre-Princess cars still left. As well as an Austin 1800HL, there was also one of the top of the range Wolseley models here. Produced for just 6 months, there never were  many of these cars made. In September 1975, the model was rechristened the Princess, and was sold with the same choice of 1800 or 2200cc engines, in HL and HLS trim. Princess 2 arrived in the summer of 1978 when the venerable B Series engines were replaced by the all new O Series unit, offered in 1700 and 2000cc guises. Minor changes to the trim and decor were made at this time. The car seen here was a Princess 1800HL.

It was March 1983 when LM10, the new mid-sized Austin-Rover Group car was finally revealed. Design work on this one had started back in the mid 70s, even before the Metro, but the decision had been taken to prioritise the smaller car, with the result that by the time the Maestro appeared, it already looked a bit old-fashioned. There was no doubting its roominess, though, which was achieved partly because this was an attribute that BL always focused on, and also because it was a physically larger car than many of its rivals, straddling the C-segment cars like the Golf and Escort and the larger D-Segment machines such as the Sierra and Cavalier. Delayed it may have been, but the new engine for the more potent models was still not ready, so the first 1600cc cars came with the R Series unit, a hasty update on the E Series, which lasted only a year or so. 1300cc models still had the A+ unit, and still had the four speed gearbox, or the 3+E in the case of the 1.3 HLE economy model, which was disappointing as five speed units were at least an option on all the car’s rivals. The British press gave it a cautious welcome, but you could tell that they were a little disappointed. No amount of promoting the talking dashboard, a new technology gimmick was going to get over that, sadly. Nor was the fact that there was a lively MG version which hit the streets a few months later. Installation of the new S series engines in 1984, the announcement of the 2 litre MG version (which was widely praised as being a very good car) and upgraded trim over the years did little to change the car’s image and reputation, and although sales were steady, they never got close to the volumes an over-optimistic maker had forecast at launch.

AUSTIN-HEALEY

There were several examples of the “Big Healey” here, one of Britain’s most popular classics. Donald Healey had been producing a range of expensive sports cars from the 1940s, cars such as the Silverstone, the Abbott and the Farnham. For the 1952 London Motor Show, he produced a new design, which was called the Healey Hundred, based on Austin A90 mechanicals, which he intended to produce in-house at his small car company in Warwick. It was one of the stars of the 1952 Show, and it so impressed Leonard Lord, the Managing Director of Austin, who was looking for a replacement to the unsuccessful A90. that Lord struck a deal with Healey on the spot, to build it in quantity. Bodies made by Jensen Motors would be given Austin mechanical components at Austin’s Longbridge factory. The car was renamed the Austin-Healey 100, in reference to the fact that the car had a top speed of 100 mph. Production got under way in 1953, with Austin-Healey 100s being finished at Austin’s Longbridge plant alongside the A90 and based on fully trimmed and painted body/chassis units produced by Jensen in West Bromwich—in an arrangement the two companies previously had explored with the Austin A40 Sports. By early 1956, production was running at 200 cars a month, 150 of which were being sold in California. Between 1953 and 1956, 14,634 Austin-Healey 100s were produced, the vast majority of them, as was the case for most cars in this post war era, going for export. The car was replaced by an updated model in 1956, called the 100-6. It had a longer wheelbase,  redesigned bodywork with an oval shaped grille, a fixed windscreen and two occasional seats added (which in 1958 became an option with the introduction of the two-seat BN6 produced in parallel with the 2+2 BN4), and the engine was replaced by one based on the six-cylinder BMC C-Series engine. In 1959, the engine capacity was increased from 2.6 to 2.9 litres and the car renamed the Austin-Healey 3000. Both 2-seat and 2+2 variants were offered. It continued in this form until production ceased in late 1967. The Big Healey, as the car became known after the 1958 launch of the much smaller Austin-Healey Sprite, is a popular classic now. You come across the 3000 models more frequently than the 100s, as they accounted for more than 60% of all Big Healey production.

There was also a number of the smaller stablemate, the “Frog Eye”. Known officially as the Sprite, it was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year’s Monaco Grand Prix. It was intended to be a low-cost model that “a chap could keep in his bike shed”, yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down. It was produced for a little over 3 years before being replaced by a Mark 2 version, which was then joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as “Spridgets.” The first Sprite quickly became affectionately known as the “frogeye” in the UK and the “bugeye” in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car’s designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker’s emigration to the US in 1957. The car’s distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport.  The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey’s chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell’s floor pan. The Sprite’s chassis design was the world’s first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at MIRA (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment. The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 and Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8 inch SU carburettors which gave it 43 hp at 5200 rpm and 52 lb/ft at 3300 rpm. When tested by “The Motor” magazine  in 1958. It had a top speed of 82.9 mph and could accelerate from 0-60 mph in 20.5 seconds. Fuel consumption of 43 mpg was recorded. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage. The BMC Competition Department entered Austin Healey Sprites in major international races and rallies, their first major success coming when John Sprinzel and Willy Cave won their class on the 1958 Alpine Rally. Private competitors also competed with much success in Sprites. Because of its affordability and practicality, the Austin Healey Sprite was developed into a formidable competition car, assuming many variants by John Sprinzel, Speedwell and WSM. The Sebring Sprite became the most iconic of the racing breed of Austin Healey Sprites. Many owners use their Austin Healey Sprites in competition today, fifty years after its introduction. 48,987 “frogeye” Sprites were made and the car remains popular to this day.

In 1961, the Sprite was replaced by a new model, which was little more than a badge-engineered version of the new MG Midget. It would evolve in the same ways as the MG, until rationalisation plans killed it off in 1971.

BENTLEY

There were several Bentley models here, with the oldest an S Type Saloon. A close relative of the Rolls Royce Silver Cloud, the S Type was first revealed in April 1955. It represented a complete redesign of the standard production car, the R Type (which had started off as the Mark VI). It was a more generously sized five- or six-seater saloon with the body manufactured in pressed steel with stressed skin construction, with the doors, bonnet and boot lid made of aluminium. The external appearance was very different, although the car still had the traditional radiator grille. Compared to the outgoing R Type, the new model had a three inch longer wheelbase, was lower of build without reducing headroom and with an enlarged luggage boot, softer suspension with electrically operated control of rear dampers, lighter steering and improved braking. The engine, still a clear descendants of the one originally used in the Rolls-Royce Twenty from 1922 to 1929, had its capacity increased to 4887cc, and a four-speed automatic gearbox was standard, with the ability to select individual ratios if desired, which was enough to give the Bentley a top speed of just over 100 mph and 0 – 60 acceleration times of around 13 seconds. Standard and from 1957, long wheelbase saloons were offered and  some were sent to the coachbuilders for alternative bodies to be fitted. An upgrade in 1959, creating the S2, saw the installation of a new V8 engine, and in 1962, the S3 cars gained four round headlights. 3072 S Types were made, 145 of them with coachbuilt bodies as well as 35 of the long wheelbase cars, before the model was replaced by the new T Type in 1965.  Seen here were a regular S Type and a Continental Flying Spur.

The Corniche was the Coupe (and Convertible) version of the T Series, and equivalent Rolls Royce Silver Shadow. Bodied by Mulliner Park Ward, these elegant cars were produced from 1967 until 1980.

More recent were this Mulsanne, the Bentley version of the Silver Spirit. Taking its name from Bentley’s motorsport history, which included five victories at the 24 Hours of Le Mans between 1924 and 1930 — the ‘Mulsanne Straight’ being the stretch of the Le Mans racecourse where cars reach their highest speeds – the car was launched in October 1980, sharing the traditional 6750 cc  Rolls-Royce V8 with aluminium alloy cylinder heads with the Silver Spirit. Things got more interesting at the Geneva Motor Show in 1982 when Bentley announced the Mulsanne Turbo, which had a 50% increase in power thanks to the Garrett AiResearch turbocharger. There was the usual highly polished walnut veneered fascia, blemish-free leather and carpets and headlining of pure wool for the interior. 498 short wheelbase and 18 long wheelbase Mulsanne Turbos were built in the following three years. The Mulsanne Turbo was replaced by the Turbo R, which used a fuel injected version of the same engine. A British racing green Turbo has been used in the two James Bond stories Nobody Lives Forever and Role of Honour by John Gardner. The Mulsanne needed a refresh by 1987, so the company spiced it up with the introduction of the Mulsanne S. Although this model lacked its turbocharger, many of its other details were similar to the Turbo R, including that car’s alloy wheels and interior, and the suspension was firmed up for a more sporting ride. The rectangular headlamps from the 1980s gave way to quad round units for 1989, and the model lasted until 1992.

A more recent Bentley was this Arnage.

BERKLEY

Among the smallest cars on show were these Berkley models. The Berkeley automobile was a collaboration between designer Lawrence “Lawrie” Bond and the Berkeley Coachworks factory owned by Charles Panter, which at the time was one of the largest manufacturers of caravans in Europe. It was an ideal project for Berkeley, who had developed considerable skills in the use of Glass-reinforced plastic, and were looking for something to fill the gaps in the very seasonal caravan market. What Panter and Bond wanted to achieve was “something good enough to win World 750cc races… but cheap, safe, easily repairable and pretty.”The early cars were an immediate success on the home market, and several derivative models were spawned over the four years of car production. Export markets, most notably the United States, were exploited and the cars earned a reputation for fun, if fragile, sports motoring on a budget. Recognising the threat posed by the newly introduced Mini and Austin-Healey Sprite in the late fifties, the company started to develop a more conventional model with the support of Ford. The caravan market collapsed towards the end of 1960, and Berkeley’s poor cash flow forced the company into liquidation on 12 December 1960, taking its car manufacturing activities with it. After having produced about 4100 cars of various types, the workforce was laid off shortly before Christmas that year. An attempted sale of the company to Sharp’s Commercials Ltd (manufacturer of the Bond Minicar) came to nothing, and the company’s assets were liquidated in 1961. The factory was later used by Kayser Bondor Ltd to make women’s underwear, but it was demolished in 2002 and the site turned over to housing. A road named ‘Berkeley Close’ in the housing estate provides the only obvious link to the car factory. Today there is an active owner’s club (the Berkeley Enthusiasts’ Club), which provides a range of parts and services aimed at preserving the remaining few hundred cars known to survive worldwide. Berkeley’s first production car was the ‘Sports’ (type SA322), announced in September 1956 and produced from October 1956 to January 1957. Production began with two prototypes (registered RMJ395 and RMJ946), which were seen being tested with enthusiasm around the neighbourhood of Biggleswade in the late summer of 1956. Stirling Moss drove one at Goodwood in September, and the car was launched to the public at the 1956 London Motor Show – one year ahead of the Lotus Elite, which was also to be of fibreglass monocoque construction. Bond’s attractive 2-seater open tourer design capitalised on Berkeley’s GRP experience, and consisted of three large mouldings (floor or ‘punt’, nose, tail) with no conventional chassis. The front edges to the doors slanted forward so that when the doors were opened they hinged upwards and then closed by themselves. Although usually configured as a two-seater with simple bench seat, a hatch could be removed from behind the front seat, revealing a compartment normally containing the spare wheel and some luggage space which could double as a basic seat for a small child. Equipment was basic, even the fuel gauge was an optional extra. Power was provided by a British Anzani twin-cylinder 322 cc two-stroke engine producing 15 bhp and mounted transversely, driving the front wheels via a chain and three-speed gearbox. The engine was already used by various motorcycle manufacturers such as Cotton and Greeves, but in the Berkeley was fitted with a Siba Dynastart to provide both battery charging and electric starting. It was a very advanced two-stroke engine which incorporated a rotary inlet valve mechanism in the centre of the crankshaft. The gearbox was a three-speed Albion HJR5, utilising a steering column-mounted gearchange.The car had all-round independent suspension by coil springs and in spite of the tiny engine gave remarkably good performance owing to its light weight (kerb weight 605 lb and excellent roadholding. Girling hydraulic brakes with 7 in drums were used. After 163 of the SA322 cars had been manufactured, a change was made to the SE328 model with a 328 cc Excelsior engine offering 18 bhp. The production run ran from Jan 1957 to April 1958 with chassis numbers from 164 to 1422, many being exported to the United States where it sold for approximately $1600. The manufacture touted the number 70, meaning it could reach 70 mph and had an average fuel economy of 70 mpg. The export model was differentiated by having separate headlamps whereas on the home market they were faired into the wings, although the export type lamps could be specified. Early cars from Jan 1957 to about chassis number 476 in June 1957 still used a column gear change. During their production run a Deluxe model was offered which was bodily the same but featured polished wheel trims and spinners, tachometer and twin carburettors. The chassis plate was similar to the Anzani type on the early cars but was later changed to a printed type fitted to the bulkhead above the brake master cylinder. Most of these cars had the three-speed gearbox similar to the Anzani except for the mounting flanges. All of the cars had the sloping leading edges to the doors. The SE328 enjoyed considerable success and press exposure through their involvement with lightweight motor racing, and their famous drivers included Pat Moss who drove one in the 1958 Liège-Brescia-Liège rally for cars up to 500cc. The Berkeley team – a works-supported entry of six cars including BBC commentator Robin Richards – led as far as Slovenia, but slow climbing in summer heat found their weakness and Pat ended up being towed back to Italy by another Berkeley. None of the Berkeleys finished the event. In late 1957 a new derivative model was introduced, using a 30 bhp Excelsior three-cylinder 492 cc engine with triple carburettors. This engine configuration was made possible by the vertically split crankcase of the Excelsior engine and modular crankshaft and barrels, which made adding a central cylinder relatively easy. A four speed gearbox was standardised. The top speed was now 80 mph. The production ran from October 1957 to March 1959 with chassis numbered 1 to 666. From about October 1958, in order to coincide with the introduction of the ‘Foursome’, they were renamed the ‘Twosome’. Also at the 1958 Motor Show a Fixed Head (or Hardtop) was announced and displayed that had external as well as the usual internal door handles, but there are no records that this body style actually reached production. It is probable that cars pre chassis number 120 (approx), about April 1958, had similar bodies to the early Berkeley “Sports” cars. Cars from about April 1958 to the end of production had vertical front door edges and internal door hinges, as well as body moulding and a few mechanical changes. Early cars were fitted with the four speed TR gearbox whilst later cars had the larger and stronger VR gearbox. The cars enjoyed some success in Motor Sport and Giovanni Lurani bought three which he took to Italy, fitted them with his own design of hardtop, and running them in the 750 cc GT class, one driven by Lorenzo Bandini finishing first in the 1958 Monza 12 hour race. Reliability, always questionable with the air-cooled two-strokes, became more of an issue with the extra heat generated by the triple, and there are many recorded reports of warranty claims. At one point the US authorities appear to have stopped a shipment of Berkeleys at the dock pending rectification of what they considered a serious design issue. There seems little doubt that profitability of the Berkeley programme was impacted as a result of these claims and the aggressive export drive to markets not familiar with the eccentricities of British sports motoring.  Announced in October 1958, the Foursome model was wider and longer than its forebears and differed structurally in that the rear swinging arms were lower and external to the body, and the spare wheel was mounted at the rear of the car. The type reference is supposed to be SE492/4 but one has the reference B.100. The chassis numbers are D1/1 to D1/19 but then again one example has D1/100, this particular car could be the prototype since it appears in publicity pictures. The list price of the Foursome was £700 including Purchase Tax, with an additional £28 for the optional hardtop. Seen here is a Twosome.

BMW and ALPINA

The BMW Car Club had a large display, with a wide variety of BMW and Alpina models to see. Whilst some of them were very familiar, as they were current or very recent models, still very evident on our streets, there were plenty of older and much rare cars as well.

Perhaps my favourite of all the BMWs here was this rather splendid E3 3.0 S. The E3 cars were BMW’s top of the line saloons made from 1968 to 1977. The first cars had the choice of 2500 or 2800 in-line six cylinder engines. More power was added, as the engines got larger, with the 3 litre available in carburettor and fuel injected format and the top of the range had a 3.3 litre injected engine and was available with a longer wheelbase. Expensive when new compared to rivals such as the top of the range Ford Granada or the Jaguar XJ6, they are a rare sighting these days.

Related to the saloons were the E9 coupe models, and there was an example of one of those here, a 3.0 CSL. These two-door coupés were built for BMW by Karmann from 1968 to 1975 and were developed from the New Class-based BMW 2000 CS coupé. The first of the E9 coupés, the 2800 CS, replaced the 2000 C and 2000 CS in 1968. The wheelbase and length were increased to allow the engine bay to be long enough to accommodate the new straight-six engine code-named M30, and the front of the car was restyled to resemble the E3 saloon. The rear axle, however, remained the same as that used in the lesser “Neue Klasse” models and the rear brakes were initially drums – meaning that the 2800 saloon was a better performing car, as it was also lighter. The CS’ advantages were thus strictly optical to begin with The 2800 CS used the 2,788 cc version of the engine used in the E3 2800 ssaloon. The engine produced 170 hp.The 2800CS was replaced by the 3.0 CS and 3.0 CSi in 1971. The engine had been bored out to give a displacement of 2,986 cc, and was offered with a 9.0:1 compression ratio, twin carburettors, and 180 hp in the 3.0 CS or a 9.5:1 compression ratio, Bosch D-Jetronic fuel injection, and 200 hp in the 3.0 CSi. There was a 4 speed manual and an automatic transmission variant. Introduced in May 1972, the 3.0 CSL was a homologation special built to make the car eligible for racing in the European Touring Car Championship. 1,265 were built. The “L” in the designation meant leicht (light), unlike in other BMW designations, where it meant lang (long). The lightness was achieved by using thinner steel to build the unit body, deleting the trim and soundproofing, using aluminium alloy doors, bonnet, and boot lid, and using Perspex side windows. The five hundred 3.0 CSLs exported to the United Kingdom were not quite as light as the others, as the importer had insisted on retaining the soundproofing, electric windows, and stock E9 bumpers on these cars. Initially using the same engine as the 3.0 CS, the 3.0 CSL was given a very small increase in displacement to 3,003 cc by increasing the engine bore by one quarter of a millimetre. This was done in August 1972 to allow the CSL to be raced in the “over three litre” racing category, allowing for some increase in displacement in the racing cars. In 1973,the engine in the 3.0 CSL was given another, more substantial increase in displacement to 3,153 cc by increasing the stroke to 84 mm. This final version of the 3.0 CSL was homologated in July 1973 along with an aerodynamic package including a large air dam, short fins running along the front fenders, a spoiler above and behind the trailing edge of the roof, and a tall rear wing. The rear wings were not installed at the factory, but were left in the boot for installation after purchase. This was done because the wings were illegal for use on German roads. The full aero package earned the racing CSLs the nickname “Batmobile”.  In 1973, Toine Hezemans won the European Touring Car Championship in a 3.0 CSL and co-drove a 3.0 CSL with Dieter Quester to a class victory at Le Mans. Hezemans and Quester had driven to second place at the 1973 German Touring Car Grand Prix at Nürburgring, being beaten only by Chris Amon and Hans-Joachim Stuck in another 3.0 CSL 3.0 CSLs would win the European Touring Car Championship again in every year from 1975 to 1979. The 3.0 CSL was raced in the IMSA GT Championship in 1975, with Sam Posey, Brian Redman, and Ronnie Peterson winning races during the season. The first two BMW Art Cars were 3.0 CSLs; the first was painted by Alexander Calder and the second by Frank Stella.

From the same time period were a number of 02 Series cars. The 1600-2, as the first “02 Series” BMW was designated, was an entry-level BMW, and was smaller, less expensive, and less well-appointed than the New Class Sedan on which it was based. BMW’s design director Wilhelm Hofmeister assigned the two-door project to staff designers Georg Bertram and Manfred Rennen. The 9.1 in shorter length and wheelbase and lighter weight of the two-door sedan made it more suitable than the original New Class sedan for sporting applications. As a result, the two door sedan became the basis of the sporting 02 Series. The 1600-2 (the “-2” meaning “2-door”) made its debut at the Geneva Show in March 1966 and was sold until 1975, with the designation being simplified to “1602” in 1971. The 1.6 litre M10 engine produced 84 hp at 5,700 rpm and 96 lb·ft. A high performance version, the 1600 TI, was introduced in September 1967. With a compression ratio of 9.5:1 and the dual Solex PHH side-draft carburettor system from the 1800 TI, the 1600 TI produced 110 hp at 6,000 rpm. Also introduced in September 1967 was a limited-production cabriolet, which would be produced by Baur from 1967 through 1971. A hatchback 1600 Touring model was introduced in 1971 but was discontinued in 1972. It was what came next which was more significant. Helmut Werner Bönsch, BMW’s director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a two litre engine installed in a 1600-2 for their respective personal use. When they realised they had both made the same modification to their own cars, they prepared a joint proposal to BMW’s board to manufacture a two litre version of the 1600-2. At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States. As per the larger coupe and 4-door saloon models, the 2.0 engine was sold in two states of tune: the base single-carburettor 2002 producing 101 hp and the dual-carburettor high compression 2002 ti producing 119 hp.In 1971, the Baur cabriolet was switched from the 1.6 litre engine to the 2.0 litre engine to become the 2002 cabriolet, the Touring hatchback version of the 02 Series became available with all engine sizes available in the 02 Series at the time and the 2002 tii was introduced as the replacement for the 2002 ti. The 2002 tii used the fuel-injected 130 hp engine from the 2000 tii, which resulted in a top speed of 185 km/h (115 mph). A 2002 tii Touring model was available throughout the run of the tii engine and the Touring body, both of which ended production in 1974. The 2002 Turbo was launched at the 1973 Frankfurt Motor Show. This was BMW’s first turbocharged production car and the first turbocharged car since General Motors’ brief offerings in the early 1960s. It produced 170 hp. The 2002 Turbo used the 2002 tii engine with a KKK turbocharger and a compression ratio of 6.9:1 in order to prevent engine knocking. Kugelfischer mechanical fuel injection was used, with a sliding throttle plate instead of the usual throttle butterfly. The 2002 Turbo was introduced just before the 1973 oil crisis, therefore only 1,672 were built. The 1802 was introduced in 1971 and was available with either the original 2-door sedan body or the 3-door Touring hatchback introduced that year. Production of the Touring model continued until 1974, with the 1802 sedan ending production the following year. The 1502, an economy model with an engine displacement of 1573 cc was introduced in 1975. This engine had a lower compression ratio of 8.0:1, therefore standard-octane petrol could be used. While the rest of the 02 Series was replaced in 1975 by the E21 3 Series, the 1502 was continued until 1977. As well as a nice example of the Baur 2002 Cabrio, there were a couple of 2002 Tii cars here, one of them the well-known white model belonging to Classic and Sports Car magazine’s David Evans, looking very splendid after a significant restoration last year.

BMW E21 is the first generation of the BMW 3 Series compact executive car, produced by from 1975 to 1981. Most E21s were sold as 2-door compact sedans, however a Baur cabriolet was also available. Under the direction of its 51% percent shareholder, Herbert Quandt, BMW decided upon a replacement for their aging 02 Series. Paul Bracq, Director of Design at BMW from 1970 to 1974, is credited with setting the design direction of the E21. In July 1975, BMW’s Board of Management first presented this new model series in the Munich Olympic Stadium for public appraisal. The frontal view of the new car was dominated by the BMW trademark kidney grille standing out clearly from the radiator cover. The styling of the new car bore a resemblance to the BMW E12 5 Series. The wedge shape of the two-door model was distinctive, extending all the way to the unusually high rear end. In response to criticism of the tail design, a black plastic trim panel between the tail lights was added.[citation needed] Like many other BMW models, the C-pillar of the E21 features a Hofmeister kink. The cockpit design of the E21 marked the introduction of a new design concept, with the centre console and central dashboard area angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded. The suspension incorporated rack and pinion steering and MacPherson strut suspension at the front, and semi-trailing arm type independent suspension at the rear. The rear suspension design causes camber changes, which can introduce “snap oversteer” at the handling limits, and the car was castigated repeatedly for this (now, of course, the press would shout in joy about such an attribute! The power assisted brakes were discs on the front wheels, while the rear wheels had drum brakes. Initially, a Getrag four-speed manual was the standard transmission fitment. Five-speed overdrive Getrag gearboxes were fitted as standard in 1980, but close ratio ‘sport’ gearboxes were available at the car’s release as an option. Alternatively, purchasers could opt for the ZF 3 HP-22 three-speed automatic transmission. At the E21’s release, three models were available: with 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 4-cylinder engine. To differentiate between models, the 320 model came with dual headlights, while the 316 and 318 had single headlights. The fuel-injected 320i was introduced at the end of 1975. It featured the M10 4-cylinder engine with Bosch K-Jetronic fuel injection, and a limited slip differential was available as an option. At the 1977 International Auto Show in Frankfurt, BMW unveiled its new variants of the E21, featuring the new straight-6 M20 engines (which were initially called “M60”). BMW had invested DM 110 million the M20 engine series. The 4-cylinder 320 model was replaced with the 320/6, featuring a 2.0 version of the M20 engine. The 323i model was introduced, featuring 2.3 litre with 141 hp, which gave the 323i a top speed of 200 km/h (124 mph). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels. Options include power steering, a 5-speed close-ratio ‘dogleg’ sport gearbox, and 25% limited slip differential. For the 1980 model year, the four-cylinder models were upgraded: the 1.8 litre carburetted M10 unit was revised to produce 89 hp and entered the market in the updated 316, while a fuel-injected version of the 1.8 litre M10 was introduced in the 318i model (which replaced the carburetted 318 as the mid-range model). The 320is model (USA only) was released in 1980 using a 1.8 litre version of the M10.  The “S Package” featured Recaro sport seats, a modified dash with no air conditioning (A/C could be added by the dealer), upgraded suspension components that included a rear anti-roll bar and a larger front anti-roll bar, a 5-speed transmission and limited-slip differential, cross-spoke alloy wheels, an upgraded tool kit, a dual operation manual sunroof, an AM/FM Blaupunkt radio with cassette player, fog lights, a 3-spoke leather-wrapped steering wheel and leather shift knob, a front air dam, a “delete” of the alphanumeric 320i markers on the rear boot lid and a limited color palate of white, silver or black. Just 2,500 320is’s were produced. In 1981, the economy model 315 was introduced as a reaction to the second “oil crisis” in late 1979. More spartan than the other E21 models, it was the last E21 to be built and shared production with the E30. Seen here were a 323i and a 323i Baur Cabrio.

The first car to bear the 6 Series nomenclature was the E24, which was launched in 1976, as a replacement for the E9 model 3.0 CS and CSL coupés first produced in 1965. The 3.0 CS was almost changed by adding a few centimeters in height to make it easier for customers to get into the car. However, Bob Lutz rebelled against the decision and rough drafted an alternative version that soon became the 6 series. Production started in March 1976 with two models: the 630 CS and 633 CSi. Originally the bodies were manufactured by Karmann, but production was later taken in-house to BMW. In July 1978 a more powerful variant, the 635 CSi, was introduced that featured as standard a special close-ratio 5-speed gearbox and a single piece black rear spoiler. The bigger bore and shorter stroke facilitated max 218 hp at 5200rpm and a better torque curve. For the first year, the 635 CSi was offered in three colours (Polaris, Henna Red, Graphite), and could also be spotted by the front air dam that did not have attached fog lights. These simple cosmetic changes reportedly worked to reduce uplift on the car at high speeds by almost 15% over the non-spoiler body shape. This early model shared suspension components with the inaugural BMW 5-series, the E12. In 1979 the carburettor 630 CS was replaced with the 628 CSi with its fuel injected 2.8 litre engine taken from the BMW 528i. In 1980 the 635 CSi gained the central locking system that is also controlled from the boot. Also, the E24 body style converted from L-jetronic injection to a Bosch Motronic DME. In 1982 (Europe) and 1983 (US), the E24 changed slightly in appearance, with an improved interior and slightly modified exterior. At the same time, the 635 CSi received a new engine, a slightly smaller-bored and longer-stroked 3430 cc six to replace the former 3453 cc engine and became available with a wide-ratio 5-speed manual or an automatic. This slight change was in fact a major change as pre-1982 cars were based on the E12 5-series chassis; after mid-1982, E24s shared the improved E28 5-series chassis. The only parts that remained the same were some of the exterior body panels. E24s produced after June 1987 came with new, ellipsoid headlamps which projects beam more directly onto road surface (newly introduced E32 7-series also sporting them). The sleeker European bumpers were also discontinued. Previous cars had either a European-standard bumper or a larger, reinforced bumper to meet the US standard requiring bumpers to withstand impact at 5 mph (8 km/h) without damage to safety-related components. 1989 was the last year for the E24 with production stopping in April. The E24 was supplanted by the considerably heavier, more complex, and more exclusive 8 Series. BMW Motorsport introduced the M 635 CSi in Europe at the Frankfurt Motor Show in 1983. It is essentially an E24 powered by the powerplant of the BMW M1 – the M88 with 286 PS). Most of the cars were equipped with special metric 415 mm diameter wheels requiring Michelin TRX tyres. A catalysed, lower compression ratio version of the car with the S38 engine (260 PS ) was introduced in the U.S. in 1987. All M6 cars came standard with a 25% rear limited slip differential. U.S. models included additional comforts that were usually optional on models sold in Europe such as Nappa leather power seats and a dedicated rear A/C unit with a centre beverage chiller.  4,088 M 635 CSi cars were built between 1983 and 1988 with 1,767 U.S. M6 built. Seen here were an early 633 CSi and a later M635 CSi.

It was nice to see an E28 M5, the first model to bear the now legendary name. This M5 made its debut at Amsterdam Motor Show in February 1984. It was the product of demand for an automobile with the carrying capacity of a saloon, but the overall appearance of a sports car. It utilised the 535xi chassis and an evolution of the bodykit from the M535i. At its launch, the E28 M5 was the fastest production sedan in the world. The first generation M5 was hand-built in Preussenstrasse/Munich prior to the 1986 Motorsport factory summer vacation. Thereafter, M5 production was moved to Daimlerstrasse in Garching where the remainder were built by hand. Production of the M5 continued until November 1988, well after production of the E28 chassis ended in Germany in December 1987.  The M5 was produced in four different versions based on intended export locations. These were the left-hand drive (LHD) Euro spec, the right-hand drive (RHD) UK spec, the LHD North American (NA) spec for the United States and Canada, and the RHD South African (ZA) spec. The European and South African M5s used the M88/3 engine which produced 286 PS. North American 1988 models used the S38B35 engine which was equipped with a catalytic converter and produced 256 hp. With a total production of 2,191 units, the E28 M5 remains among the rarest regular production BMW Motorsport cars – after the BMW M1 (456 units), BMW E34 M5 Touring (891 units), and the BMW 850CSi (1510 units).

The second generation 3 series was the  E30 and this was well represented not just with a standard car, but also the much-respected M3 and later M3 Evo.

Now a rare sighting, this is a second generation 7 Series, an E32 in BMW development speak.

There were a couple of examples of the E31 8 Series, a car which found less favour than everyone expected when it was new. While it did supplant the original E24 based 6 Series in 1991, a common misconception is that the 8 Series was developed as a successor. It was actually an entirely new class aimed at a different market, however, with a substantially higher price and better performance than the 6 series. Design of the 8 Series began in 1984, with the final design phase and production development starting in 1986. The 8 Series debuted at the Frankfurt Motor Show (IAA) in early September 1989. The 8 Series was designed to move beyond the market of the original 6 Series. The 8 Series had substantially improved performance, however, as well as a far higher purchase price. Over 1.5 billion Deutsche Mark was spent on total development. BMW used CAD tools, still unusual at the time, to design the car’s all-new body. Combined with wind tunnel testing, the resulting car had a drag coefficient of 0.29, a major improvement from the previous BMW M6/635CSi’s 0.39. The 8 Series supercar offered the first V-12 engine mated to a 6-speed manual gearbox on a road car. It was the first car to feature CAN bus—a form of multiplex wiring for cars that is now an industry standard. It was also one of the first vehicles to be fitted with an electronic drive-by-wire throttle. The 8 Series was one of BMW’s first cars, together with the Z1, to use a multi-link rear axle. While CAD modelling allowed the car’s unibody to be 8 lb (3 kg) lighter than that of its predecessor, the car was significantly heavier when completed due to the large engine and added luxury items—a source of criticism from those who wanted BMW to concentrate on the driving experience. Some of the car’s weight may have been due to its pillarless “hardtop” body style, which lacked a “B” post. Sales of the 8 Series were affected by the global recession of the early 1990s, the Persian Gulf War, and energy price spikes. As a result, plans for the M8 supercar were dropped in 1991. A cheaper 8 cylinder 840CI joined the range in 1993 in an effort to boost sales, and to an extent it, did but this was still not enough and BMW pulled the 8 Series from the North American market in 1997, having sold only 7,232 cars over seven years. BMW continued production for Europe until 1999. The ultimate worldwide production total was 31,062.

There was also an Alpina version of the 8 Series. Definitely a rare car now, as it was pretty exclusive when new, this is a B12 5.0 Coupe. Developed in 1990, the B12 5.0 was subject to the same sort of modifications that Alpina make to all their cars. The 5 litre V12  engine was reworked and put out 350 bhp, which meant it could hit 60 mph in 6.8 seconds. Just five right-hand drive B12 5.0 Alpinas were produced, from a total production run of only 97 examples. In 1994, Alpina produced a 5.7 litre version, and that was even more exclusive, with just 57 of those being made.

There was also a Z1 here, the very striking sports car that was produced only for a short period between 1989 and 1991. The first example of the Z1 was released by BMW to the press in 1986 and later officially presented at the 1987 Frankfurt Motor Show. Initial demand was so fierce that BMW had 5,000 orders before production began. The Z1 was designed over a three-year period by an in-house division of BMW Forschung und Technik GmbH. The development of the Z1 is attributed to Ulrich Bez and his team at BMW Technik GmbH. The BMW Z1 was used to develop and debut several technologies. Z1 designer Harm Lagaay mentioned that Z1 production helped generate patents for BMW’s high-intensity discharge lamp, integrated roll-bar, door mechanism, and underbody tray.  Both the engine and the five-speed manual transmission were sourced from the E30 325i. The 2.5 litre 12-valve SOHC straight-six engine sits tilted 20 degrees to the right to accommodate the low bonnet line. The engine produces 168 hp at 5,800 rpm and 164 lb·ft of torque in its original form. The rear suspension, called the Z Axle, was specially designed for the Z1 and this was one of the first BMWs to feature a multi-link design. In the 1990s, the Z Axle would be used on a variety of BMW Group vehicles, including the E36, 3 series, and the R40 Rover 75.The chassis was specially designed for the Z1 and featured a number of innovative features: removable body panels, continuously zinc welded seams, a composite undertray, and the unusual dropped doors. Parts of the car (including the engine, gearbox, and front suspension) were borrowed from the BMW E30 325i and 325Ix, but most of the Z1’s components are unique to the model, and that had the consequence of making it expensive. The body was made from plastic and could be removed completely from the chassis. The side panels and doors are made of General Electric’s XENOY thermoplastic. The hood, trunk, and roof cover are GRP components made by Seger + Hoffman AG. The car is painted in a special flexible lacquer finish developed jointly by AKZO Coatings and BMW Technik GmbH. During the Z1s launch, BMW suggested that owners purchase an additional set of body panels and change the colour of the car from time to time. The car could actually be driven with all of the panels completely removed, similar to the Pontiac Fiero. BMW noted that the body could be completely replaced in 40 minutes, although Z1 owners have reported that this may be optimistic. The entire vehicle was designed with aerodynamics in mind. Specifically, the entire undertray is completely flat and the exhaust and rear valance were designed as integral aerodynamic components to decrease turbulence and rear lift. The front end reportedly induces a high-pressure zone just forward of the front wheels to increase front-wheel traction.The Z1 has a drag coefficient of 0.36 Cd with the top up or 0.43 Cd with it down. The doors retract vertically down into the car’s body instead of swinging outward or upward. The Kaiser Darrin was the first car to have retractable doors; they slid forward into the front wings. The inspiration for these doors came from more traditional roadsters which often feature removable metal or cloth doors. Because removable doors did not fit within BMW’s design goals, the retractable doors were installed instead. The body with its high sills, offers crash protection independent of the doors, the vehicle may be legally and safely driven with the doors up or down, although this is not legal in the U.S. The windows may be operated independently of the doors, although they do retract automatically if the door is lowered. Both the window and door are driven by electric motors through toothed rubber belts and may be moved manually in an emergency. It took a while to get the Z1 into production, by which time demand had dropped considerably, perhaps due to reduced demand from speculators. In the end,  BMW only produced 8,000 Z1 models. 6,443 of these were sold in BMW’s native German market. The country to receive the second-greatest number of Z1s, Italy, received less than 7% of the total sold domestically. BMW was reportedly unable to build more than 10 to 20 Z1 vehicles each day. None were initially sold in North America, although examples have been independently imported since the car’s launch. More than half of all Z1 vehicles (specifically, 4,091) were produced for the 1990 model year. Seventy-eight Z1 vehicles were reportedly used as test mules, although most were later sold without a warranty and, presumably, at a lower price. The Z1 was available in six exterior colours and four interior colours. Most (6,177) were red, black, or green with a dark grey interior. Light yellow exterior (fun-gelb in German or fun yellow in English, with 33 examples made and cars with a red interior (38 examples made) are the rarest Z1 colours. The colours swimming pool blue and oh-so-orange were reserved for the car’s designers, Bez and Lagaay. Reportedly, some 1,101 Z1 vehicles were delivered without a factory radio installed. In these vehicles, BMWS AG installed an aftermarket Sony radio in its place. None of the Z1 vehicles were sold with air conditioning. The vehicle’s dashboard is very small and there was no room for both heat and cooling units. Some Z1 vehicles were converted using BMW E30 parts to have air conditioning, but reportedly the heater elements had to be removed. Although prices did drop from the new car cost of around £40,000, these have never been cheap cars to buy, and these days values are increasing again.

Almost a modern classic before production ceased, the M135i Coupe had most of the attributes of an M car without being one. And BMW were most emphatic about that.

Something rather different was this M4-based  DTM car.

One of the rarer cars of the morning was this E12 based B7S Turbo. Whilst Alpina is now relatively well known, at least among the enthusiast community, back when this car was new, it would have been something that very few people would have heard of. Just 60 of these B7S Turbo cars were built between November 1981 and May 1982. Even before it was launched, the Alpina B7 Turbo, which had debuted in the autumn of 1978,  had been the fastest 4 door saloon in the world, and this one took performance to new levels. Unlike the B7 Turbo which had a 3.0 litre six cylinder engine, the B7S had a 3.5 litre unit, with a KKK Turbocharger with boost up to 0.9 bar, which gave the car an output of 330 bhp and 500 Nm of torque, resulting in a top speed of 261 mp/h, and a 0- 100 km/h time of 5.8 seconds. The gearbox was a Getrag 5 speed manual unit that had been developed for the 745i. Uprated Bilstein suspension was fitted, with height adjustable rear dampers and the car had what for the time were huge wheels, 205/55 16″ at the front and 225/55 at the rear.  Inside the car was much like the B7 Turbo but with a black roof lining. All 60 cars were finished in the same shade of Sapphire Blue Metallic as this one.

This Alpina C2 2.5S was based on the E30 Cabrio. Like most Alpina models, the engine changes were significant. The first C2 combined the wider bore of the M20B25 with the slightly larger 76.8 mm crankshaft of an M20B23, to create a torquier engine of 2552 cc. This version put out 185 PS and 195 lb·ft, 74 units were built between 1985 and November 1986. After the C2 2.7 appeared in the spring of 1986, the 2.5 was slightly upgraded and gained five horsepower. However, to indicate its “little brother” position in the lineup, the name was changed to C1 2.5. When the September 1987 facelift model of the E30 was introduced, the 2.5 litre C1 was discontinued, although a few cars were finished into 1988. The larger 2.7 litre unit was introduced in February 1986 in uncatalysed C2/1 form. This engine, sharing the dimensions of the M20B27, develops a whopping 210 PS at 5800 rpm and shows what the engine was really capable of. Originally installed in the E30-based Alpina C2 2.7, with available four-wheel drive, the catalysed C2/2 appeared in the interim C2 2.7 Kat in March 1987. This was then renamed “B3 2.7” five months later, by which time the “C2” labelled cars were discontinued. The B3 2.7 continued to be available until June 1992, in all body variants and drivetrain configurations (excepting automatics) in which the E30 was offered. Around 1988, 26 “B6”-labelled C2-engined E30s were built for export to Japan, where the B6 3.5 had a hard time passing emissions regulations. Later C2 2.5 models (C2 /3 2.5) were based on the 325i. Alpina used the M20B25 engine with very few modifications compared to earlier models. Again the cylinder head was decked to increase compression ratio, and it was ported and polished. The ECU was also remapped. Max power is 190 bhp, with 235 Nm of torque. 0–100 km/h was achieved in 7.2 seconds. Top speed is 220 km/h. Only 50 cars were built. The C2 /1 2.7 used the 325e eta model engine block, crank and rods, but with custom flat head pistons provided by MAHLE. Originally Alpina modified the “200” casting number cylinder head specific to the 325e with bigger intake valves, larger air intake ports, and redesigned the valve chamber for better flow. A more aggressive camshaft was used, with higher lift and duration, and harder valve springs were installed. Compression ratio was increased to 10.2:1. The C2/1 2.7 made 210 bhp with 267 Nm of torque and was the fastest E30 available at the time (227 km/h top speed). 108 cars were built. Later C2 /2 2.7 (and early 1987 B3 2.7) used the M20B25 block with ETA (325e) crank and rods. The intake manifold was also redesigned for better flow. The head was decked to improve compression ratio (10.1:1 for models with the 731 head, 9.6:1 for later “885” head models with catalytic converter ) and matched with custom pistons – flat MAHLE pistons for engines equipped with the 731 head, and domed KS pistons for engines equipped with the 885 head. Larger throttle bodies were installed (the C2/2 version uses the same throttle body as the M20B25 325i). A total of 309 cars were built between 1986 and 1987. The C2/2 2.7 makes 204 bhp and 266 Nm of torque. Top speed is 224 km/h and 0-100 kp/h is achieved in 7.5 seconds.

Next up was an E39-based B10 3.3S. The B10 was launched at the March 1997 Geneva Show, and ran for just 2 years before being replaced by a more potent 3.3 litre version. It had an engine based on BMW’s 6 cylinder 2.8 litre unit, but enlarged to 3.2 litres, with lightweight Mahle pistons, modified cylinder head and combustion chamber, and a revised Siemens engine management system, all of which combined to give it an output of 260 bhp, making it almost as fast as the BMW 540i of the day. a car whose price it undercut. It was only offered with a 5 speed manual gearbox. Other Alpina changes included revised suspension, and the usual Alpina touches to the inside, A Touring version was also available.  The later 3.3 model had 280 bhp from a 3.3 litre engine and the option of a Switchtronic automatic gearbox. There were also 340 bhp V8 and with the D10, diesel power E39-based models offered.

The Alpina version of the E85 Z4 came at the 2003 Frankfurt Show and was called the Roadster S. Based on the 3 litre Z4, it used an Alpina tuned version of the older N52 engine to give 300 bhp which was coupled to a 6 speed auto box. Alpina modified the suspension and made minor tweaks to the exterior as well as applying their usual changes to the interior.

Other Alpina models here were the B3 version of the E36 3 Series Touring and the current XD3, the first crossover-based Alpina model.

BOND

This is a Bond 2 litre, a car that few could identify with confidence. Bond had started making cars in 1949, with the launch of a small three-wheeler, and they produced a number of incarnations during the 1950s. Launched in 1963, the Equipe GT was Bond’s first four wheel car, a sports car, with fibreglass two door body. Essentially it was a Triumph Herald chassis cab, complete with bulkhead, windscreen and doors, with the Triumph Spitfire 1147 cc engine The doors had slightly revised glass, to accommodate the fibreglass, fastback roof and rear assembly. The Herald’s forward hinged bonnet was replaced with a revised version giving an excellent, clean sportscar-like appearance. This was replaced by the GT4S model in 1964, offering 4 seats, and an opening boot lid, and still powered by the same 63 bhp Spitfire engine. In front, the beautiful Italianate bonnet styling was somewhat compromised by the addition of the quad headlights from the Reliant Scimitar, flanking a cut-down version of the original Herald grille. A bonnet scoop was also added. A 75 bhp 1296cc engine was introduced in 1967 just one month after the same upgrade had been applied to the Spitfire,  and at the same time the front disc brakes were enlarged and the design of the rear suspension (one component not carried over unmodified from the Triumph Spitfire) received “attention”.. This model was called the GT4S 1300.   During the life of this car, it was not uncommon to see Triumph Heralds modified by the fitting of a Bond Equipe bonnet, as all the side body lines matched perfectly. Less common were Bond Equipes, bizarrely fitted with Herald front ends. In August 1967, 19 months before the take-over by Reliant in February 1969, the new Equipe 2 Litre was introduced. Based partly on styling proposals by Trevor Fiore but mainly designed by Bond’s own in-house designer, Alan Pounder, the doors had new skins and all external traces of the Triumph Herald were gone, with the exception of the windscreen surround. The Reliant Scimitar headlamps were retained, but were now incorporated into a more stylish, full width grille. At the rear, the Lucas triple-bullet tail-lamps were replaced and this version of the car began to resemble the later Reliant Scimitar SS1, which would not in fact appear for another twenty years. This model had the six-cylinder 95 bhp 2-litre Triumph Vitesse chassis and engine, giving a top speed of 100 mph. It was further uprated to the Mk 2 version in 1968, at which time a convertible version was also offered. Production ended in August 1970 when Reliant, which had acquired Bond in 1969, closed the factory. The GT4S was the most numerous, with 1934 cars made, as well as a further 571 examples of the GT4S 1300, but Bond also made 451 of the original models and 591 2 litre Saloons and 841 Convertibles.

BRISTOL

This 403 is an example of the second body design produced by Bristol Cars. First seen on the 401 model, which replaced the first ever Bristol model, the 400, a program of updates saw the car morph into the 403 (the 402 having been an open topped version of the 401) and this car was then produced between 1953 and 1955, the third of the eventual five series of Bristols powered by the BMW-derived pushrod straight-six engine. It replaced both the Bristol 401 and 402 in 1953 and whilst it retained much the same styling as the 401, the new  403 featured many mechanical improvements compared to its predecessor. The 1971 cc six-cylinder engine was modified through the use of bigger valves and larger main bearings with a diameter of 54 mm as against 51 mm on the 400 and 401, which increased the power output to 100 hp as against 85 hp in the 401. The acceleration was markedly improved: the 403 could reach 60 mph in 13.4 seconds as against 16.4 seconds for the 401. The 403 had a top speed of 104 mph. To cope with this increased power, an anti-roll bar was fitted on the front suspension and improved drum brakes known as “Alfins” (Aluminium finned) were fitted. Early models had them on all wheels, but Bristol thought the car was over-braked and they were thus restricted to the front wheels on later 403s. The 403 was the last Bristol to feature a BMW-style radiator grille. It is also noteworthy for having two extra headlamps at the side, almost pre-dating the adoption of the four-headlamp layout in larger cars (Bristol themselves adopted it with the 411 in the late 1960s).

Replacement came in the form of the 404 and 405 ranges. The Bristol 404 came first, manufactured from 1953 to 1958, and the 405 from 1955 to 1958. The 404 was a two-seat coupé and the 405 was available as a four-seat, four-door saloon and as a four-seat, two-door drophead coupé, as seen here. Unlike previous or later Bristol models, there is considerable confusion in nomenclature when it comes to the Bristol 404 and 405. The 404 had a very short-wheelbase (8 feet) as against 9 feet 6 inches for the 405. The 405 itself was seen in two versions. The more common (265 of 308 built) is a four-door saloon built on the standard chassis of the previous Bristols, whilst the 405 drophead coupé or 405D (43 built) had a coupé body by Abbotts of Farnham and most built had a highly tuned (through advanced valve timing) version of the 2 litre six-cylinder engine called the 100C which developed 125 bhp as against the 105 bhp of the standard 100B 405 engine. All engines for the 404 and 405 had higher compression ratios than previous Bristols — 8.5:1 as against 7.5:1. Compared to the 403, the 404 and 405 had an improved gearbox with much shorter gear lever which improved what was already by the standards of the day a very slick gearchange. The 405, though not the 404, had overdrive as standard.

Styled by Zagato, the final Bristol here, a 412, was, along with the Bristol 603, one of two concurrent successors to the long-serving 411 that had carried Bristol Cars through from the late 1960s to the late 1970s. The 412 was the last in the continuously numbered series of Bristols beginning with Bristol 400. Whereas the 603 was a dramatically restyled version of the characteristic Bristol two-door saloon, the 412 was different in that it was a Targa-type convertible with a removable roof that could be placed in the large luggage compartment. The earliest versions of the 412 were also very unusual for a post-World War II car in that the body was made by Zagato in Italy and attached to a chassis built by Bristol Cars in Filton, England. This chassis was almost exactly the same as that of the Bristol 603, but the earliest 412s retained the Chrysler B series petrol engines 6,277 cc that had been used in the 411. However, the second series of 412, which arrived towards the end of 1977, changed to the same 5,899 cc petrol engine as that used in the Bristol 603 and later in its successor, the Bristol Britannia. The 1977 second series cars incorporated front suspension modifications to allow for the lighter engine along with a final drive ratio changed to 2.88:1. Other changes included improved ventilation, redesigned seats and service intervals extended to 10,000 miles. In an effort to move into the United States market, Bristol designed a 412USA that complied with the extremely strict emissions and safety regulations of the US, with a catalytic converter and a much stronger roll bar than on the first 412. However, the company’s specialist status made exporting very difficult and most of these modified 412 models were exported to Europe and markets such as West Germany and Switzerland. An updated version of the car, called the Beaufighter, took over in 1982. Bristol have never revealed production figures, but it is fair to say that not that many 412 were ever built.

BUGATTI

There were a couple of Bugattis models here, a Type 50 and a Type 57 with open Corsica body.

BUICK

Eight

CATERHAM

The Caterham story is one of continual development, a four decade process of honing Colin Chapman’s original design, which is now 60 years old. Since 1973, when Graham Nearn’s Caterham cars took over the rights and manufacture of the fly-weight sportscars, it’s grown more power, better engines, more sophistication in both suspension and powertrains, as well – in some cases – as more space inside and certainly more creature comforts, all while preserving the original character. Caterham completed 42 of the heavier and not that well thought of Series 4 cars before deciding to concentrate on the classic Series 3 design, with a simple space frame chassis clothed in aluminium and glassfibre. At the time of the S3, the power unit was from Ford, with the Crossflow unit developing 84 bhp in GT form with a twin choke carburettor, though twin Webers were never far away. Sevens had started out with Ford side valve power, before the 948cc BMC A Series unit found its way into the car, followed by Ford’s new 1340cc and 1498cc engines, before the head redesign put the intake and the exhaust on opposite sides. When Ford discontinued the Kent engine in 1976, it caused something of a difficulty for Caterham, as this also meant the end of the Twin Cam and the BDR engines, of which Caterham had bought 500 in preceding years, and whilst the final pushrod engines came from South Africa, eventually the supply ran out and a new supplier was needed. At first the firm turned to Vauxhall’s 2 litre unit for the higher powered cars but when the found out that Rover were developing a new and sophisticated twin cam engine, which turned out to be the K Series unit, a deal was struck and the first K Series engined Caterhams appeared in 1991, once the multi-point injection version was available (the single point would have required a bonnet bulge which Caterham did not want). To get round the relative lack of torque, Caterham developed their own close ratio 6 speed gearbox which was lighter than the Ford unit they had been using, and which could cope with larger capacity and more powerful K Series units as Rover made them available. Caterham continued to develop the car throughout the 90s, starting to make their own steering racks among other changes. By the time the K Series and the 240 bhp Vauxhall engines in the HPC car came along, the interior had become plusher with a long cockpit option and a wider variant, the SV. There were now proper bucket seats instead of those with a plywood backrest and in 1996 the handbrake moved from under the dash to the transmission tunnel. This required extra tubing in the chassis, which made it 80% stiffer. The front suspension had gained a proper top wishbone and separate anti-roll bar, but the biggest change came with the adoption of de Dion rear suspension. The move was occasioned by a need to keep the rear wheels linked and parallel to each other, yet still as simple as possible, though the engineers harboured a desire for a fully independent rear end, which finally came about with the CSR version in 2004. This change improved the ride massively on bumpy roads and makes the car feel more planted. The collapse of Rover in 2005 meant the end for the K Series, so there was a switch back to Ford power, using the Sigma engine, which happily fits under the bonnet – something that few modern engines do as they are now often simply too tall. Adding more power is a law of diminishing returns with a Caterham, thanks to the aerodynamics, though there are now an array of different power outputs offered, but the most recent change was a new entry level model, which uses a 660cc Suzuki turbo triple, with a live axle and a similar power to weight ratio to the classic single carb Ford powered models of 30 years ago. However, these days you can get carpets, leather seats and full weather gear if you upgrade to an S pack. Caterham plan to continue to develop the car for as long as they can. To date they have built around 16,000 examples, and it is said that were you to gather 100 models together, you would not find two the same, even though, colour apart, many cars look very similar at a quick glance.

CHEVROLET

This Apache Pickup dates from 1959.

This Corvair Monza Coupe belongs to renowned motoring journalist, Richard Bremner. Plenty has been written about the Corvair, following the publication of consumerist Ralph Nader’s book “Unsafe at any Speed”, even though subsequent research found that the car was no more prone to the things which the non-driving Nader alleged than many others on sale at the same time. Although the book damaged sales, that was not the only reason why the car ultimately was not that commercially successful. Until 1960, the “Big Three” domestic auto manufacturers (General Motors, Ford, and Chrysler) produced only one basic size of passenger cars: large. However, a successful modern “compact car” market segment was established in the US by the 1950 Nash Rambler. Moreover, imports from Europe, such as Volkswagen, Renault, and Fiat, showed that there was demand in the US for small cars, often as a second car or an alternative for budget-minded consumers. While the “Big Three” continued to introduce ever-larger cars during the 1950s, the newly formed American Motors Corporation (AMC) focused its business strategy on smaller-sized and fuel-efficient cars, years before there was a real need for them. The sale success of the Rambler did not go unnoticed, so during 1959 and 1960, the Big Three automakers planned to introduce their own “compact” cars. Most of these designs were scaled-down versions of the conventional American car, using four- or six-cylinder engines instead of V8s, and with bodies about 20% smaller than their standard cars. The exception to this was going to be Chevrolet’s offering, the Corvair. Led by General Manager Cole, Chevrolet designed a revolutionary new car. It was powered by an air-cooled horizontal six-cylinder 2.3 litre engine made almost entirely out of aluminium, which initially produced 80 bhp. The engine was mounted in the rear of the car, driving the rear wheels through a compact transaxle. Suspension was independent at all four wheels. There was no conventional frame, it was the first unibody built by Fisher Body. The tyres were an entirely new wide low-profile design. The styling was unconventional for Detroit: subtle and elegant, with no tailfins or chrome grille. Its engineering earned numerous patents, while Time magazine put Ed Cole and the Corvair on the cover, and Motor Trend named the Corvair as the 1960 “Car of the Year”.  As well as a four door saloon, the range included a two door coupe, a convertible, and from 1961, an estate car as well as a range of light commercial vehicles including a panel van and a pick up. The Corvair’s sales exceeded 200,000 for each of its first six model years. Sales figures revealed to Chevrolet management that the Corvair was more of a specialty car than a competitor to the conventionally designed Ford Falcon or Chrysler’s Valiant. Corvair was not as competitive in the economy segment and Chevrolet began a design program that resulted in a compact car with a conventional layout, the Chevy II, for the 1962 model year. That meant that the Corvair was developed in a different way, with more emphasis put on the sporting models. so in 1962 a high performance 150 hp turbocharged “Spyder” option was added for the Monza coupes and convertibles, making the Corvair the second production automobile to come with a turbocharger as a factory option The Monza Coupe was the most popular model with 151,738 produced out of 292,531 total Corvair passenger car production for 1962. The Corvair was fast becoming the darling of the sporty car crowd. Many after-market companies offered a vast array of accessories for the Corvair, everything from imitation front grilles to serious performance upgrades such as additional carburettors, superchargers and performance exhaust and suspension upgrades. There were numerous detailed changes for 1963 and 1964. The Monza line really came into its own, as in 1963, 80%  of sales were Monzas. The Convertible model counted for over 20% of all the Monzas sold. A sporty image meant big profits. In October 1964, Chevrolet presented a new Corvair, with different styling and detailed refinements to the mechanical parts, as well as fully independent rear suspension replacing the former swing axles. Saloon, coupe and convertibles were the only body styles offered, the other versions having been not renewed. Although the new car received rave reviews from journalists such as the often-critical David E Davies, sales were not that strong, and they declined every year thereafter. By 1967, the range was pruned to just the 500 and Monza Hardtop Coupes and Hardtop Sedans, and the Monza Convertible. Chevrolet was still actively marketing the Corvair in 1967, including colour print ads and an “I Love My Corvair” bumper sticker campaign by dealers, but production and sales continued to fall off drastically. Only 27,253 copies were built.  In 1968, the four-door hardtop was discontinued, leaving three models—the 500 and Monza Hardtop Coupes and the Monza Convertible. All advertising was virtually stopped and sales were down to 15,400. The final model-year 1969 Corvairs were assembled almost by hand at the same plant as the Nova in Willow Run, Michigan. A total of 1,786,243 Corvairs were produced between 1960 and 1969. The phenomenal success of the Ford Mustang and that 1966 book had proved very damaging to the Corvair, and GM decided that their sporting future lay with the Camaro and for families, with the Nova. These days, there is something of a cult-following for the Corvair.

CITROEN

One of the oldest cars of the day was this is Citroën 5CV from 1922, also known as the Citroën Type C. Around 81,000 of these cars were made between 1922 and 1926. Originally called the Type C, it was updated to the C2 in 1924 which was in turn superseded by the slightly longer C3 in 1925. The Type C was, and still is, also well known as the 5CV due to its French fiscal rating of its engine for taxation purposes. More colloquial sobriquets, referring to the tapered rear of the little car’s body, were ‘cul-de-poule’ (hen’s bottom) and ‘boat deck Citroën’. The four-cylinder, 856 cc had a bore of 55 mm and stroke of 90 mm, generating an output of 11 bhp. There was a single Solex carburettor and magneto ignition. An electric starter was standard, allowing the car to be advertised as especially suitable for lady drivers. There were two types of chassis: the C, which was also used for the C2, and the C3. They varied in length with the original Type C/C2 measuring 7 ft 5 inches in length, and the 1925 C3 measuring 7 ft 9 in. The suspension used inverted quarter elliptic springs at the front and rear, braking was on the rear wheels only, controlled by a hand lever, and on the transmission by the foot brake. The maximum speed was 37 mph with a fuel consumption of 5 l/100 km (56 mpg). Only open bodies were made with the original Type C, often nicknamed the “Petit Citron” (little lemon), due to it only being available in yellow at first, as one of the more popular variants. The C2 tourer was a two-seat version but the C3 was a three-seat “Trèfle” (Cloverleaf) three-seat model with room for a single passenger in the rear. There were also C2 and C3 Cabriolets made. There was also a wide range of C2 and C3 commercial models with 32,567 being built.
Although a great success, the car was not profitable, and Citroën decided to end “Type C” production in May 1926. Looking at it now, this really does look like entry-level motoring of the most basic kind. The only dial is an Ammeter. It’s apparently completely baffling to drive, the pedals were originally arranged with the accelerator in the middle and brake on the right. Though now converted to standard setup, you’re still left with brakes that only operate the rear wheels; and there’s no synchro, which is quite a test for the modern motorists. There’s also so little power that according to its young owner, it is actually quite difficult to drive in modern traffic and you really have to keep your momentum going. This particular car was found in a scrapyard in Hong Kong (which explains the RHD) and was restored in the late nineties before being shipped to the UK in about 2003.  It created a lot of interest on the day.

1934 saw the introduction of the Rosalie’s mould-shattering successor, the front-wheel-drive semi-monocoque Citroën Traction Avant. The Traction endured a troubled and prolonged birth process, however, and was part of an ambitious investment programme which involved, also in 1934, the bankruptcy of the business, and its acquisition by Citroën’s principal creditor. The patron himself died in 1935. In this troubled situation, availability of the larger Rosalies (although re-engined with a turned-around version of the new Traction’s OHV four-cylinder engines) continued till 1938: it is only through the distorting prism of subsequent events that its reputation has been diminished when set against the technical brilliance of its successor. There were three examples of the Traction Avant here. Produced for over 20 years, many different versions were made during that time, all with the same styling outline, but with power outputs ranging from 7 to 15CV, and different wheelbases, as well as some with Coupe and Convertible body styles. There was even one model with a large opening tailgate, the Commerciale.

There was also an example of the fabulous DS here. It is hard to imagine just how revolutionary this car must have seemed when it was unveiled at the Paris Show in 1955. 18 years in secret development as the successor to the Traction Avant, the DS 19 stole the show, and within 15 minutes of opening, 743 orders were taken. By the end of the first day, that number had risen to 12,000. Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle. To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. It also posited the nation’s relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had “fallen from the sky”. An American advertisement summarised this selling point: “It takes a special person to drive a special car”. Because they were owned by the technologically aggressive tyre manufacturer Michelin, Citroën had designed their cars around the technically superior radial tyre since 1948, and the DS was no exception. The car featured a novel hydropneumatic suspension including an automatic levelling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France. In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand  though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars. As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.  The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This did impact potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957. The ID shared the DS’s body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1.  A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS’s hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 “Normale” from sale. An estate version was introduced in 1958. It was known by various names in different markets: Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon. It had a steel roof to support the standard roof rack. ‘Familiales’ had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back. During the 20 year production life, improvements were made on an ongoing basis. In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front bumpers. A more luxurious Pallas trim came in for 1965  Named after the Greek goddess Pallas, this included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. The cars were complex, and not always totally reliable, One of the issues that emerged during long term use was addressed with a change which came in for 1967. The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every “inhalation” of fresh moisture- (and dust-) laden air, the fluid absorbed more water. For the 1967 model year, Citroën introduced a new mineral oil-based fluid liquide hydraulique minéral (LHM). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001. LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black. All models, including the Safari and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM (Liquide Hydraulique Minéral) in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations. Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d’Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break/Safari frame.

This CX 22 RS Safari is a late model, produced in the closing years of the CX chapter. Although it was perhaps not as radical a product as the DS, which it replaced had been, this was still something of a futuristic looking car when it was revealed in 1974. Indeed, it is considered by some enthusiasts as the last “real Citroën” before Peugeot took control of the company in 1976, and as history has now shown, is, it was to be the final successful model of the “big Citroën” era, which began in 1934, as Citroën sold nearly 1.2 million CXs during its 16 years of production.  The CX’s flowing lines and sharp Kamm tail were designed by auto stylist Robert Opron, resembling its precursor the GS. Citroën had been using a Wind tunnel for many years, and the CX was designed to perform well in aerodynamic drag, with a low coefficient of drag (Cd in English; CX in French) of 0.36. Despite its fastback lines, the model was never sold as a hatchback, even though many of its rivals adopted this during the 1970s, and Citroen thus modified their own GS late in its life. Mechanically, the car was one of the most modern of its time, combining Citroën’s unique hydro-pneumatic integral self-levelling suspension, speed-adjustable DIRAVI power steering (first introduced on the Citroën SM), and a uniquely effective interior design that did away with steering column stalks, allowing the driver to reach all controls while both hands remained on the steering wheel. The CX suspension’s ability to soak up large undulations and yet damp out rough surfaces was extraordinary, with a consistent ride quality, empty, or fully laden.  The suspension was attached to sub frames that were fitted to the body through flexible mountings, to improve even more the ride quality and to reduce road noise. “Car” magazine described the sensation of driving a CX as hovering over road irregularities, much like a ship traversing above the ocean floor. This suspension was used under license by Rolls-Royce on the Silver Shadow. The Mercedes-Benz 450SEL 6.9 was not built under license, but copied the Hydropneumatic suspension principles after the less effective Mercedes-Benz 600 Air suspension installation. The CX was conceived to be a rotary-engined car—with several negative consequences. The CX engine bay is small because rotary engines are compact, but the Comotor three-rotor rotary engine was not economical and the entire rotary project was scrapped the year the CX was introduced, and Citroen went bankrupt in 1974, partly due to a series of investments like Comotor that didn’t result in profitable products. Production versions of the CX were always powered by a modest inline 4 cylinder engine, transversely mounted. This saved space and allowed the CX to be 8″ shorter than the DS. At launch in 1974, the CX was rushed to market, with some teething troubles. Some very early models did not have power steering which made the car difficult and heavy to drive – the CX carries 70% of its weight over the front wheels. Initially there was a choice between three differently powered versions. The “Normale” CX car came with a 1985 cc version of the four cylinder engine from the predecessor model with a claimed maximum output of 102 PS, which was slightly more than had been available from the engine when fitted in the DS.  The “Economique” version of the car (reflecting the continuing impact of the 1973 oil price shock) came with the same engine as the “Normale”, but the gear ratios were changed, along with the final drive ratio, giving rise to a 7 km/h (4 mph) reduction in top speed in return for usefully improved fuel economy. More performance came from the “CX 2200”, fitted with a 2175 cc version of the engine and a twin carburettor, resulting in a claimed maximum output of 112 PS. This was rather less than was available in the top spec DS23 EFi which  featured a relatively powerful 141 PS fuel-injected 2.3-litre engine. The later 2200 improved on this, and eventually the same 2347 cc unit as used in the DS) arrived, originally only in the long wheel-base Prestige, but a regular CX 2400 arrived at the 1976 Paris Salon, to replace the CX 2200. By this time, Citroen had added a capacious Estate model to the range, called Safari, and a 2.2 litre Diesel powered model – important even in the mid 1970s in France – was also offered. Despite the challenging finances of Citroën at the time of launch, the CX was entered in numerous rally driving events, like Tour du Senegal and Paris-Dakar, winning 5 events outright. Most notable among these was in the 17,500 mile 1977 London–Sydney Marathon road race in which Paddy Hopkirk, driving a CX 2400 sponsored by Citroën’s Australian concessionaire, staged a come-from-behind sprint to obtain third place. The CX was initially a huge success in Europe, more than 132,000 being produced in 1978. It found customers beyond the loyal Citroën DS customer base and brought the technology of the advanced, but somewhat impractical, Citroën SM to the masses. Evolution of the car after this was gradual. More power came in 1977, with the CX GTi which received a modern Bosch L-Jetronic injection system, generating 128 PS, and there was a standard five speed gearbox, and in early 1978, the diesel engine was enlarged to 2.,5 litres. A five speed gearbox was available. A very mild facelift in 1979 saw the Douvrin 2 litre engines that were used in the rival Renault R20 fitted under the bonnet to create the CX Reflex and Athena. In 1981, factory rustproofing and a fully automatic transmission to replace the former semi-automatic gearbox were added. In 1984, the addition of a turbo to the 2.5 litre diesel engine made the CX Turbo-D 2.5 the fastest diesel sedan in the world, able to reach speeds up to 195 km/h (121 mph). In 1985, the GTi Turbo, with a top speed of over 220 km/h (137 mph), finally gave the CX the powerful engine that finally used the full capabilities of the chassis. A facelift later that year was an attempt to keep the car in the public eye, but its sales had peaked long ago, back in 1978, and better trim, a revised interior and new plastic bumpers were not going to help a 10 year old design in the face of stiff market competition.  Just 35,000 units were produced in 1986 and 1987.  There were few further changes for the rest of the CX’s life, with its successor, the XM appearing in early 1989. Production of the Estate models continued until 1991, by which time 1,170,645 CXs had been  sold. There are far fewer survivors than there are of the DS family.

Also rather splendid is the SM, an example of which was here. This glamorous Sports/GT Coupe still wows people over 45 years since its debut. The Citroën SM was first shown at the 1970 Geneva Motor Show, but work on the car had started way back in 1961, with ‘Project S’, which was envisaged to be a a sports variant of the revolutionary Citroen DS. For the next few years, many running concept vehicles were developed, and these became increasingly complex and upmarket from the DS. In 1968, Citroën purchased Maserati, with the intention of harnessing Maserati’s high-performance engine technology to produce a true Gran Turismo car, which would combine Citroen’s advanced suspension with a V6 Maserati engine. The car was a sensation when revealed, with its distinctive styling, an amazingly low drag coefficient of just 0.26, and as well as the advanced features from the DS such as lights that swivelled with the steering and the advanced hydropneumatic self-levelling suspension there were numerous technical innovations such as variable assistance for the power steering, rain sensitive wipers and the option of lightweight wheels of composite alloys. It was a further six months before customers could get behind the wheel, with the SM finally going on sale in France in September of that year. The origin of the model name ‘SM’ is not clear. The ‘S’ may derive from the Project ‘S’ designation, and the ‘M’ may refers to Maserati, hence SM is often assumed to stand for ‘Sports Maserati’. Another common hypothesis is that SM stood for Série Maserati and others have suggested it is short for ‘Sa Majesté’ (Her Majesty in French), which would aligns with the explanation that the DS model was so called as a contraction of the French word ‘Déesse’ (The Goddess). Regardless of the origins of the name, it attracted lots of attention, and came third in the 1971 Car of the Year competition (behind Citroen’s own revolutionary GS model). For a couple of years, sales were reasonable, but they fell off dramatically in 1973, not just because of the Oil Crisis that struck late that year, but largely because the SM’s technical complexity came with a price tag of some terrible reliability problems, something which owners of rival cars simply did not experience. To compound the owner’s misery, they needed to find and pay for Citroen specialists who understood the hydraulics and a Maserati specialist for the engine. Both categories were kept busy. Citroen declared bankruptcy in 1974 and the company was purchased in May 1975. Thanks to changes in US legislation, sales in that market, which had hitherto been the SM’s largest had ceased,  and so with global sales of under 300 SMs in 1974, having divested itself of Maserati, new owner Peugeot took the obvious decision to cease production of the SM almost immediately. During the SM’s 5 year product life,  a total of 12,920 cars were produced. With the exception of a handful of conversions for the Australian market, all SMs were made in left hand drive, which is perhaps one reason why UK sales amounted to just 325 cars from that total.  Although this is often labelled as one of the 4 “nightmare cars of the apocalypse” (along with the Triumph Stag and Alfa Montreal), the reality is that the surviving cars have largely been “fixed” and they are now not the fearsome ownership proposition that many still assume.

CLAN

Crusader

CLYNO

DAIMLER

This 1935 car is a Fifteen. The Fifteen, was a saloon car at the low end of this manufacturer’s range, announced in September 1932. It was the first Daimler product for more than two decades with an engine that breathed conventionally through poppet valves. Conventional valve gear had improved, superseding the former advantages of the Daimler-Knight sleeve-valve technology. The car’s name derived from its tax rating of 15 hp. The design of its 6-cylinder 1.8-litre engine was developed from the 4-cylinder 1.2-litre Lanchester Ten which was installed in Lanchester’s shorter versions of the same chassis and bodies and using the same Daimler semi-automatic transmissions. The Fifteen was the first Daimler to be offered at less than £500 since World War I. The Great Depression of the 1930s was well established and Daimler, responsible for economical BSA three-wheelers and, from 1931, the mid-price Lanchester range, went downmarket to assist sales in the austere times. Perhaps it took twenty years but this risky strategy with the Daimler name may have lost Daimler its super-luxury reputation and eventually brought about its demise.In August 1934, in anticipation of the reduction in annual tax charge, the Fifteen was given a larger 2-litre engine. Again in August 1936 the engine was increased to 2.2-litres then another two years later to a full 2½-litres.

The SP250 “Dart” was quite unlike any previous Daimler model, the marque having a history of producing a series of luxurious saloon and open topped models. But by the mid 1950s, the once proud Coventry marque was in trouble, with a range of cars which were expensive and just not selling. New models were seen as a potential way of changing things around, so shortly after being appointed Managing Director of BSA’s Automotive Division in 1956, Edward Turner was asked to design a saloon car powered by a new V8 engine. The engine drawings were finalised by March 1958 but the saloon prototype, project number DN250, was not available for examination by the committee formed in 1958 to report on the feasibility of the V8 cars. The committee’s evaluation centred on the prototypes being tested at the time, which were for the SP250 sports car project. according to the feasibility study conducted by the committee, the SP250 would generate a profit of more than £700,000 based on a projection of 1,500 cars being sold in the first year of production and 3,000 cars per year for the second and third years of production. Two-thirds of the sales of the car were expected to be in the United States.  The study also determined that the body should be made from fibreglass, with shorter time to the beginning of production, tooling costs of £16,000 as opposed to £120,000 for steel bodies, and lower cost to change the styling. That meant that the car was able to be launched at the 1959 New York Show, christened the Daimler Dart. Chrysler, whose Dodge division owned the trademark for the “Dart” model name, ordered Daimler to change the name under threat of legal action. With little time to come up with a new name, Daimler used the project number, SP250, as the model number. The car certainly looked quite unlike previous Daimlers, but whether that was a good thing is less clear as the SP250 won “The Ugliest Car” via vote at that 1959 show. That was not the only problem with the car, either. The original version, later called the A-spec, could reach a speed of 120 mph, but the chassis, a “14-gauge ladder frame with cruciform bracing” based on the Triumph TR3, flexed so much that doors occasionally came open, marring its reputation. The car featured the smaller of the two hemi-head V8 engines which Edward Turner had designed. 2547cc in capacity, it was a V8, iron block, OHV unit, with a single central camshaft operated valves through short pushrods with double heavy-duty valve springs, aluminium alloy hemispherical cylinder heads, and twin SU carburettors which meant it put out 140 bhp.The manual gearbox, the first of the type used by Daimler since they started using the pre-selector type across their range in the 1930s,, was reverse-engineered from the Standard gearbox used in the Triumph TR3A. Early examples of the car were not particularly reliable.  Sales were slow, initially, and Daimlers problems were compounded when, not long after they had been acquired by Jaguar, an in-house rival in the form of the E Type arrived on the scene. New bosses at Jaguar did not kill off the SP250, though, but they were immediately concerned about the chassis flex. They brought out the B-spec. version with extra outriggers on the chassis and a strengthening hoop between the A-posts. There were also other detail improvements, including an adjustable steering column. Bumpers had originally been an optional extra. With the basic specification not including full bumpers, the A-spec. cars have two short, chromium-plated ‘whiskers’ on the body on either side of the front grille and two short, vertical bumpers, or “overriders” at the rear, which were not included if the rear bumper was optioned. B-spec. and the later C-spec. cars do not have the ‘whiskers’ that A-spec. have and some do not have the optional front bumper, so there is very little front protection for these cars. A planned Coupe version of the car, the DP250 never got beyond the prototype phase, and Ogle Design’s proposal for a Coupe version was not taken up, the styling for that concept ending up forming the Reliant Scimitar GT. The SP250 ended production in 1964. Just  2,654 SP250s were produced in five years of production, far short of the projection of 3,000 per year by the second year of production. Jaguar did built a prototype replacement under project number SP252 with a neater body style but decided not to proceed with production, as they figured that the cost to build the SP252 would have been greater than that of Jaguar’s popular and more expensive E-Type, thereby creating internal competition from a product with no practical profit margin and with uncertain market acceptance. These days, surviving SP250s are viewed rather more positively than they were when new, and a certain Quentin Willson, who has owned one for many years, is particularly positive about the car’s merits.

Launched late in 1962, the Daimler V8 Saloon was essentially a rebadged Jaguar Mark 2 fitted with Daimler’s 2.5-litre 142 bhp V8 engine and drive-train, a Daimler fluted grille and rear number plate surround, distinctive wheel trims, badges, and interior details including a split-bench front seat from the Jaguar Mark 1 and a black enamel steering wheel. Special interior and exterior colours were specified. Most cars were fitted with power-assisted steering but it was optional. Automatic transmission was standard; manual, with or without overdrive, became an option in 1967. The 2.5 V8 was the first Jaguar designed car to have the Daimler badge. A casual observer, though not its driver, might mistake it for a Jaguar Mark 2. The Daimler’s stance on the road was noticeably different from a Mark 2. In April 1964 the Borg-Warner Type 35 automatic transmission was replaced by a D1/D2 type, also by Borg-Warner. A manual transmission, with or without an overdrive unit usable with the top gear, became available on British 2.5 V8 saloon in February 1967 and on export versions the following month. Cars optioned with the overdrive had the original 4.55:1 final drive ratio. In October 1967, there was a minor face-lift and re-labelling of the car to V8-250. It differed only in relatively small details: “slimline” bumpers and over-riders (shared with the Jaguar 240/340 relabelled at the same time), negative-earth electrical system, an alternator instead of a dynamo and twin air cleaners, one for each carburettor. Other new features included padding over the instrument panel, padded door cappings and ventilated leather upholstery, reclinable split-bench front seats and a heated rear window. Power steering and overdrive were optional extras. Jaguar replaced its range of saloons—the 240, the 340, the 420, and the 420G—with the XJ6 at the end of 1968. The company launched the XJ6-based Daimler Sovereign the following year to replace the Daimler saloons—the 240-based V8-250 and the 420-based Sovereign. Henceforth all new Daimlers would be re-badged Jaguars with no engineering links to the pre-1960 Daimlers.

de TOMASO

Designed by American Tom Tjaarda, and unlike the Mangusta, which employed a steel backbone chassis, the Pantera was a steel monocoque design, the first instance of De Tomaso using this construction technique. The Pantera logo included a version of Argentina’s flag turned on its side with a T-shaped symbol that was the brand used by De Tomaso’s Argentinian cattle ranching ancestors. The car made its public debut in Modena in March 1970 and was presented at the 1970 New York Motor Show a few weeks later. Approximately a year later the first production Panteras were sold, and production was increased to three per day.  The curious slat-backed seats which had attracted comment at the New York Show were replaced by more conventional body-hugging sports-car seats in the production cars: leg-room was generous but the pedals were off-set and headroom was insufficient for drivers above approximately 6 ft. Reflecting its makers’ transatlantic ambitions, the Pantera came with an abundance of standard features which appeared exotic in Europe, such as electric windows, air conditioning and even “doors that buzz when … open”. By the time the Pantera reached production, the interior was in most respects well sorted, although resting an arm on the central console could lead to inadvertently activating the poorly located cigarette lighter. The first 1971 Panteras were powered by a Ford 351 cu in (5.8  litre)  V8 engine that produced a severely underrated 330 hp. Stock dynos over the years proved that power was more along the lines of about 380 hp. The high torque provided by the Ford engine reduced the need for excessive gear changing at low speeds: this made the car much less demanding to drive in urban conditions than many of the locally built competitor products. The ZF transaxle used in the Mangusta was also used for the Pantera: a passenger in an early Pantera recorded that the mechanical noises emanating from the transaxle were more intrusive than the well restrained engine noise. Power-assisted four-wheel disc brakes and rack and pinion steering were all standard equipment on the Pantera. The 1971 Pantera could accelerate to 60 mph in 5.5 seconds. In the summer of 1971, a visitor to the De Tomaso plant at Modena identified two different types of Pantera awaiting shipment, being respectively the European and American versions. From outside, the principal differences were the larger tail lamps on the cars destined for America, along with addition of corner marker lamps. The visitor was impressed by the large number of cars awaiting shipment; but in reality, spending the best part of a year under dust covers in a series of large hangars probably did nothing for the cash-flow of the business or the condition of some of the cars by the time they crossed the Atlantic. Late in 1971, Ford began importing Panteras for the American market to be sold through its Lincoln Mercury dealers. The first 75 cars were simply European imports and are known for their “push-button” door handles and hand-built Carrozzeria Vignale bodies. A total of 1,007 Panteras reached the United States that first year. These cars were poorly built, and several Panteras broke down during testing on Ford’s test track. Early crash testing at UCLA showed that safety cage engineering was not very well understood in the 1970s. Rust-proofing was minimal on these early cars, and the quality of fit and finish was poor, with large amounts of body solder being used to cover body panel flaws. Notably, Elvis Presley once fired a gun at his Pantera after it would not start. An L model (“Lusso”) was added in 1972 and a GTS version in 1974, but it was not enough and Ford ended their importation to the US in 1975, having sold around 5,500 cars. De Tomaso continued to build the car in ever-escalating forms of performance and luxury for almost two decades for sale in the rest of the world. A small number of Panteras were imported to the US by grey market importers in the 1980s, notably Panteramerica and AmeriSport. After 1974, Ford US discontinued the Cleveland 351 engine, but production continued in Australia until 1982. De Tomaso started sourcing their V8s from Australia once the American supplies dried up. These engines were tuned in Switzerland and were available with a range of outputs up to 360 PS. The chassis was completely revised in 1980, beginning with chassis number 9000. From May 1980 the lineup included the GT5, which had bonded and riveted-on fibreglass wheelarch extensions and from November 1984 the GT5S model which had blended arches and a distinctive wide-body look. The GT5 also incorporated better brakes, a more luxurious interior, much larger wheels and tires and the fibreglass body kit also included an air dam and side skirts. Production of the wide body GT5 (and similarly equipped narrow body GTS models) continued until 1985, when the GT5-S replaced the GT5. Although the factory has not made its records available, an analysis based on Vehicle Identification Numbers by the Pantera Owners Club of America (POCA) late model (9000 series) registrar has shown that fewer than 252 GT5 Panteras were likely to have been built. The GT5-S featured single piece flared steel fenders instead of the GT5’s riveted-on fibreglass flares, and a smaller steel front air dam. The ‘S’ in the GT5-S name stood for “steel”. Otherwise the GT5-S was largely identical to the GT5. The POCA 9000 series registrar’s VIN analysis indicates that fewer than 183 GT5-S Panteras were built. Concurrent GTS production continued, on a custom order and very limited basis, until the late 1980s. The car continued to use a Ford V8 engine, although in 1988, when the supply of Ford 351 Cleveland engines from Australia ran out, De Tomaso began installing Ford 351 Windsor engines in the Pantera instead. For 1990 the 351 was changed to the Ford 302 cu in (4942 cc, commonly called a “5.0”). Incorporating a Marcello Gandini facelift, suspension redesign, partial chassis redesign and the new, smaller engine, the Pantera 90 Si model was introduced in 1990. Only 38 90 Si models were sold before the Pantera was finally phased out in 1993 to make way for the radical, carbon-fibre-bodied Guarà. Some say 41 were built (with the last one not finished until 1996), of which four were targa models. The targas were converted by Pavesi directly off the production lines. In all, about 7,200 Panteras were built. This is one of the later cars, with its much wider body and extended wheelarches.

DODGE

EDSEL

Certainly one of the rarer American cars of the day was this Edsel Villager. The Edsel was  technically a separate marque that was planned, developed, and manufactured by the Ford Motor Company for model years 1958–1960. With the Edsel, Ford had expected to make significant inroads into the market share of both General Motors and Chrysler and close the gap between itself and GM in the domestic American automotive market. Ford invested heavily in a yearlong teaser campaign leading consumers to believe that the Edsel was the car of the future – an expectation it failed to deliver. After it was unveiled to the public, it was considered to be unattractive, overpriced, and overhyped. The Edsel never gained popularity with contemporary American car buyers and sold poorly. The Ford Motor Company lost $250 million on the Edsel’s development, manufacturing, and marketing and the very name “Edsel” became a popular symbol for a commercial failure. The Ford Motor Company had become a publicly traded corporation on January 17, 1956, and thus was no longer entirely owned by members of the Ford family. The company was now able to sell cars according to current market trends. Ford’s new management compared the company’s roster of makes with that of General Motors and Chrysler, and concluded that Lincoln was competing not with Cadillac, but with Oldsmobile, Buick and DeSoto. Ford developed a plan to move Lincoln upmarket, with the Continental broken out as a separate make at the top of Ford’s product line, and to add a premium/intermediate vehicle to the intermediate slot vacated by Lincoln. Marketing research and development for the new intermediate line had begun in 1955 under the code name “E car”,which stood for “experimental car.” Ford Motor Company eventually decided on the name “Edsel”, in honour of Edsel B. Ford, son of the company’s founder, Henry Ford (despite objections from Henry Ford II). The proposed vehicle marque would represent the start-up of a new division of the firm alongside that of Ford itself and the Lincoln-Mercury division, whose cars at the time shared the same bodies. The Edsel was introduced amid considerable publicity on “E Day”—September 4, 1957. It was also promoted by a top-rated television special, The Edsel Show, on October 13, but the promotional effort was not enough to counter the adverse initial public reaction to the car’s styling and conventional build. The day after its launch, the Edsel was described as a “reborn LaSalle,” a brand that had disappeared in 1940.  For months, Ford had been telling the industry press that it “knew” (through its market research) that there would be great demand for the vehicle. Ford also insisted that, in the Edsel, it had built exactly the “entirely new kind of car” that Ford had been leading the buying public to expect through its pre-introduction publicity campaign for the car. In reality, however, the Edsel shared its engineering and bodywork with other Ford models, and the similarities were apparent once the vehicle was viewed first-hand. The Edsel was to be sold through a newly formed division of the Ford Motor Company, as a companion to the Ford Division, Mercury Division, Lincoln Division and (newly formed but also short-lived) Continental Division. Each division had its own retail organization and dealer network. The free-standing Edsel Division existed from November 1956 until January 1958, after which Edsel sales and marketing operations were integrated into the Mercury-Edsel-Lincoln division. Initially Edsel was sold through a new network of approximately 1,187 dealers. This briefly brought the total number of dealers of all Ford products to 10,000. Ford saw this as a way to come closer to parity with Chrysler, which had 10,000 dealers, and General Motors, which had 16,000. As soon as it became apparent that the Edsels were not selling, many of these dealers added Lincoln-Mercury, Ford of Britain, or Ford of Germany franchises to their dealerships with the encouragement of Ford Motor Company. Some dealers, however, closed For the 1958 model year, Ford produced four submodels of Edsel: The larger Mercury-based Citation and Corsair, and the smaller Ford-based Pacer and Ranger. The Citation was offered in two-door and four-door hardtop and two-door convertible versions. The Corsair was available in two-door and four-door hardtop versions. The Pacer was available as a two-door or four-door hardtop, four-door sedan, or two-door convertible. The Ranger was sold in two-door and four-door hardtop or sedan versions. The four-door Bermuda and Villager wagons and the two-door Roundup wagon were based on the 116-inch wheelbase Ford station wagon platform and shared the trim and features of the Ranger and Pacer models. The Edsel offers several of what were then considered innovative features, among which are its rolling-dome speedometer; warning lights for such conditions as low oil level, parking brake engaged, and engine overheating; and its push-button Teletouch transmission shifting system in the centre of the steering wheel (a conventional column-shift automatic was also available at a reduced price). Other Edsel design innovations include ergonomically designed controls for the driver and self-adjusting brakes (which Ford claimed for the Edsel as a first for the industry, even though Studebaker had pioneered them earlier in the decade). The Edsel also offers such features, advanced for the time, as seat belts (which were available at extra cost as optional equipment on many other makes) and child-proof rear door locks that could only be opened with the key. In the first year, 63,110 Edsels were sold in the United States, and 4,935 were sold in Canada. Though below expectations, this nevertheless represented the second-largest launch for any new car brand to date, exceeded only by the DeSoto introduction in 1929. For the 1959 model year, the Edsel brand fielded only two series, the Ford-based Ranger and Corsair. The larger Mercury-based Edsels were discontinued. Replacing the Pacer as the top-line Ford-based Edsel, the new Corsair was offered as a two-door and four-door hardtop, four-door sedan, and two-door convertible. The Ranger was sold as a two-door and four-door hardtop, two-door and four-door sedan, and the Villager station wagon. In the 1959 model year, 44,891 Edsels were sold in the U.S., and 2,505 were sold in Canada. For the 1960 model year, Edsel’s last, only 2,846 vehicles were produced. All but the pilot cars were assembled at the Louisville, Kentucky assembly plant. The marque was reduced to the Ranger series of sedans, hardtops, convertibles, and the Villager station wagons. The Edsel shared a basic chassis, glass, and major sheet metal with the 1960 Ford Galaxie and Fairlane models that were built on the Louisville assembly line with it. But the Edsel has its own unique grille, bonnet, and four upright oblong taillights, along with its side-sweep spears. The Edsel’s front and rear bumpers were also unique. The 1960 Edsel rides on a 120-inch wheelbase, compared to the concurrent Ford’s 119-inch span, and it also uses a different rear suspension. The cars did, however, share engines and transmissions. Ford announced the end of the Edsel program on Thursday, November 19, 1959. However, production continued until late in November, with the final tally of 2,846 model year 1960 cars. Total Edsel sales were approximately 116,000, less than half the company’s projected break-even point. The company lost $350 million, or the equivalent of $2,900,000,000 in 2017 dollars[12], on the venture. Only 118,287 Edsels were built, including 7,440 produced in Ontario, Canada. By U.S. auto industry standards, these production figures were dismal, particularly when spread across a run of three model years. Historians have advanced several theories in an effort to explain the Edsel’s failure. Popular culture often faults the car’s styling. Consumer Reports has alleged that poor workmanship was the Edsel’s chief problem. Marketing experts hold the Edsel up as a supreme example of the corporate culture’s failure to understand American consumers. Business analysts cite the weak internal support for the product inside Ford’s executive offices. According to author and Edsel scholar Jan Deutsch, the Edsel was “the wrong car at the wrong time.”

FAFNIR

FERRARI

There was a big showing of Ferrari cars here, thanks largely to the Ferrari Owners Club’s display, though there were a number of other models scattered around the site as well.

Perhaps the most special Ferrari at the event was an  F40, the car designed to celebrate Ferrari’s 40th birthday and the last production Ferrari to be personally approved by the great Enzo Ferrari, launched a few months before his passing. Considered by many to be the greatest supercar of all time, the F40 was powered by a twin-turbocharged 2.9-litre V8 boasting 471bhp and was the first road legal production car to break the 200mph barrier. Strong and lightweight, the F40’s body is constructed predominantly from kevlar and carbon fibre. With only 1,311 produced the F40 has truly cemented its position amongst the greats.

The Dino 308 GT4 was introduced at the Paris Motor Show in 1973. It only gained the “Prancing Horse” badge in May 1976, which replaced the Dino badges on the front, wheels, rear panel and the steering wheel. This has caused major confusion over the years by owners, enthusiasts and judges. During the energy crisis at that time many prospective owners were hesitant to buy such an expensive automobile not badged “Ferrari” being confused at the significance of the Dino name. The GT4 was a groundbreaking model for Ferrari in several ways: it was the first production Ferrari to feature the mid-engined V8 layout that would become the bulk of the company’s business in the succeeding decades, and was the first production Ferrari with Bertone (rather than Pininfarina) designed bodywork. Pininfarina was upset by the decision to give cross-town rival Bertone the design, considering all they had done for Ferrari. The styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. Some journalists compared it to the Bertone-designed Lancia Stratos and Lamborghini Urraco, also penned by Marcello Gandini. From the cockpit the driver sees only the road. It has perfect 360 degree visibility, no blind spots, upright and comfortable seating position, a real boot, a back seat for soft luggage, and very easy engine access. Enzo Ferrari himself took a major role in its design, even having a mock-up made where he could sit in the car to test different steering, pedals and cockpit seating positioning. The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a 115.2 in wheelbase to make room for the second row of seats. The suspension was fully independent, with double wishbones, anti-roll bars, coaxial telescopic shock absorbers and coil springs on both axles. Niki Lauda helped set up the chassis. The 2927 cc V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox. The engine had an aluminium alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts; it produced 255 hp in the European version and 240 hp in the American. The induction system used four Weber 40 DCNF carburettors. The GT4 was replaced by the Mondial 8 in 1980 after a production run of 2,826 308s and 840 208s.

There were a couple of V12 Ferrari models from the early 1970s here, a Daytona and the closely related 365 GTC/4.

Object of many a poster on a young enthusiast’s bedroom wall when the car was new was the Testarossa and there was a nice example here. A replacement for the BB512i, the final iteration of Ferrari’s first ever mid-engined road car, the Testarossa was launched at the Paris Show in October 1984. The Pininfarina-designed car was produced until 1991, with the same basic design then going through two model revisions, with the  512 TR and later F512 M which were produced from 1992 to 1996 before the model was replaced by the front-engined 550 Maranello. Almost 10,000 Testarossas, 512 TRs, and F512 Ms were produced, making it one of the most-produced Ferrari models, despite its high price and exotic design. The Testarossa followed the same concept as the BB512, but was intended to fix some of the criticisms of the earlier car, such as a cabin that got increasingly hot from the indoor plumbing that ran between the front-mounted radiator and the midships-mounted engine and a lack of luggage space. This resulted in a car that was larger, and at 1,976 millimetres (78 in) wide the Testarossa was half a foot wider than the Boxer and immediately condemned for being too wide, though these days it does not appear anything like as wide as it did when new. This resulted in an increased wheelbase that stretched about 64 mm (2.5 in) to 2,550 mm (100 in) which was used to accommodate luggage in a carpeted storage space under the front forward-opening lid. The increase in length created extra storage space behind the seats in the cabin. Headroom was also increased with a roofline half an inch taller than the Boxer. The design came from Pininfarina with a team of designers led by design chief Leonardo Fioravanti, the designer of many contemporary Ferraris. The design was originated by Nicosia, but the guidance of Fioravanti was equally important. Being a trained aerodynamicist, Fioravanti applied his know-how to set the aerodynamics layout of the car. This meant the large side intakes were not only a statement of style but actually functional – they drew clean air to cool the side radiators and then went upward and left the car through the ventilation holes located at the engine lid and the tail. As a result, the Testarossa did not need a rear spoiler like Lamborghini’s Countach yet produced zero lift at its rear axle. The aerodynamic drag coefficient of 0.36 was also significantly better than the Lamborghini’s 0.42. Pininfarina’s body was a departure from the curvaceous boxer—one which caused some controversy. The side strakes sometimes referred to as “cheese graters” or “egg slicers,” that spanned from the doors to the rear wings were needed for rules in several countries outlawing large openings on cars. The Testarossa had twin radiators in the back with the engine instead of a single radiator up-front.  In conjunction the strakes provided cool air to the rear-mounted side radiators, thus keeping the engine from overheating. The strakes also made the Testarossa wider at the rear than in the front, thus increasing stability and handling. One last unique addition to the new design was a single high mounted rear view mirror on the driver’s side. On US based cars, the mirror was lowered to a more normal placement in 1987 and quickly joined by a passenger side rear view mirror for the driver to be able to make safe easy lane changes. Like its predecessor, the Testarossa used double wishbone front and rear suspension systems. Ferrari improved traction by adding 10-inch-wide alloy rear wheels. The Testarossa drivetrain was also an evolution of the BB 512i. Its engine used near identical displacement and compression ratio, but unlike the BB 512i had four-valve cylinder heads that were finished in red. The capacity was 4,943 cc, in a flat-12 engine mid mounted. Each cylinder had four valves,  lubricated via a dry sump system, and a compression ratio of 9.20:1. These combined to provide a maximum torque of 490 Nm (361 lb/ft) at 4500 rpm and a maximum power of 390 hp at 6300 rpm. That was enough to allow the Testarossa to accelerate from 0–60 mph in 5.2 seconds and on to 100 mph. The original Testarossa was re-engineered for 1992 and released as the 512 TR, at the Los Angeles Auto Show, effectively as a completely new car, with an improved weight distribution of 41% front: 59% rear.

Just 500 of these F512M were made, only 50 of them in right hand drive, and it is believed that somewhere between 37 and 41 of them are in the UK at present. Many people said that they had never seen one, and that is no surprise. The 512M was the final evolution of the much more familiar Testarossa, which was launched at the Paris Show in October 1984. The Pininfarina-designed car was produced until 1991, with the same basic design then going through two model revisions, with the 512 TR and later F512 M which were produced from 1992 to 1996 before the model was replaced by the front-engined 550 Maranello. Almost 10,000 Testarossas, 512 TRs, and F512 Ms were produced, making it one of the most-produced Ferrari models, despite its high price and exotic design. The Testarossa followed the same concept as the BB512, but was intended to fix some of the criticisms of the earlier car, such as a cabin that got increasingly hot from the indoor plumbing that ran between the front-mounted radiator and the midships-mounted engine and a lack of luggage space. This resulted in a car that was larger, and at 78 in wide the Testarossa was half a foot wider than the Boxer and immediately condemned for being too wide, though these days it does not appear anything like as wide as it did when new. This resulted in an increased wheelbase that stretched about 2.5 in to 100 in which was used to accommodate luggage in a carpeted storage space under the front forward-opening lid. The increase in length created extra storage space behind the seats in the cabin. Headroom was also increased with a roofline half an inch taller than the Boxer. The design came from Pininfarina with a team of designers led by design chief Leonardo Fioravanti, the designer of many contemporary Ferraris. The design was originated by Nicosia, but the guidance of Fioravanti was equally important. Being a trained aerodynamicist, Fioravanti applied his know-how to set the aerodynamics layout of the car. This meant the large side intakes were not only a statement of style but actually functional – they drew clean air to cool the side radiators and then went upward and left the car through the ventilation holes located at the engine lid and the tail. As a result, the Testarossa did not need a rear spoiler like Lamborghini’s Countach yet produced zero lift at its rear axle. The aerodynamic drag coefficient of 0.36 was also significantly better than the Lamborghini’s 0.42. Pininfarina’s body was a departure from the curvaceous boxer—one which caused some controversy. The side strakes sometimes referred to as “cheese graters” or “egg slicers,” that spanned from the doors to the rear wings were needed for rules in several countries outlawing large openings on cars. The Testarossa had twin radiators in the back with the engine instead of a single radiator up-front.  In conjunction the strakes provided cool air to the rear-mounted side radiators, thus keeping the engine from overheating. The strakes also made the Testarossa wider at the rear than in the front, thus increasing stability and handling. One last unique addition to the new design was a single high mounted rear view mirror on the driver’s side. On US based cars, the mirror was lowered to a more normal placement in 1987 and quickly joined by a passenger side rear view mirror for the driver to be able to make safe easy lane changes. Like its predecessor, the Testarossa used double wishbone front and rear suspension systems. Ferrari improved traction by adding 10-inch-wide alloy rear wheels. The Testarossa drivetrain was also an evolution of the BB 512i. Its engine used near identical displacement and compression ratio, but unlike the BB 512i had four-valve cylinder heads that were finished in red. The capacity was 4,943 cc, in a flat-12 engine mid mounted. Each cylinder had four valves,  lubricated via a dry sump system, and a compression ratio of 9.20:1. These combined to provide a maximum torque of 490 Nm (361 lb/ft) at 4500 rpm and a maximum power of 390 hp at 6300 rpm. That was enough to allow the Testarossa to accelerate from 0–60 mph in 5.2 seconds and on to 100 mph. The original Testarossa was re-engineered for 1992 and released as the 512 TR, at the Los Angeles Auto Show, effectively as a completely new car, with an improved weight distribution of 41% front: 59% rear. The F512 M was introduced at the 1994 Paris Auto Show, with the M standing for “modificata”.  That car is easy to spot as it lost the pop-up headlights and gained awkward glazed in units.

Firmly placed in Ferrari’s history as one of their finest big GTs, the 550 Maranello’s combination of stylish Pininfarina lines and front mounted 12-cylinder engine meant this car had the potential to become an instant classic, following in the footsteps of its forebear, the 365 GTB/4 ‘Daytona’, and if you look at the way the prices are steading to go, it’s clear that the potential is being realised. Launched in 1996, and with modern styling cues, a 5.5 litre V12 engine producing around 485bhp and a reported top speed of 199mph, the 550 Maranello was a serious motor car. A less frenetic power delivery, the six speed manual box and excellent weight distribution were all factors in the 550 becoming the perfect European Grand Tourer. Ferrari updated the car to create the 575M.

The 308 GTB was launched at the Paris Motor Show in 1975 as a direct replacement for the Dino 246. Designed by Pininfarina with sweeping curves and aggressive lines, the 308 has gone on to become one of the most recognised Ferraris of all time. Fitted with a 2.9 litre DOHC V8 engine fed by four Webber 40DCNF Carburettors, the power output of 255bhp was sufficient to propel the 308 from 0 to 60mph in 6.5 seconds and on to a top speed of 159 mph.Tougher emissions standards in the 1980s challenged Ferrari more than many other marques. In 1980, fuel injection was adopted for the first time on the 308 GTB and GTS models, and power dropped quite noticeably fro 240 bhp to 214bhp. Two years later, at the 1982 Paris Motor Show, Ferrari launched the 308 quattrovalvole, in GTB and GTS form. The main change from the 308 GTBi/GTSi it succeeded were the 4-valves per cylinder—hence its name, which pushed output back up to 240 hp restoring some of the performance lost to the emission control equipment. The new model could be recognised by the addition of a slim louvred panel in the front lid to aid radiator exhaust air exit, power operated mirrors carrying a small enamel Ferrari badge, a redesigned radiator grille with rectangular driving lights on each side, and rectangular (in place of round) side repeaters. The interior also received some minor updates, such as a satin black three spoke steering wheel with triangular centre; cloth seat centres became available as an option to the standard full leather. Available included metallic paint, a deep front spoiler, air conditioning, wider wheels, 16-inch Speedline wheels with Pirelli P7 tyres, and a satin black roof aerofoil (standard on Japanese market models). Apart from the 32-valve cylinder heads, the V8 engine was essentially of the same design as that used in the 308 GTSi model. The gear and final drive ratios were altered to suit the revised characteristics of the four valves per cylinder engine. One other significant benefit of the QV four valve heads was the replacement of the non-QV models sodium valves which have been known to fail at the joint between the head and the stem. Bosch K-Jetronic fuel injection and Marelli Digiplex electronic ignition were carried over from the GTBi/GTSi. The car was produced in this form until the launch of the 328 models in the autumn of 1985 which had larger 3.2 litre engines and a number of styling changes. 308 GTB models are becoming increasingly sought after, with prices rising steadily and quite steeply. There was a 308 GTB here along with a 308 GTS Qv.

The successor model, the 328 GTS was among the cars that the Owners Club brought along. Introduced at the 1985 Frankfurt Show alongside the Mondial 3.2 series, the Ferrari 328 GTB and GTS (Type F106) were the successors to the Ferrari 308 GTB and GTS which had first been seen in October 1975. While mechanically still based on the 308 GTB and GTS respectively, small modifications were made to the body style and engine, most notably an increase in engine displacement to 3185 cc for increased power and torque output. As had been the case for a generation of the smaller Ferraris, the model name referred to the total cubic capacity of the engine, 3.2 litres, and 8 for the number of cylinders. Essentially the new model was a revised and updated version of the 308 GTS, which had survived for eight years without any radical change to the overall shape, albeit with various changes to the 3-litre engine. The 328 model presented a softening of the wedge profile of its predecessor, with a redesigned nose that had a more rounded shape, which was complemented by similar treatment to the tail valance panel. The revised nose and tail sections featured body colour bumpers integral with the valance panels, which reflected the work done concurrently to present the Mondial 3.2 models, with which they also shared a similar radiator grille and front light assembly layout. Thus all the eight-cylinder cars in the range shared fairly unified front and rear aspects, providing a homogeneous family image. The exhaust air louvres behind the retractable headlight pods on the 308 series disappeared, coupled with an increase in the size of the front lid radiator exhaust air louvre, which had been introduced on the 308 Quattrovalvole models, whilst a new style and position of exterior door catch was also provided. The interior trim also had a thorough overhaul, with new designs for the seat panel upholstery and stitching, revised door panels and pulls, together with more modern switchgear, which complemented the external updating details. Optional equipment available was air conditioning, metallic paint, Pirelli P7 tyres, a leather dashboard, leather headlining to the removable roof panel plus rear window surround, and a rear aerofoil (standard on Japanese market models). In the middle of 1988 ABS brakes were made available as an option, which necessitated a redesign of the suspension geometry to provide negative offset. This in turn meant that the road wheel design was changed to accommodate this feature. The original flat spoke “star” wheels became a convex design, in the style as fitted to the 3.2 Mondial models, whether ABS was fitted or not. The main European market 328 GTS models had a tubular chassis with a factory type reference F 106 MS 100. Disc brakes, with independent suspension via wishbones, coil springs, and hydraulic shock absorbers, were provided all round, with front and rear anti roll bars. There were various world market models, each having slight differences, with right and left hand drive available. The V8 engine was essentially of the same design as that used in the 308 Quattrovalvole model, with an increase in capacity to 3185 cc. The engine retained the Bosch K-Jetronic fuel injection system of its predecessor, but was fitted with a Marelli MED 806 A electronic ignition system, to produce a claimed power output of 270 bhp at 7000 rpm. As with the preceding 308 models the engine was mounted in unit with the all synchromesh five-speed manual transmission assembly, which was below, and to the rear of the engine’s sump. The 328 GTS continued in production for four years, until replaced by the 348 ts model in the autumn of 1989, during which time 6068 examples were produced in the chassis number range of 59301 to 83136, the GTS production outnumbering the GTB (1344 produced) version almost five to one.

Produced alongside the 308/328 GTB and GTS models was the Mondial, and there were a number of 3.2 versions of the car on show. Produced by Ferrari from 1980 through 1993, it replaced the 208/308 GT4. The “Mondial” name came from Ferrari’s history — the 500 Mondial race car of the early 1950s. Despite its predecessor being Bertone styled, the Mondial saw Ferrari return to Pininfarina for styling. Sold as a mid-sized coupe and, eventually a cabriolet, it was conceived as a ‘usable’ model, offering the practicality of four seats and the performance of a Ferrari. The car had a slightly higher roofline than its stablemates, with a single long door either side, offering easy access and good interior space, reasonable rear legroom while all-round visibility was excellent. The cabriolets also hold the distinction of being the only production automobile in history that has four seats, is rear mid-engined, and is a full convertible. The car body was not built as a monocoque in the same way as a conventional car. The steel outer body produced by the famous Italian coachbuilder Carrozzeria Scaglietti, in nearby Modena, was  built over a lightweight steel box-section space frame. The engine cover and rear luggage compartment lids are in light alloy. The seats and interior were trimmed in Connolly hide, contrasting with the body colour. Most cars were painted rosso red, but some were black or silver, and a few were dark blue. The Mondial was the first Ferrari car where the entire engine/gearbox/rear suspension assembly is on a detachable steel subframe. This design made engine removal for a major rebuild or cylinder head removal much easier than it was on previous models. Unusually, the handbrake is situated between the driver’s seat and the inner sill. Once the handbrake is set it drops down so as, not to impede egress and ingress. Instead of the conventional “H” shift pattern, the gearbox has 1st gear situated in a “dog leg” to the left and back, behind reverse. This pattern, otherwise known as a “reverse h-gate”, allows quicker gear shifts between 2nd and 3rd gear, and also between 4th and 5th. The Mondial underwent many updates throughout production. There were four distinct iterations (8, QV, 3.2, and t), with the latter 3 having two variations each. (coupe and cabriolet). The first car was introduced as the Mondial 8 at the 1980 Geneva Auto Salon. It was the first Ferrari to depart from the company’s simple 3-digit naming scheme, and some reviews found it relatively mild, compared to other Ferraris, regarding performance, drawing criticism from some in the motoring press. It used a mid/rear-mounted Bosch K-Jetronic fuel injection V8, shared with the 308 GTBi/GTSi, mounted transversely. The engine used in the 1973 Dino 308 GT4. The K-Jetronic system is mechanical, with a high-pressure pump which streams fuel continuously to the injectors; it does not have a computer, just a few relays to handle the cold start sequence etc. The chassis was also based on the 308 GT4, but with a 3.9 inch longer wheelbase at 104.3 in. The suspension was the classic layout of unequal-length double wishbones and Koni dampers all around. Today, the Mondial 8 is considered one of the marque’s most “practical” vehicles, due to its 214 hp, proven drivetrain, four seats, and relatively low cost of maintenance (major services can be performed without removing the entire engine/transmission subframe). 703 examples were made. The first Mondial engine, although a DOHC design, used just two valves per cylinder. The 1982 Quattrovalvole or QV introduced a new four-valve head; the combustion chamber design purportedly based on the early eighties Formula 1 engine. Again, the engine was shared with the contemporary 308 GTB/GTS QV, and produced a much more respectable 240 hp. Appearance was largely as per the Mondial 8, although with red engine heads and prominent “quattrovalvole” script at the rear. 1,145 coupés built between 1982 and 1985. A new Cabriolet body style added for 1983. Body styling remained the same as the coupé variant, with the roof maintaining the ‘buttress’ design of the roof, though the Cabriolet required the rear seats to be mounted closer together laterally. The introduction of the Cabriolet saw the popularity of the Mondial rise, particularly in the American market, where the convertible body style was highly desirable. The Cabriolet has the added distinction of being the only four-seat, mid-rear engine, convertible automobile ever manufactured in regular production. 629 units were produced between 1983 and 1985, making this the rarest version of the Mondial. Like the Ferrari 328, the Mondial’s engine grew in both bore and stroke to 3,185 cc in 1985. Output was now 270 PS.  The Mondial 3.2 was first presented at the 1985 Frankfurt Auto Show in September that year.  Available in both Coupé and Cabriolet forms, styling refreshed with restyled and body-coloured bumpers, similar to the 328 with more integrated indicators and driving lamps, and new alloy wheels with a more rounded face. The 3.2 also boasted a major interior update, with a more ergonomic layout and a more rounded instrument binnacle. Later cars, from 1987 onwards, also sported ABS brakes. Fuel injection remained the primarily mechanical Bosch K-Jetronic (CIS) with an O2 sensor in the exhaust providing feedback to a simple computer for mixture trimming via a pulse modulated frequency valve that regulated control fuel pressure. The ignition system was Marelli Microplex, with electronic advance control and one distributor per bank of the V8. The 1988 Mondial 3.2 would be the final model year that retained the relatively low maintenance costs of the 308/328 drivetrain, allowing major service items like timing belt and clutch replacement performed with the engine/transmission package still in the car. The final Mondial evolution was 1989’s Mondial t, which was a substantially changed model. It was visually different from preceding Mondial models, the most recognizable being the redesign of the air intakes to a smaller rectangular shape. Additionally, the door-handles were of a visually different design, as were the front and rear bumpers which became body coloured. New front and rear wings cover wider tracks and are re-profiled to a fuller shape compared to previous models, which feature a rolled lip. The ‘t’ called attention to the car’s new engine/transmission layout: the previously-transverse engine mounted longitudinally while the gearbox remained transverse, thus forming a ‘t’. By adopting this layout, a longer engine could be mounted lower in the chassis, improving handling dramatically. The ‘t’ configuration was used by Ferrari’s Formula One cars of the 1980s, and would be the standard for the marque’s future mid-engined V8 cars, beginning with the 348, introduced later in the year. The transverse manual gearbox fitted with a Limited Slip Differential with a twin-plate clutch design with bevel gears driving the wheels. Later in production, a Semi-automatic transmission termed “Valeo” was available as an option; while shifting was using a traditional gear lever, the clutch was actuated automatically without a clutch pedal. The engine was up to 3405 cc and 300 hp, controlled by Bosch Motronic DME 2.5 (later DME 2.7) electronic engine management that integrated EFI and ignition control into a single computer unit. Two of these used in the car: one for each bank of the engine. Engine lubrication upgraded to a dry-sump system. The Mondial’s chassis would underpin a new generation of 2-seat Ferraris, right up to the 360, but the 2+2 Mondial would end production just four and a half years later in 1993. However, the “t” layout of the engine and transaxle, adapted from Ferrari’s Formula One cars, continues to be used in mid-engined V8 model Ferraris to date, albeit with a more sophisticated chassis. The new layout saw the engine and transmission mounted on a removable subframe; the assembly removed from the underside of the vehicle for maintenance. This process is necessary for timing belt replacement, making this a costly procedure for the owner who does not have a lift. On the other hand, the clutch was now located at the very rear of the drive train. This arrangement makes clutch replacement and service a simple, inexpensive, and readily owner-doable proposition. The “t” was home to other Ferrari firsts: It used power assisted steering for the first time and had a 3-position electronically controlled suspension for a variable tradeoff between ride quality and road holding. It also had standard ABS. Total production of the t Coupe was 858 (45 Right Hand Drive), and the t Cabriolet of 1,017 (51 Right Hand Drive, meaning that around 6000 Mondial cars were produced over those 13 years, making it one of the most commercially significant Ferraris to date.

With styling that had a close link to the Testarossa, Ferrari replaced the 328 GTB and GTS models in 1989, with the new 348 range At launch, the 348 series were not that enthusiastically received by the press who found much to complain about.  The 348’s styling differed from previous models with straked side air intakes and rectangular taillights resembling the Testarossa. Launched in two models, a coupe badged 348 tb (Trasversale Berlinetta) and targa roofed 348 ts (Targa), these were soon joined by a fully open car, the 348 Spider. All featured a normally aspirated 3.4-litre version of the quad-cam, four-valve-per-cylinder V8 engine. As with its predecessors, the model number was derived from this configuration, with the first two digits being the displacement and the third being the number of cylinders. The engine, which produced 300 hp was mounted longitudinally and coupled to a transverse manual gearbox, like the Mondial t with which the 348 shared many components. This was a significant change for Ferrari, with most previous small Ferraris using a transverse engine with longitudinal transmission. The “T” in the model name 348 tb and ts refers to the transverse position of the gearbox.  The 348 was fitted with dual-computer engine management using twin Bosch Motronic ECUs, double-redundant anti-lock brakes, and self-diagnosing air conditioning and heating systems. Late versions (1993 and beyond) have Japanese-made starter motors and Nippondenso power generators to improve reliability, as well as the battery located within the front left fender for better weight distribution. Similar to the Testarossa but departing from the BB 512 and 308/328, the oil and coolant radiators were relocated from the nose to the sides, widening the waist of the car substantially, but making the cabin much easier to cool since hoses routing warm water no longer ran underneath the cabin as in the older front-radiator cars. This also had the side effect of making the doors very wide. The 348 was equipped with a dry-sump oil system to prevent oil starvation at high speeds and during hard cornering. The oil level can only be accurately checked on the dipstick when the motor is running due to this setup. The 348 was fitted with adjustable ride-height suspension and a removable rear sub-frame to speed up the removal of the engine for maintenance. Despite trenchant criticism of the car, especially its handling, 2,895 examples of the 348 tb and 4,230 of the 348 ts were produced. There was a 348 ts model here.

Stung by the criticism of the 348, Ferrari undertook a comprehensive revision, creating the F355 model which they launched in May 1994. An evolution of the Ferrari 348, just about everything was changed, and improved.  Design emphasis for the F355 was placed on significantly improved performance, but driveability across a wider range of speeds and in different environments such as low-speed city traffic was also addressed, as the Honda NS-X had proved that you could make a supercar that could be lived with every day. Apart from the displacement increase from 3.4 to 3.5 litres, the major difference between the V8 engine in the 348 and F355 was the introduction of a 5-valve cylinder head. This new head design allowed for better intake permeability and resulted in an engine that was considerably more powerful, producing 375 hp. The longitudinal 90° V8 engine was bored 2mm over the 348’s engine, resulting in the small increase in displacement. The F355 had a Motronic system controlling the electronic fuel injection and ignition systems, with a single spark plug per cylinder, resulting in an unusual 5 valves per cylinder configuration. This was reflected in the name, which did not follow the formula from the previous decades of engine capacity in litres followed by number of cylinders such as the  246 = 2.4 litres and 6 cylinders and the 308 of 3.0 litres and  8 cylinders. For the F355, Ferrari used engine capacity followed by the number of valves per cylinder (355 = 3.5 litres engine capacity and 5 valves per cylinder) to bring the performance advances introduced by a 5 valve per cylinder configuration into the forefront. 5. The frame was a steel monocoque with tubular steel rear sub-frame with front and rear suspensions using independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers with electronic control servos and anti-roll bars. The car allows selection between two damper settings, “Comfort” and “Sport”. Ferrari fitted all road-going F355 models with Pirelli tires, size 225/40ZR 18 in front and 265/40 ZR 18 in the rear. Although the F355 was equipped with power-assisted steering (intended to improve low-speed driveability relative to the outgoing 348), this could optionally be replaced with a manual steering rack setup by special order. Aerodynamic designs for the car included over 1,300 hours of wind tunnel analysis. The car incorporates a Nolder profile on the upper portion of the tail, and a fairing on the underbody that generates downforce when the car is at speed. These changes not only made the car faster but also much better to drive,m restoring Ferrari to the top of the tree among its rivals. At launch, two models were available: the coupe Berlinetta and the targa topped GTS, which was identical to the Berlinetta apart from the fact that the removable “targa-style” hard top roof could be stored behind the seats. The F355 would prove to be last in the series of mid-engined Ferraris with the Flying Buttress rear window, a lineage going back to the 1965 Dino 206 GT, unveiled at the Paris Auto Show. The Spider (convertible) version came later in the year. In 1997 the Formula One style paddle gear shift electrohydraulic manual transmission was introduced with the Ferrari 355 F1 adding £6,000 to the dealer asking price. This system promised faster gearchanges and allowed the driver to keep both hands on the steering wheel, It proved to be very popular and was the beginning of the end for the manual-transmission Ferrari.  Ferrari produced 4,871 road-going Berlinetta models, of which 3,829 were 6-speed and 1,042 were F1 transmissions. The Spider proved to be the second-most popular F355 model, with a total production of 3,717 units, of which 2,664 were produced with the 6-speed transmission and another 1,053 produced with the F1 transmission.  A total of 2,577 GTS models were produced, with 2,048 delivered with the 6-speed transmission and another 529 with the F1 transmission. This was the last GTS targa style model produced by Ferrari. This made a total production run of 11,273 units making the F355 the most-produced Ferrari at the time, though this sales record would be surpassed by the next generation 360 and later, the F430.

It was with the 360 Modena that sales of Ferrari models really took off, with unprecedented volumes of the car being sold. The 360 Modena was launched in 1999,  named after the town of Modena, the birthplace of Enzo Ferrari. A major innovation in this all new model came from Ferrari’s partnership with Alcoa which resulted in an entirely new all-aluminium space-frame chassis that was 40% stiffer than the F355 which had utilised steel. The design was 28% lighter despite a 10% increase in overall dimensions. Along with a lightweight frame the new Pininfarina body styling deviated from traditions of the previous decade’s sharp angles and flip-up headlights. The new V8 engine, common to all versions, was of 3.6 litre capacity with a flat plane crankshaft, titanium connecting rods and generates 400 bhp  Despite what looks like on paper modest gains in reality the power to weight ratio was significantly improved on over the F355, this was due to the combination of both a lighter car and more power. The 0 to 100 km/h acceleration performance improved from 4.6 to 4.3 seconds. The first model to be rolled out was the 360 Modena, available as a manual, or an F1 electrohydraulic manual. Next up was an open car. The 360 was designed with a Spider variant in mind; since removing the roof of a coupe reduces the torsional rigidity, the 360 was built for strength in other areas. Ferrari designers strengthened the sills, stiffened the front of the floorpan and redesigned the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible’s necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars. The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium construction throughout, the Spider weighs in only 60 kg heavier than the coupé. As with the Modena version, its 3.6 litre V8 with 400 bhp is on display under a glass cover. The engine — confined in space by the convertible’s top’s storage area — acquires additional air supply through especially large side grills. The intake manifolds were moved toward the center of the engine between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Modena. In terms of performance, the 0-60 mph time was slightly slower at 4.4 seconds due to the slight weight increase, and the top speed was reduced from 189 to 180 mph. Despite the car’s mid-mounted V8 engine, the electrically operated top is able to stow into the compartment when not in use. The convertible top was available in black, blue, grey and beige. The transformation from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed “a stunning 20 second mechanical symphony”. The interior of the Spider is identical to that of the coupé. Both body styles were here.

Skip forward a few generations and you get to this car, the F430 Spider. Successor to the Ferrari 360, this model debuted at the 2004 Paris Motor Show. Designed by Pininfarina, under the guidance of Frank Stephenson, the body styling of the F430 was revised from its predecessor, the Ferrari 360, to improve its aerodynamic efficiency. Although the drag coefficient remained the same, downforce was greatly enhanced. Despite sharing the same basic Alcoa Aluminium chassis, roof line, doors and glass, the car looked significantly different from the 360. A great deal of Ferrari heritage was included in the exterior design. At the rear, the Enzo’s tail lights and interior vents were added. The car’s name was etched into the Testarossa-styled driver’s side mirror. The large oval openings in the front bumper are reminiscent of Ferrari racing models from the 60s, specifically the 156 “sharknose” Formula One car and 250 TR61 Le Mans cars of Phil Hill. Designed with soft-top-convertible. The F430 featured a 4.3 litre V8 petrol engine of the “Ferrari-Maserati” F136 family. This new power plant was a significant departure for Ferrari, as all previous Ferrari V8’s were descendants of the Dino racing program of the 1950s. This fifty-year development cycle came to an end with the entirely new unit. The engine’s output was 490 hp at 8500 rpm and 465 N·m (343 lb/ft) of torque at 5250 rpm, 80% of which was available below 3500rpm. Despite a 20% increase in displacement, engine weight grew by only 4 kg and engine dimensions were decreased, for easier packaging. The connecting rods, pistons and crankshaft were all entirely new, while the four-valve cylinder head, valves and intake trumpets were copied directly from Formula 1 engines, for ideal volumetric efficiency. The F430 has a top speed in excess of 196 mph and could accelerate from 0 to 100 km/h in 3.9 seconds, 0.6 seconds quicker than the old model. The brakes on the F430 were designed in close cooperation with Brembo (who did the calipers and discs) and Bosch (who did the electronics package),resulting in a new cast-iron alloy for the discs. The new alloy includes molybdenum which has better heat dissipation performance. The F430 was also available with the optional Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake package. Ferrari claims the carbon ceramic brakes will not fade even after 300-360 laps at their test track. The F430 featured the E-Diff, a computer-controlled limited slip active differential which can vary the distribution of torque based on inputs such as steering angle and lateral acceleration. Other notable features include the first application of Ferrari’s manettino steering wheel-mounted control knob. Drivers can select from five different settings which modify the vehicle’s ESC system, “Skyhook” electronic suspension, transmission behaviour, throttle response, and E-Diff. The feature is similar to Land Rover’s “Terrain Response” system. The Ferrari F430 was also released with exclusive Goodyear Eagle F1 GSD3 EMT tyres, which have a V-shaped tread design, run-flat capability, and OneTRED technology. The F430 Spider, Ferrari’s 21st road going convertible, made its world premiere at the 2005 Geneva Motor Show. The car was designed by Pininfarina with aerodynamic simulation programs also used for Formula 1 cars. The roof panel automatically folds away inside a space above the engine bay. The conversion from a closed top to an open-air convertible is a two-stage folding-action. The interior of the Spider is identical to that of the coupé. Serving as the successor to the Challenge Stradale, the 430 Scuderia was unveiled by Michael Schumacher at the 2007 Frankfurt Auto Show. Aimed to compete with cars like the Porsche RS-models and the Lamborghini Gallardo Superleggera it was lighter by 100 kg/220 lb and more powerful (510 PS) than the standard F430. Increased power came from a revised intake, exhaust, and an ion-sensing knock-detection system that allows for a higher compression ratio. Thus the weight-to-power ratio was reduced from 2.96 kg/hp to 2.5 kg/hp. In addition to the weight saving measures, the Scuderia semi-automatic transmission gained improved “Superfast”, known as “Superfast2”, software for faster 60 millisecond shift-times. A new traction control system combined the F1-Trac traction and stability control with the E-Diff electronic differential. The Ferrari 430 Scuderia accelerates from 0-100 km/h in 3.6 seconds, with a top speed of 202 miles per hour. Ferrari claimed that around their test track, Fiorano Circuit, it matched the Ferrari Enzo, and the Ferrari F430’s successor, the Ferrari 458. To commemorate Ferrari’s 16th victory in the Formula 1 Constructor’s World Championship in 2008, Ferrari unveiled the Scuderia Spider 16M at World Finals in Mugello. It is effectively a convertible version of the 430 Scuderia. The engine produces 510 PS at 8500 rpm. The car has a dry weight of 1,340 kg, making it 80 kg lighter than the F430 Spider, at a curb weight of 1,440 kg (3,175 lb). The chassis was stiffened to cope with the extra performance available and the car featured many carbon fibre parts as standard. Specially lightened front and rear bumpers (compared to the 430 Scuderia) were a further sign of the efforts Ferrari was putting into this convertible track car for the road. Unique 5-spoke forged wheels were produced for the 16M’s launch and helped to considerably reduce unsprung weight with larger front brakes and callipers added for extra stopping power (also featured on 430 Scuderia). It accelerates from 0-100 km/h in 3.7 seconds, with a top speed of 315 km/h (196 mph). 499 vehicles were released beginning early 2009 and all were pre-sold to select clients.

An all new design, the 458 Italia was first officially unveiled at the 2009 Frankfurt Motor Show. Once more, Ferrari advised that the model incorporated technologies developed from the company’s experience in Formula 1. The body computer system was developed by Magneti Marelli Automotive Lighting. The 458 came with a 4,499 cc  V8 engine of the “Ferrari/Maserati” F136 engine family, producing 570 PS ( 562 hp) at 9,000 rpm and 540 N·m (398 lb/ft) at 6,000 rpm with 80% torque available at 3,250 rpm. The engine featured direct fuel injection, a first for Ferrari mid-engine setups in its road cars. The only transmission available was a dual-clutch 7-speed Getrag gearbox, in a different state of tune shared with the Mercedes-Benz SLS AMG. There was no traditional manual option, making this the fourth road-car after the Enzo, Challenge Stradale and 430 Scuderia not to be offered with Ferrari’s classic gated manual. The car’s suspension featured double wishbones at the front and a multi-link setup at the rear, coupled with E-Diff and F1-Trac traction control systems, designed to improve the car’s cornering and longitudinal acceleration by 32% when compared with its predecessors.The brakes included a prefill function whereby the pistons in the calipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS and standard Carbon Ceramic brakes caused a reduction in stopping distance from 100–0 km/h to 32.5 metres. Ferrari’s official 0–100 km/h (62 mph) acceleration time was quoted as 2.9–3.0 seconds with a top speed of 340 km/h (210 mph).  In keeping with Ferrari tradition the body was designed by Pininfarina under the leadership of Donato Coco, the Ferrari design director. The interior design of Ferrari 458 Italia was designed by Bertrand Rapatel, a French automobile designer. The car’s exterior styling and features were designed for aerodynamic efficiency, producing a downforce of 140 kg (309 lb) at 200 km/h. In particular, the front grille features deformable winglets that lower at high speeds, in order to offer reduced drag. The car’s interior was designed using input from former Ferrari Formula 1 driver Michael Schumacher; in a layout common to racing cars, the new steering wheel incorporates many controls normally located on the dashboard or on stalks, such as turning signals or high beams. At launch the car was widely praised as being pretty much near perfect in every regard. It did lack a fresh air version, though, but that was addressed with the launch of the 458 Spider at the 2011 Frankfurt Motor Show. This convertible variant of the 458 Italia featured an aluminium retractable hardtop which, according to Ferrari, weighs 25 kilograms (55 lb) less than a soft roof such as the one found on the Ferrari F430 Spider, and can be opened in 14 seconds The engine cover was redesigned to accommodate the retractable roof system. It had the same 0–100 km/h time as the hard-top but a lower top speed of 199 mph. It quickly became the better seller of the two versions.

The latest of the V8 line is the 488 GTB, and there was a newly acquired example of that here, presented in a really nice deep shade of blue that suits the car just as much as the more commonly seen red and yellow. Launched at the 2015 Geneva Show, the 488GTB followed the lead set by the California T in bringing turbocharging into a modern-day, mid-engined V8 Ferrari supercar for the first time. The engine is completely new when compared with its V8 stablemate, not only in components but also in feel and character. It is a twin-turbocharged 3902cc unit whilst that in the California T is 3855cc. In the 488 GTB, it produces 660bhp at 8000rpm and 560lb ft at 3000rpm. Both outputs are significant increases over the normally aspirated 4.5-litre V8 used in the 562 bhp 458 Italia and 597 bhp 458 Speciale, and also greater than the car’s biggest rival, the McLaren 650S. The torque figure of the 488 GTB is such that it also exceeds the 509lb ft at 6000rpm of the normally aspirated V12 used in the range-topping Ferrari F12 Berlinetta. The mighty new engine in the 488 GTB drives the rear wheels through a revised seven-speed dual-clutch automatic gearbox derived from the 458. It features a new ‘Variable Torque Management’ system which, Ferrari says, “unleashes the engine’s massive torque smoothly and powerfully right across the rev range”. The gear ratios are also tuned to “deliver incredibly progressive acceleration when the driver floors the throttle”. The 488 GTB can crack 0-62mph in just 3.0sec, 0-124mph in 8.4sec and reach a top speed of 205mph. Its 0-62mph and 0-124mph times match the McLaren 650S’s, but the Woking car’s top speed is slightly higher at 207mph. The engine also accounts for the ‘488’ element of the car’s name, because each of the engine’s eight cylinders is 488cc in capacity when rounded up. The GTB suffix, standing for Gran Turismo Berlinetta, is a hallmark of previous mid-engined V8 Ferraris such as the 308 GTB. Not only is the new turbo engine more potent than the 4.5-litre V8 from the 458 Italia, but it is also more economical. Combined fuel economy is rated at 24.8mpg, compared with 21.2mpg in the 458 Italia, and CO2 emissions are 260g/km – a 47g/km improvement. Ferrari’s HELE engine stop-start system features on the 488 GTB. Developments on the dynamic side include a second generation of the Side Slip Angle Control system, called SSC2. This allows the driver to oversteer without intruding, unless it detects a loss of control. The SSC2 now controls the active dampers, in addition to the F1-Trac traction control system and E-Diff electronic differential. Ferrari says the result is “more precise and less invasive, providing greater longitudinal acceleration out of corners” and flatter, more stable behaviour during “complex manoeuvres”. Learnings from the Ferrari XX programme have also been incorporated into the 488 GTB, something that Ferrari says allows all drivers and not just professionals, to make the most of its electronic and vehicle control systems. It also claims the 488 GTB is “the most responsive production model there is”, with responses comparable to a track car. The 488 GTB has lapped Ferrari’s Fiorano test track in 1min 23sec – two seconds faster than the 458 Italia, and half a second quicker than the 458 Speciale. The dimensions of the 488 GTB – it is 4568mm in length, 1952mm in width and 1213mm in height – closely match the 458 Italia from which it has evolved. Its dry weight is 1370kg when equipped with lightweight options – 40kg more than the McLaren 650S. The new look, styled at the Ferrari Styling Centre, features several new aerodynamic features that improve downforce and reduce drag. Most notable is the addition of active aerodynamics at the rear through a ‘blown’ rear spoiler, where air is channelled from the base of the glass engine cover under the spoiler. This contributes to the 50% increase in downforce over the 458 Italia. Also new is a double front spoiler, an aerodynamic underbody, a large air intake at the front that references the 308 GTB, a diffuser with active flaps, new positioning for the exhaust flaps and new-look lights. The interior has been redesigned to be made more usable, including new switchgear, air vents and instrument panel. The multi-function steering wheel remains, while the infotainment system gets a new interface and graphics. The Spider followed the closed coupe model six months later, and supplies of that car are now reaching the UK. It is expected that this will be bigger seller of the car, as was the case with the 458 models.

FIAT

Smallest Fiat here was a 500F an example of the Nuova 500, a model which celebrates its 60th anniversary in 2017. Known as project 110, the brief for the Nuova 500 was to create a micro-car that would not only carry on the tradition of the earlier Topolino, but which would also take sales away from the ever popular Lambretta and Vespa scooters of the day. It clearly needed to be smaller than the 600 which had been released with a conventional 4 cylinder engine. Not an easy task, but development started in 1953 and by August 1954, two designs were ready to be shown to Fiat management. They selected one, and serious development began. At first the car was referred to as the 400, as it was going to have a 400cc engine, but it was soon realised that this was just too small, so a larger 500cc air-cooled engine was developed. It was signed off in January 1956, with production starting in March 1957 in advance of a June launch. Fiat’s marketing department got busy, with hundreds of the new car taking to the streets of Turin, each with a pretty girl standing through the open sunroof that was a feature of all the early cars. The press loved it. 50 units were shipped to Britain, where the car made its debut at Brands Hatch, and again the reception was enthusiastic. But the orders just did not come in. Fiat went for a hasty rethink, relaunching the car at the Turin Show later that year. power was increased from 13 to 15 bhp, and the poverty spec was lessened a little, with headlight bezels, brightwork on the side and chrrome hubcaps, a Nuova500 badge on the engine cover, winding side windows (the launch cars just had opening quarterlights) and the option of a heater fan. It was enough to get sales moving. The original car was still offered, at a lower price, called the Economy. In the first year of production, 28,452 Fiat 500s were made. Over the next 19 years, the car changed little in overall appearance, but there were a number of updates with more power and equipment added. A 500 Sport was launched in August 1958, with a more powerful version of the 499cc engine. It lost the soft top, having a ridged steel roof, to increase strength of the body. It was only available in grey with a red side flash. The first major changes came in 1960 with the 500D. This looks very similar to the Nuova, but with two key differences. One is the engine size: the D features an uprated 499 cc engine producing 17 bhp as standard, an engine which would be used right through until the end of the L in 1973; and the other is the roof: the standard D roof does not fold back as far as the roof on the Nuova, though it was also available as the “Transformable” with the same roof as the Nuova. The D still featured “suicide doors”. There were larger rear light clusters, more space in the front boot thanks to a redesign of the fuel tank and new indicators under the headlights. A year later, Fiat added a light on the rear-view mirrors and a windscreen washer, but the car still lacked a fuel gauge. Sales increased from 20,900 in 1960 to 87.000 in 1961, 132,000 in 1962 and by 1964, the last year of production, they hit 194,000 units. The D was replaced in 1965 by the 500F, which finally moved the door hinges from back to the front, owing to changes in Italian safety laws. There was a deeper windscreen and thinner door pillars, which increased the height of the car by 10mm, improving visibility for the driver. The 500F ran through to 1975, from 1968 alongside the more luxurious 500L which was added to the range in 1968. The L is easy to tell apart, with its bumper overriders. The final updates created the 500R, which incorporated many changes from the 126 under the skin of the classic shape, and in this form production continued alongside the newer 126 until 1976.

Following the success of the 500 and 600 models, Fiat introduced a slightly larger and more expensive var, the 850 in 1964. The regular 2 door saloon was soon joined in the range by other models and they are the ones you see more often these days, not that they are exactly common now. The 850 Coupe, early and later versions of which were to be seen here was seen for the first time at the 1965 Geneva Show. As was generally the case at the time, the body looked completely different from the saloon on which it was based, but underneath it shared the same mechanicals including the the original 843 cc engine producing 47 hp, which gave it a maximum speed of  84 mph. A Spider model was launched at the same time. In order to separate the sportier variants, equipment levels were raised, with both models getting sport seats, a sport steering wheel and round speedometer; The Spider even received a completely rearranged instrument panel. The front drum brakes were replaced with disc brakes, although drum brakes remained on the rear wheels. In 1968, Fiat revised both the Spider and Coupé and gave them a stronger engine with 903 cc and 52 hp. They were called Sport Spider and Sport Coupé. The Sport Spider body stayed essentially the same, but with a restyled front, whereas the Coupe gained twin headlights at the front and a revised tail with a slight lip on the trailing edge of the engine cover. Despite its popularity, the Coupe was the first model to cease production, being deleted in 1971. Seen here was an early 850 Coupe.

This was one of the stand-out cars of the day for me, an immaculate looking Tempra 1.8 ie SX. The Fiat Tempra (Type 159) was a family car intended as a replacement for the Fiat Regata. The original project was called Tipo 3, being a mid size car between the Fiat Tipo (project Tipo 2) and the bigger Fiat Croma (project Tipo 4). The chassis and some other parts (most notably, the doors) were shared with the Fiat Tipo. Other vehicles, derived from the same project were Lancia Dedra (theTempra’s closest relative, sharing all mechanical components), Lancia Delta second generation, Alfa Romeo 155, Alfa 145 and Alfa 146. The Tempra saloon was shown for the first time in newspapers in November 1989 and introduced at the 1990 Geneva Salon, with the estate version (marketed as the “Tempra SW”) arriving two months later in Turin. The Tempra’s engine range was similar to that of the Tipo. Initially 1.4- and 1.6-litre models had carburettor engines. Both of these models were discontinued in 1992, due to the new European emission standards, and thus all models from 1992 on had catalytic converters and electronic injection. Transmission was a standard five speed manual, but for the first time a midsize sedan was offered as with a continuously variable transmission which was previously available on the Fiat Uno, Panda, Ritmo and Tipo. This, called the “Selecta”, was available only with the 1.6 litre engine with either bodystyle.  As of July 1991, the 2.0 litre SX model became available with an optional four speed automatic transmission. Presented at the 1992 Geneva Show, there was a version of the station wagon which offered the two litre engine, combined with permanent four wheel drive. The four wheel drive version had a slight front bias (56/44%). During its six year production run, few changes were made apart from a minor facelift in April 1993, which resulted in a new front grille and other minor styling changes, as well as new equipment levels. Only two trim levels were available in its early years: standard (S) and SX, both reasonably equipped considering the Tempra’s low price. SX models for example, featured power windows, power locks, adjustable belts and steering wheel, front fog lights, body coloured bumpers, velvet upholstery, a futuristic digital dashboard and many other standard extras. They were also available with optional extras like anti-lock brakes, alloy wheels, sunroof, electronic climate control, etc. A facelift in April 1993 featured more trim levels, now ranging from the standard models (“L” in the United Kingdom, where it was only available with 1.4 engine) via the S and SX to the top SLX, which was only available with 1.8, and 2.0 litre engines in the United Kingdom. An optional driver’s airbag was another innovation that year. The four wheel drive Station Wagons continued to be available in some markets such as Switzerland. The car was built in Brazil and Turkey (by Tofas), as well as Italy, and there were local variants available in both of these markets, as well as the popular Marengo commercial version which sold well in Italy. In the UK, the SW outsold the saloon. The Tempra was discontinued in Europe in August 1996, and in Brazil in 1998. It was replaced by the Fiat Marea. There are only a very small number of them left in the UK now. Its owner, Gavin Bushby, told me that he only bought it a few months ago, sight unseen, from a seller in Scotland. It turned out to be pretty much perfect, with all the electrical and electronic features still working. He suspects it is a launch edition car, as it was registered in the first month that UK sales started, and it has pretty much item of optional equipment on it.

Final Fiat was a Panda Raid, an example of the long-lived first generation Panda which has been used for some tough endurance events, notably across Africa.

FORD

This is a Model Y dating from 1933. Sometimes referred to as the Eight, this was the first British designed Ford. It was powered by a 933 cc, 8 hp Ford sidevalve engine, and was available in two and four-door versions. The suspension was by the traditional Ford transverse leaf springs front and rear and the engine drove the rear wheels through a three-speed gearbox which, right from the start, featured synchromesh between the top two ratios. The maximum speed was just under 60 mph and fuel consumption was 32 mpg. Even by the standards of the time, the car, like its major competitor the Austin 7, was found noteworthy for its almost unbelievable lack of brakes. In June 1935 a reduced specification two-door model was the only closed-body car ever to sell in Britain for just £100, a price it held until July 1937.

2017 marks the 40th anniversary of the Fiesta going on sale. Britain’s best seller for many years now, several million have been on our roads, but the early ones are largely all but gone. There was one here. Originally developed under the project name “Bobcat” (not to be confused with the subsequent rebadged Mercury variant of the Ford Pinto) and approved for development by Henry Ford II in September 1972, just after the launch of two comparable cars – the Fiat 127 and Renault 5, the Fiesta was an all new car in the supermini segment, and was at the time the smallest car ever made by Ford. Development targets indicated a production cost US$100 less than the current Escort. The car was to have a wheelbase longer than that of the Fiat 127, but with overall length shorter than that of Ford’s Escort. The final proposal was developed by Tom Tjaarda at Ghia. The project was approved for production in late 1973, with Ford’s engineering centres in Cologne and Dunton (Essex) collaborating. Ford estimated that 500,000 Fiestas a year would be produced, and built an all-new factory near Valencia, Spain; a trans-axle factory near Bordeaux, France; factory extensions for the assembly plants in Dagenham, UK. Final assembly also took place in Valencia. The name Fiesta belonged to General Motors, used as a trim level on Oldsmobile estate models, when the car was designed but it was freely given for Ford to use on their new B-class car. After years of speculation by the motoring press about Ford’s new car, it was subject to a succession of carefully crafted press leaks from the end of 1975. A Fiesta was on display at the Le Mans 24 Hour Race in June 1976, and the car went on sale in France and Germany in September 1976; to the frustration of UK dealerships, right hand drive versions only began to appear in January 1977. Its initial competitors in Europe, apart from the Fiat 127 and Renault 5, included the Volkswagen Polo and Vauxhall Chevette. Chrysler UK were also about to launch the Sunbeam by this stage, and British Leyland was working on a new supermini which was eventually launched as the Austin Metro in 1980.  The Fiesta was initially available in Europe with the Valencia 957 cc with high compression and low compression options, and 1,117 cc engines in Base, Popular, L, GL (1978 onward), Ghia and S trim, as well as a van. A sporting derivative, the 1.3 Supersport was offered for the 1980 model year, using the 1.3 litre Kent Crossflow engine, effectively to test the market for the similar XR2 introduced a year later, which featured a 1.6 litre version of the same engine. Black plastic trim was added to the exterior and interior. The small square headlights were replaced with larger circular ones, with the front indicators being moved into the bumper to accommodate the change. With a quoted performance of 0–60 mph in 9.3 seconds and 105 mph top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s. Minor revisions appeared across the range in late 1981, with larger bumpers to meet crash worthiness regulations and other small improvements in a bid to maintain showroom appeal ahead of the forthcoming second generation. Rust claimed almost all the original Fiestas, so they are a rare sight today. Seen here were a 1.3 Supersport and an early XR2 as well as a facelift 1.1L.

Sole representative of the Cortina range was this Cortina 80 Ghia, sometimes known as the Mark V. It was announced on 24 August 1979. Officially the programme was code named Teresa, although externally it was marketed as “Cortina 80”, but the Mark V tag was given to it immediately on release by the press, insiders and the general public. Largely an update to the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which were now visible on the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, larger glass area, slimmer C-pillars with revised vent covers, larger slatted tail lights (on saloon models) and upgraded trim. Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mark IV. The 2.3 litre V6 engine was given electronic ignition and a slight boost in power output to 116 bhp, compared to the 108 bhp of the Mark IV. Ford also claimed improved corrosion protection on Mark V models; as a result, more Mark Vs have survived; however, corrosion was still quite a problem. The estate models combined the Mark IV’s bodyshell (which was initially from the 1970 Ford Taunus) with Mark V front body pressings. A pick-up (“bakkie”) version was also built in South Africa. These later received a longer bed and were then marketed as the P100. Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets). The replacement for the previous Mark IV S models was an S pack of optional extras which was available as an upgrade on most Mark V models from L trim level upwards. For the final model year of 1982 this consisted of front and rear bumper overriders, sports driving lamps, an S badge on the boot, tachometer, 4 spoke steering wheel, revised suspension settings, front gas shock absorbers,’Sports’ gear lever knob, sports road wheels, 185/70 SR x 13 tyres and Fishnet Recaro sports seats (optional). Various “special editions” were announced, including the Calypso and Carousel. The final production model was the Crusader special edition which was available as a 1.3 litre, 1.6 litre, and 2.0 litre saloons or 1.6 litre and 2.0 litre estates. The Crusader was a final run-out model in 1982, along with the newly introduced Sierra. It was the best-specified Cortina produced to date and 30,000 were sold, which also made it Ford’s best-selling special edition model. Another special edition model was the Cortina Huntsman, of which 150 were produced. By this time, the Cortina was starting to feel the competition from a rejuvenated Vauxhall, which with the 1981 release Cavalier J-Car, was starting to make inroads on the Cortina’s traditional fleet market, largely helped by the front wheel drive benefits of weight. Up to and including 1981, the Cortina was the best selling car in Britain. Even during its final production year, 1982, the Cortina was Britain’s second best selling car and most popular large family car. On the continent, the Taunus version was competing with more modern and practical designs like the Talbot Alpine, Volkswagen Passat, and Opel Ascona. The very last Cortina – a silver Crusader – rolled off the Dagenham production line on 22 July 1982 on the launch of the Sierra, though there were still a few leaving the forecourt as late as 1987, with one final unregistered Cortina GL leaving a Derbyshire dealership in 2005. The last Cortina built remains in the Ford Heritage Centre in Dagenham, Essex, not far from the factory where it was assembled.

Of similar age was this Capri 2.8 Injection. The Capri Mk III was referred to internally as “Project Carla”, and although little more than a substantial update of the Capri II, it was often referred to as the Mk III. The first cars were available in March 1978, but failed to halt a terminal decline in sales. The concept of a heavily facelifted Capri II was shown at the 1976 Geneva show: a Capri II with a front very similar to the Escort RS2000 (with four headlamps and black slatted grille), and with a rear spoiler, essentially previewed the model some time before launch. The new styling cues, most notably the black “Aeroflow” grille (first used on the Mk I Fiesta) and the “sawtooth” rear lamp lenses echoed the new design language being introduced at that time by Ford of Europe’s chief stylist Uwe Bahnsen across the entire range. Similar styling elements were subsequently introduced in the 1979 Cortina 80, 1980 Escort Mk III and the 1981 Granada Mk IIb. In addition, the Mk III featured improved aerodynamics, leading to improved performance and economy over the Mk II and the trademark quad headlamps were introduced. At launch the existing engine and transmission combinations of the Capri II were carried over, with the 3.0 S model regarded as the most desirable model although the softer, more luxurious Ghia derivative with automatic, rather than manual transmission, was the bigger seller of the two V6-engined models. Ford began to focus their attention on the UK Capri market as sales declined, realising the car had something of a cult following there. Unlike sales of the contemporary 4-door Cortina, Capri sales in Britain were to private buyers who would demand less discounts than fleet buyers allowing higher margins with the coupé. Ford tried to maintain interest in 1977 with Ford Rallye Sport, Series X, “X Pack” options from the performance oriented RS parts range. Although expensive and slow selling these proved that the press would enthusiastically cover more developed Capris with higher performance. In early 1982, the Essex 3.0 V6 which had been the range topper since September 1969 was dropped, while a new sporty version debuted at the Geneva Motor Show, called the 2.8 Injection. The new model was the first regular model since the RS2600 to use fuel injection. Power rose to a claimed 160 PS, even though tests showed the real figure was closer to 150 PS, giving a top speed of 210 km/h (130 mph), but the car still had a standard four-speed gearbox. The Capri 2.8 Injection breathed new life into the range and kept the car in production 2–3 years longer than Ford had planned. The four-speed gearbox was replaced with a five-speed unit early on – at the same time Ford swapped the dated looking chequered seats for more luxurious looking velour trim. A more substantial upgrade was introduced in 1984 with the Capri Injection Special. This development used half leather seating and included a limited slip differential. Externally the car could be easily distinguished by seven spoke RS wheels (without the customary “RS” logo since this was not an RS vehicle) and colour-coded grille and headlamp surrounds. At the same time the 2.0 Capri was rationalised to one model, the 2.0 S, which simultaneously adopted a mildly modified suspension from the Capri Injection. The 1.6 model was also reduced to a single model, the 1.6 LS. The car was finally deleted at the end of 1986, 1.9 million cars having been made over 18 years, and having been sold only in the UK for the final months of production.

There were a number of sporting Fords here, including the Escort RS Turbo and the second generation Focus RS as well as a rather splendid RS200.

There were lots of American Fords here, too. Oldest of them was a splendid Model T, the car that put America on wheels, and which was produced from 1908 to 1927.

Others included a first generation Thunderbird , a late 50s Fairlane, a 1964 Falcon 2 door and 1964 Galaxie Convertible as well as a 1966 Thunderbird.

Most numerous of the American Fords were the Mustang models, with lots of examples of what is thought of as the first generation car here. That model underwent a lot of change from its 1964 launch until it was replaced by Mustang II for 1974. Seen here were a GT500 from 1967, a GT350H Notchback, and “regular” engined cars from 1967 and 1969.

Final Ford was a Ranchero dating from 1977.

GILBERN

This is a Gilbern GT, the first car produced by the long-extinct  Welsh maker. A 2+2 two-door coupé, the GT was made between 1959 and 1967. The GT Mk 1 was initially available with either 948 cc BMC A-Series engine with an optional Shorrocks supercharger or Coventry Climax 1098 cc engines. The chassis was fabricated from square steel tubing and the front suspension was initially from the Austin A35. The body was a one-piece moulding. Although usually supplied in kit form, the body was provided fully trimmed and painted leaving the purchaser to only complete the mechanical items. Later versions came with a B-series 1500 or 1600 cc MGA or 1800 cc MGB engine and coil-sprung BMC rear axle. With the coming of the larger engine, the car was renamed the GT1800. 280 cars were made before it was replaced by the better known Genie. Survival rates of all Gilberns is very high, but even so you don’t see the GT that often.

GINETTA

All Ginetta models are rare, but one you rarely see was this, a G21S. This neatly styled car, first seen in 1970, was based on a variety of components from a number of volume marques, using front suspension from Triumph, a rear axle from a Hillman Hunter, the unmistakeable Morris Marina door handles, all wrapped in a bespoke fibreglass body which followed the same styling theme as the MGB GT. Three standard engines were offered, with the top of the range G21S eschewing Ford power for the  Holbay tuned Rapier H120 unit, which gave the car excellent performance, as well as good handling. Combined with build quality which was far better than the contemporary Lotus Elan, it is quite a surprise that only around 70 of them were made.

There was also a later G33 here.

HALDANE

At first glance this looks like an  Austin Healey. But it is not, and a closer look will reveal a Haldane badge on it. These cars were made by a company called Haldane Developments Ltd, founded by John Haldane on 15 September 1988 in Glasgow in Scotland. Haldane started with the production of automobiles and kits. The first model was the HD 100. This was a replica of the Austin-Healey 100. It had a self-developed chassis a chassis and a fibreglass body. The four-cylinder engine came from the Vauxhall Chevette . From 1993, a revised chassis was produced which would accommodate Ford engines out. Between 1987 and 1994 about 100 examples were made. In 1991, the HD300 was added the HD 300 to the range. This was based on the later Austin-Healey 3000. By 2008, 36 of these had been produced. Like many such ventures, Haldane struggled financially and the company was liquidated in 1994. Pilgrim Cars, well known for their own kit cars took over and created the Haldane Motor company, now based in Hefield in Sussex. A small number of cars were produced during tis time before the venture was ended in 2008. Last year, the owner told me that he knows of 20 or so Haldane cars at present, so there are more of them out there.

HILLMAN

Representing the 50s was this “Audax” Minx Convertible. The Audax body was designed by the Rootes Group, but helped by the Raymond Loewy design organisation, who were involved in the design of Studebaker coupés in 1953. Announced in May 1956, the car went through a succession of annual face lifts each given a series number, replacing the mark number used on the previous Minxes. The Series I, introduced in 1956, was followed by the Series II in 1957, the Series III in 1958, the Series IIIA in 1959, the Series IIIB in 1960, the Series IIIC in 1961, the Series V in 1963 and the Series VI in 1965.  There was no Series IV. Over the years the engine was increased in capacity from 1390 cc (in the Series I and II) to 1725 cc in the Series VI. A variety of manual transmissions, with column or floor change, and automatic transmissions were offered. For the automatic version, the Series I and II used a Lockheed Manumatic two pedal system (really only a semi-automatic), the Series III a Smiths Easidrive and the V/VI a Borg Warner. The most notable changes came with the Series V, which had a revised body, with new roof line and front and rear ends. There were Singer Gazelle and Sunbeam Rapier variants of all these Hillman Minx models, and the names were again used on derivatives in the later Rootes Arrow range. Some models were re-badged in certain markets, with the Sunbeam and Humber marques used for some exports. The model was replaced in 1967 by the new “Arrow” model Minx.

Imp

HISPANO SUIZA

HRG

HRG Engineering Company also known as HRG, was a British car manufacturer based in Tolworth, Surrey. Founded in 1936 by Major Edward Halford, Guy Robins and Henry Ronald Godfrey, it took its name from the first letter of their surnames. Having raced together at Brooklands, Ron Godfrey approached Major Edward Halford in 1935 as regards the development of a new sports car. Having shown the prototype in late 1935, the company was formed in 1936 with Guy Robins formerly of Trojan joining as the third partner. Taking space at the premises of the Mid-Surrey Gear Company in Hampden Road, Norbiton, the cars were heavily influenced in their design by Godfrey’s previous long involvement — from 1909 — with both the GN company and subsequently Frazer Nash. The first Meadows-engined HRG cost £395, about half the cost of the 1.5-litre Aston Martin, and weighed almost 1000 pounds (450 kg) less. In 1938 the Company announced the 1100cc model using an OHC engine from Singer’s Bantam Nine. and then in 1939 they also started using the OHC 1500cc Singer Twelve later Singer Roadster engine in place of the old OHV Meadows unit. Post-war, the 1100 and 1500 2-seaters continued being made to the same pre-war design. HRG also commenced manufacturing the Aerodynamic model on basically the same vintage chassis. In 1950 Guy Robins left the company and S. R. Proctor joined as technical director, having been associated with Godfrey on the ill-fated Godfrey-Proctor in the 1920s. Sports car production ended in 1956 after 241 cars had been made, although the company remained in business as an engineering concern and as a development organisation for others, including Volvo. In 1965, they made a prototype Vauxhall VX 4/90-powered sports car. The company ceased trading in 1966, making a profit until the end. The factory’s racing team, Ecurie Lapin Blanc, achieved several notable successes. In the 1938 Le Mans 24-hour race. the works entry driven by Peter Clark and Marcus Chambers was the highest-placed British car (10th out of 15 finishers from 42 starters). The following year Clark and Chambers returned to win the 1.5 litre class. In 1947 Chambers took 3rd place in the Grand Prix des Frontières at Chimay, and HRG won the team prize in the Isle of Man Empire Trophy race. In 1948 Chambers was 4th at Chimay, and HRG won the team prize in the Spa 24 hour race, where team leader Peter Clark had the cars equipped with two-way radios for communication between the drivers and the pits. Innovative at the time, radio communication is common in racing today. The team prize again went to HRG at Spa the following year. Also in 1949, the 1.5 litre class at Le Mans was won for the second time by an HRG, driven on this occasion by Eric Thompson and Jack Fairman. Proving that HRGs were still competitive 59 years later, a three-car team won the 2006 Vintage Sports Car Club 2-hour team relay race at Donington Park. They raced as “Ecurie Lapin Blanc”. Of the 241 cars made, it is estimated that 225 survive.

HUMBER

This one dates from 1926.

The first Super Snipe was introduced in October 1938, derived by combining the four-litre inline six-cylinder engine from the larger Humber Pullman with the chassis and body of the Humber Snipe, normally powered by a three-litre engine. The result was a car of enhanced performance and a top speed of 79 mph — fast for its day. Its design was contributed to by American engine genius Delmar “Barney” Roos who left a successful career at Studebaker to join Rootes in 1936. The Super Snipe was marketed to upper-middle-class managers, professional people and government officials. It was relatively low-priced for its large size and performance, and was similar to American cars in appearance and concept, and in providing value for money. Within a year of introduction, World War II broke out in Europe but the car continued in production as a British military staff car, the “Car, 4-seater, 4×2”, while the same chassis was used for an armoured reconnaissance vehicle, the Humber Light Reconnaissance Car. There was an example of that here.

HUSTLER

INVICTA

Invicta was founded by Noel Macklin with Oliver Lyle of the sugar family providing finance. Assembly took place in Macklin’s garage at his home at Fairmile Cottage on the main London to Portsmouth road in Cobham, Surrey. Macklin had previously tried car making with Eric-Campbell & Co Limited and his own Silver Hawk Motor Company Limited. The Invicta cars were designed to combine flexibility, the ability to accelerate from virtual standstill in top gear, with sporting performance. With the assistance of William (Willie) Watson, his mechanic from pre-World War I racing days, a prototype was built on a Bayliss-Thomas frame with Coventry Simplex engine in the stables of Macklin’s house on the western side of Cobham. The first production car, the 1925 2½ litre used a Meadows straight six, overhead-valve engine and four-speed gearbox in a chassis with semi elliptical springs all round cost from £595. Two different chassis lengths were available, 9 feet 4 inches (2.84 m) SC and 10 feet (3.0 m) LC to cater for the customer’s choice of bodywork. As demand grew a lot of the construction work went to Lenaerts and Dolphens in Barnes, London but final assembly and test remained at Fairmile. The engine grew to 3 litres in 1926 and 4½ litres in late 1928. The larger engine was used in the William Watson designed 1929 4½ litre NLC chassis available in short 9 feet 10 inches or long 10 feet 6 inches versions, but the less expensive A Type replaced the NLC in 1930. In 1930 the S-type, the best known of the company’s models,  was launched at the London Motor Show. Still using the 4½ litre Meadows engine but in a low chassis slung under the rear axle. About 75 were made.

JAGUAR

Oldest Jaguar model type here was an SS100. The first of William Lyons’ open two-seater sports cars came in March 1935 with the SS 90, so called because of its claimed 90 mph top speed. This car used the 2½-litre side-valve, six-cylinder engine in a short-chassis “cut and shut” SS 1 brought down to an SS 2’s wheelbase. Just 23 were made. It was the precursor to one of the finest pre-war sports car ever made, the SS100. That car benefitted from some significant engine development work that was led by Harry Westlake, who was asked to redesign the 2½-litre 70 bhp side-valve engine to achieve 90 bhp. His answer was an overhead-valve design that produced 102 bhp and it was this engine that launched the new SS Jaguar sports and saloon cars in 1936. Shown first in the SS Jaguar 2½-litre saloon, the new car caused a sensation when it was launched at a trade luncheon for dealers and press at London’s Mayfair Hotel on 21 September 1935. The show car was in fact a prototype. Luncheon guests were asked to write down the UK price for which they thought the car would be sold and the average of their answers was £765. Even in that deflationary period, the actual price at just £395 would have been a pleasant surprise for many customers, something which characterised Jaguars for many decades to come. Whilst the new Jaguar saloon could now compete with the brand new MG SA, it was the next application of the engine that stunned everyone even more, with the launch of the legendary SS100. Named because it was a genuine 100 mph car, this open topped sports car looked as good as it was to drive. Only 198 of the 2½-litre and 116 of the 3½-litre models were made and survivors are highly prized and priced on the rare occasions when they come on the market. Such is their desirability that a number of replica models have been made over the years, with those made by Suffolk Engineering being perhaps the best known, and which are indeed hard to tell apart from an original 1930s car at a glance.

Jaguar stunned the world with the XK120 that was the star of the Earls Court Motor Show in 1948. Seen in open two seater form, the car was a testbed and show car for the new Jaguar XK engine. The display car was the first prototype, chassis number 670001. It looked almost identical to the production cars except that the straight outer pillars of its windscreen would be curved on the production version. The roadster caused a sensation, which persuaded Jaguar founder and design boss William Lyons to put it into production. Beginning in 1948, the first 242 cars wore wood-framed open 2-seater bodies with aluminium panels. Production switched to the 112 lb heavier all-steel in early 1950. The “120” in the name referred to the aluminium car’s 120 mph top speed, which was faster with the windscreen removed. This made it the world’s fastest production car at the time of its launch. Indeed, on 30 May 1949, on the empty Ostend-Jabbeke motorway in Belgium, a prototype XK120 timed by the officials of the Royal Automobile Club of Belgium achieved an average of runs in opposing directions of 132.6 mph with the windscreen replaced by just one small aeroscreen and a catalogued alternative top gear ratio, and 135 mph with a passenger-side tonneau cover in place. In 1950 and 1951, at a banked oval track in France, XK120 roadsters averaged over 100 mph for 24 hours and over 130 mph for an hour, and in 1952 a fixed-head coupé took numerous world records for speed and distance when it averaged 100 mph for a week. Roadsters were also successful in racing and rallying. The first production roadster, chassis number 670003, was delivered to Clark Gable in 1949. The XK120 was ultimately available in two open versions, first as an open 2-seater described in the US market as the roadster (and designated OTS, for open two-seater, in America), and from 1953 as a drophead coupé (DHC); as well as a closed, or fixed head coupé (FHC) from 1951.  A smaller-engined version with 2-litres and 4 cylinders, intended for the UK market, was cancelled prior to production. There was a nice open two seater version seen here.

The XK140, seen here in Open Two Seater guise was the successor to the XK120, with a number of useful changes and upgrades over the earlier car which included more interior space, improved brakes, rack and pinion steering, increased suspension travel, and telescopic shock absorbers instead of the older lever arm design. The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders, and flashing turn signals (operated by a switch on the dash) above the front bumper. The grille remained the same size but became a one-piece cast unit with fewer, and broader, vertical bar, making it easy to tell an XK140 apart from an XK120. The Jaguar badge was incorporated into the grille surround. A chrome trim strip ran along the centre of the bonnet and boot lid. An emblem on the boot lid contained the words “Winner Le Mans 1951–3”. The interior was made more comfortable for taller drivers by moving the engine, firewall and dash forward to give 3 inches more legroom. Two 6-volt batteries, one in each front wing were fitted to the Fixed Head Coupe, but Drop Heads and the Open Two Seater had a single 12-volt battery. This was installed in the front wing on the passenger side (e.g. In the left wing on right hand drive cars and in the right wing on left hand drive). The XK140 was powered by the Jaguar XK engine with the Special Equipment modifications from the XK120, which raised the specified power by 10 bhp to 190 bhp gross at 5500 rpm, as standard. The C-Type cylinder head, carried over from the XK120 catalogue, and producing 210 bhp ross at 5750 rpm, was optional equipment. When fitted with the C-type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America. In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission. As with the XK120, wire wheels and dual exhausts were options, and most XK140s imported into the United States had wire wheels. Cars with the standard disc wheels had spats over the rear wheel opening. When leaving the factory it originally fitted either 6.00 × 16 inch crossply tyres or you could specify 185VR16 Pirelli Cinturato CA67 as a radial option on either 16 × 5K½ solid wheels or 16 × 5K (special equipment) wire wheels. The Roadster (designated OTS – Open Two Seater – in America) had a light canvas top that folded out of sight behind the seats. The interior was trimmed in leather and leatherette, including the dash. Like the XK120 Roadster, the XK140 version had removable canvas and plastic side curtains on light alloy barchetta-type doors, and a tonneau cover. The door tops and scuttle panel were cut back by two inches compared to the XK120, to allow a more modern positioning of the steering wheel. The angle of the front face of the doors (A-Post) was changed from 45 degrees to 90 degrees, to make access easier. The Drophead Coupé (DHC) had a bulkier lined canvas top that lowered onto the body behind the seats, a fixed windscreen integral with the body (the Roadster’s screen was removable), wind-up side windows, and a small rear seat. It also had a walnut-veneered dashboard and door cappings. The Fixed Head Coupé (FHC) shared the DHC’s interior trim and rear seat. The prototype Fixed Head Coupe retained the XK120 Fixed Head roof-profile, with the front wings and doors the same as the Drophead. In production, the roof was lengthened with the screen being placed further forward, shorter front wings, and longer doors. This resulted in more interior space, and more legroom. The XK140 was replaced by the XK150 in March 1957. A fixed head model was the one seen here.

Although bearing a family resemblance to the earlier XK120 and XK140, the XK150, launched in the spring of 1957,  was radically revised. A one-piece windscreen replaced the split screen, and the wing line no longer dropped so deeply at the doors. The widened bonnet opened down to the wings, and on the Roadster the windscreen frame was moved back 4 inches to make the bonnet longer. The XK140’s walnut dashboard was replaced by one trimmed in leather. On the early Drophead Coupés, the aluminium centre dash panel, which was discontinued after June 1958, had an X pattern engraving similar to the early 3.8 E-Type. Thinner doors gave more interior space. On the front parking lights, which were located atop the wings, a little red light reminded the driver the lights were on. Suspension and chassis were very similar to the XK140, and steering was by rack and pinion; power steering was not offered. The standard engine, the similar to the XK140, but with an new “B” type cylinder head, was the 3.4 litre DOHC Jaguar straight-6 rated at 180 SAE bhp at 5750 rpm but most cars were fitted with the SE engine whose modified cylinder head (B type) and larger exhaust valves boosted the power to 210 SAE bhp at 5500 rpm. Twin 1.75-inch (44 mm) SU HD6 carburettors were fitted. While the first XK150s were slower than their predecessors, the deficit was corrected in the spring of 1958 with a 3.4-litre “S” engine whose three 2-inch SU HD8 carburettors and straight-port cylinder head increased power to a claimed 250 SAE bhp. For 1960, the 3.4 litre engine was bored to 3.8 litres, rating this option at 220 hp in standard tune or 265 hp in “S” form. A 3.8 litre 150S could top 135 mph and go from 0–60 mph in around 7.0 seconds. Fuel economy was 18mpg. Four-wheel Dunlop 12 in disc brakes appeared for the first time although it was theoretically possible to order a car with drums. When leaving the factory the car originally fitted either 6.00 × 16 inch Dunlop Road Speed tyres as standard, or you could specify 185VR16 Pirelli Cinturato CA67 as a radial option on either 16 × 5K½ solid wheels (basic models) or 16 × 5K wire wheels. Production ended in October 1960, and totalled 2265 Roadsters, 4445 Fixed Head Coupés and 2672 Drophead Coupés.

Not an original, this D Type replica was rather nice.

Replacement for the XK models came in 1961 with the E Type, and it stunned the world at its premier at the 1961 Geneva Show. Considered by many to be Sir William Lyons’ greatest achievement, not only did the car have stop-you-in-your-tracks gorgeous styling, but it had explosive performance (even if the 150 mph that was achieved in The Autocar’s Road Test is now known to have been with a little “help”), but it was the price that amazed people more than anything else. Whilst out of reach for most people, who could barely afford any new car, it was massively cheaper than contemporary Aston Martins and Ferraris, its market rivals. It was not perfect, though, and over the coming years, Jaguar made constant improvements. A 2+2 model joined the initial range of Roadster and Coupe, and more powerful and larger engines came when the 3.8 litre was enlarged to 4.2 litres, before more significant styling changes came with the 1967 Series 2 and the 1971 Series 3, where new front end treatments and lights were a consequence of legislative demands of the E Type’s most important market, America. There were examples of all three Series here.

When you see examples of Jaguar’s much loved smaller car from the late 50s and early 60s, it tends to be the Mark 2, but on this occasion, it was the earlier Mark 1 car on show. First seen at the end of September 1955, the 2.4 Litre was the company’s first small saloon since the end of its 1½ and 2½ Litre cars in 1949, and was an immediate success, easily outselling the larger much more expensive Jaguar saloons. The 3.4 Litre version was announced 17 months later in the USA on 26 February 1957, aimed specifically for the American market and was not at first freely available on the domestic market. Although having a family resemblance to the larger Mark VII, the Mark I differed in many ways. It was the first Jaguar with unitary construction of body and chassis. The independent front suspension featured double wishbones, coil springs, telescopic dampers, and an anti-roll bar, all carried in a separate subframe mounted to the body by rubber bushes (with only minor revisions, this system was used on subsequent Jaguar saloons including early versions of the XJ). The live rear axle used a simplified version of the D-Type suspension, with inverted semi-elliptic springs cantilevered into the main body frame with the rear quarter section carrying the axle and acting as trailing arms. Transverse location was secured by a Panhard rod, the system being a significant improvement over other contemporary Jaguar saloons and sports cars (the reason for the unusual inverted leaf spring arrangement was the same as for the D-Type, to transfer all rear axle loads forward to the unitary body shell. The rear of the car was unstressed). The rear wheel track was some 4.5 in narrower than the front track and looked peculiar from behind, a feature that was blamed (probably incorrectly) for excessive understeer at low speed. It was reported to be better balanced at higher speeds – indeed, the narrower track was deemed to assist high speed straight-line stability and was a feature incorporated in many record-breaking cars of pre and post-War design. Nevertheless, it is probable that the narrower rear track was occasioned by the lack of a suitably dimensioned component from Salisbury, the axle manufacturer. The interior was of similar design to the contemporary Jaguar saloons and sports cars, with most of the dials and switches being located on the central dashboard between the driver and passenger. This arrangement reduced the differences between LHD and RHD versions. The car was available in standard or special equipment versions with the former lacking a tachometer, heater (available as an option), windscreen washers, fog lights and cigarette lighter. Both versions did however have leather upholstery and polished walnut trim. The Mark 1 was initially offered with a 2.4 Litre short-stroke version of the XK120’s twin-cam six-cylinder engine, first rated at 112bhp by the factory at the launch in 1955. From February 1957 the larger and heavier 3.4 Litre 210bhp unit used in the Jaguar Mark VIII also became available, largely in response to pressure from US Jaguar dealers. Wire wheels became available. The 3.4 had a larger front grille for better cooling, a stronger rear axle, and rear-wheel covers (spats) were cut away to accommodate the wire wheels’ knock-off hubcaps. The 2.4 Litre was also given the larger grille. After 200 cars had been built and sent to USA and just prior to the car’s announcement a major factory fire destroyed 3.4 Litre production facilities. In September 1957 a three-speed Borg-Warner automatic transmission previously an export-only option became available with either engine and Dunlop disc brakes for all four wheels were made available as an optional extra on all Jaguar models except the Mark VIII saloon. 19,992 of the 2.4 and 17,405 of the 3.4 Litre versions were made before they were replaced by the Mark 2 range in late 1959.

There was also an example of the S Type here. Having made 2 significant new car launches in 1961 at the top of the range, with the gargantuan Mark X and the E Type, for their next new model, Jaguar turned their attention lower down, believing that the Mark 2, based on design which had first launched in 1955 would need updating to keep it competitive. Sir William Lyons believed that the car would need to adopt some of the innovations that had been seen on the Mark X and the E Type, such as Jaguar’s new independent rear suspension and the triple SU carburettor version of the 3.8-litre XK engine  Accordingly work started on a call which was codenamed “Utah Mk III”, (the Mark 2 having been “Utah Mk II”) and which made its public debut  as the S Type. Both time and budget were limited, so rather than being an all new car, the S Type was a major redevelopment of the Mark 2. It used a mid-scale version of the Mark X independent rear suspension to replace the Mark 2’s live rear axle and featured revised styling, with the changes more obvious at the back with a longer tail giving more boot space. rear bodywork, with only minor changes to the front and a slightly flattened roofline, which is one reason why a lot of people have trouble distinguishing the car from its smaller brother. A more luxurious interior was fitted, with greater use of burr walnut and leather than was to be found in the Mark 2. The S Type was available with either 3.4 or 3.8-litre XK engines but only in twin carburettor form because the triple carburettor set-up would not fit into what was essentially still the Mark 2 engine bay. By the time of the S Type’s release in 1963, the Mark 2 was still selling strongly, despite its age, whereas the Mark X was selling less well than had been hoped, especially in its intended market of the USA, so Sir William decided to retain all three models in the Jaguar range concurrently.  Sales of the S Type were relatively modest throughout its 6 year production life,  with 9928 of the 3.4 litre and 15.065 of the 3.8 litre cars made.

Final Jaguars were an example of the short-lived XJC and the more recent XK8.

JENSEN

An enduring classic that has far more appeal now than when it was new (not an uncommon story) is the Jensen Interceptor,  launched as a replacement for the rather gawky looking CV8 of the early 1960s. After a false start when a car with the same name was shown in 1965, which received a massive “thumbs down”, Jensen went to Italy to find a new stylist for another attempt. They ended up with Carozzeria Touring, who produced a stunning looking grand tourer which, although sharing some styling cues with other models that they had designed, had a style all of its own, and they then approached another,  Vignale,  to build the bodies before they would be shipped back to West Bromwich for final assembly. As with the CV8, motive power came from a large Chrysler V8 engine, which gave the car effortless performance, and a somewhat prodigious thirst. The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968. The Mark II was announced in October 1969, with slightly revised styling around the headlamps, front grille and bumper and revised rear lights. The interior was substantially revised in order to meet US regulations, and air conditioning was an option. The Mark III, introduced in 1971, revised the front grille, headlamp finishers and bumper treatment again. It had GKN alloy wheels and air conditioning as standard, and revised seats. It was divided into G-, H-, and J-series depending on the production year. The 6.3 litre engine was superseded by the 7.2 litre in 1971. A Convertible version was premiered in 1974,. but just 267 were built, and then in 1975 a Coupe model was shown, effectively a fixed roof version of the Convertible, just 60 of which were made as by this time, the company had fallen on hard times due to the then world-wide recession, and massive and costly reliability problems with its Jensen-Healey sports car. It was placed into receivership and the receivers allowed production to be wrapped up using the available cache of parts. Production of the Interceptor ended in 1976. Enthusiasm for the car remained, though, so in the late 1980s, a group of investors stepped in and re-launched production of the Interceptor, as the Series 4, back as a low-volume hand built and bespoke affair, marketed in a similar way to Bristol, with a price (£70,000 and more) to match. Though the body remained essentially the same as the last of the main production run of series 3; the engine was a much smaller Chrysler supplied 5.9 litre unit which used more modern controls to reduce emissions comparatively and still produce about 230 hp. In addition, the interior was slightly re-designed with the addition of modern “sports” front seats as opposed to the armchair style of the earlier models, as well as a revised dashboard and electronics. The then owner sold up in 1990 to an engineering company believed to be in a stronger position to manufacture the car which lasted until 1993 with approximately 36 cars built, and while work commenced on development of a Series 5 Interceptor, once again receivers were called in and the company was liquidated. Even that was not quite the end of the story, as the Jensen specialist based at Cropredy Bridge has made a business out of rebuilding original Interceptors using modern components, with a General Motors supplied 6.2 litre LS3 engine and transmission from a Chevrolet Corvette. In May 2010, Jensen International Automotive was set up, with the financial backing and know-how of Carphone Warehouse founder and chairman Charles Dunstone who joined its board of directors. A small number of Jensen Interceptor Ss, which had started production under a previous company, are being completed by Jensen International Automotive (JIA), in parallel with JIA’s own production of the new Jensen Interceptor R; deliveries of the latter started at the beginning of 2011.

LAMBORGHINI

There were four Lamborghini models here: a Miura, a Jalpa, a Countach and the latest Huracan.

LANCIA

One of the best-known of pre-war Lancia is the Lambda, an innovative car which was first shown in 1922. A number of these were present. Built in 9 series over a 10 year period, the Lambda pioneered a number of technologies that soon became commonplace in our cars. For example, it was the first car to feature a load-bearing monocoque-type body, (but without a stressed roof) and it also pioneered the use of an independent suspension (the front sliding pillar with coil springs).Vincenzo Lancia even invented a shock absorber for the car and it had excellent four wheel brakes. The narrow angle V4 engine which powered is not something which was widely copied. Approximately 11,200 Lambdas were produced. Most of them had the open Torpedo style body, but some of the last Series 8 and 9 cars had Weyman saloon bodies.

Next oldest Lancia here was this splendid Augusta, as produced by Lancia between 1933 and 1936. It made its première at the 1932 Paris Motor Show. The car was powered by a 1,196 cc Lancia V4 engine. During the 1920s, Lancia had been known as producers of sports cars and middle sized sedans: the smaller Augusta represented a departure from that tradition, and contributed to a significant growth in Lancia’s unit sales during the 1930s. Nevertheless, in terms of volumes sold, the Augusta was overwhelmed by Fiat’s much more aggressively priced 508 Ballila.

This is a Flaminia Touring Coupe. The Flaminia was launched in 1958, as a replacement for the Aurelia. The first model was the Berlina, a large 4 door saloon which took much of its styling inspiration from the Florida concept car that had been shown a couple of years earlier. As was common at the time, a number of the Italian styling houses also had the chance to present Coupe and Convertible versions of the car, and during the lifetime of the model, three did so: Pininfarina, Zagato and Touring. The Pininfarina cars came first, and then several years later, Zagato and Touring produced their versions.

The Appia was a small car that was made between 1953 and 1963, in three distinct Series. First series Appias were only offered in factory body styles, but this changed with the second and third series Appias, which were also built as a platform chassis intended for coachbuilt bodies. Towards the end of 1955 a first batch of 14 chassis based on the brand new second series Appia were built and handed over to some of the most prominent coachbuilders of the time: Allemano, Boano, Ghia Aigle, Motto, Pininfarina, Vignale and Zagato. Initially all fourteen chassis were coded Tipo 812.00, based on standard saloon mechanicals; five of were upgraded to a more powerful 53 PS engine and floor-mounted gearchange, and given the new type designation 812.01. At the April 1956 Turin Motor Show, a month after the successful introduction of the second series Appia in Geneva, five specially bodied Appias were shown: a coupé and a two-door saloon by Vignale, a coupé each from Pininfarina, Boano and Zagato. Between Spring 1956 and Spring 1957 the coachbuilders presented their one-off interpretations of the Appia at various motor shows. Later more 812.01 chassis were built, bringing the total of unique to thirteen. Of the coachbuilders who had worked on the first fourteen chassis, two were selected by Lancia to produce special Appia body styles: Pininfarina for the coupé, and Vignale for the convertible. Their nearly definitive proposals debuted at the March 1957 Geneva Motor Show, and soon went into limited series production. Built by their respective designers on chassis supplied by Lancia, these were included in Lancia’s own catalogue and regularly sold through Lancia dealerships. In the later years other variants were added to the official portfolio: Vignale’s Lusso, Zagato’s GTE and Sport, and Viotti’s Giardinetta. All of these variants were built on the 812.01 type chassis with the more powerful engine and floor change; when the third series saloon debuted its mechanical upgrades were transferred to the chassis, and the engine gained one horsepower 54 PS. In early 1960 a revised, more powerful engine was adopted  thanks to a new Weber carburettor and an inlet manifold with a duct per each cylinder. In total 5,161 Appia chassis for coachbuilders were made. Seen here was a Zagato-bodied Coupe.

Lancia replaced the long-running Appia with a new model in 1963, the Fulvia. Like the larger Flavia which had been shown 3 years earlier, it came with front wheel drive, and a host of exquisite engineering which ensure that even though it was expensive, it was actually not profitable for its maker, and was a direct contribution to the marque’s bankruptcy and take over by Fiat in 1969. It was not long before the initial Berlina saloon model was joined by a Coupe. First seen in 1965. the Coupe proved to be the longest lived of all Fulvia variants, surviving until 1976 when it was effectively replaced by the 1300cc version of the Beta Coupe. Before that, it had undergone a steady program of updates, with more powerful engines, including a capacity increase from the initial 1200cc of the narrow angle V4 to 1300 and then later 1600cc, and the car was developed into a successful rally machine for the late 60s. The Sport Zagato version was designed by Ercole Spada at Zagato and was intended to be the more sporting model of the range. It was also considerably more expensive. Early cars had an unusual side hinged bonnet, but this was changed on the Series 2 models which were launched in 1970, and which also switched to all-steel bodies. Seen here were a couple of the Fulvia Sport Zagato models.

Also here was a Stratos. No, it was not one of the originals, being instead a replica, but even so, it was rather splendid, and attracted lots of interest. A Bertone-designed concept car called the Lancia Stratos Zero was shown to the public in 1970, but shares little but the name and mid-engined layout with the Stratos HF version. A new car called the New Stratos was announced in 2010 which was heavily influenced by the design of the original Stratos, but was based on a Ferrari chassis and engine. Bertone had no previous business with Lancia, who were traditionally linked with Pininfarina, and he wanted to come into conversation with them. Bertone knew that Lancia was looking for a replacement for the ageing Fulvia for use in rally sports and so he designed an eye-catcher to show to Lancia. Bertone used the running gear of the Fulvia Coupé of one of his personal friends and built a running showpiece around it. When Bertone himself appeared at the Lancia factory gates with the Stratos Zero he passed underneath the barrier and got great applause from the Lancia workers. After that a co-operation between Lancia and Bertone was formed to develop a new rally car based on ideas of Bertone’s designer Marcello Gandini who already had designed the Lamborghini Miura and Countach. Lancia presented the Bertone-designed Lancia Stratos HF prototype at the 1971 Turin Motor Show, a year after the announcement of the Stratos Zero concept car. The prototype Stratos HF (Chassis 1240) was fluorescent red in colour and featured a distinctive crescent-shaped-wrap-around windshield providing maximum forward visibility with almost no rear visibility. The prototype had three different engines in its early development life: the Lancia Fulvia engine, the Lancia Beta engine and finally for the 1971 public announcement, the mid-mounted Dino Ferrari V6 producing 190 hp. The use of the Dino V6 was planned right from the beginning of the project, but Enzo Ferrari was reluctant to sign off the use of this engine in a car he saw as a competitor to his own Dino V6. After the production of the Dino car had ended the “Commendatore” (a popular nickname for Enzo Ferrari) agreed on delivering the engines for the Stratos, and Lancia then suddenly received 500 units. The Stratos was a very successful rally car during the 1970s and early 1980s. It started a new era in rallying as it was the first car designed from scratch for this kind of competition. The three leading men behind the entire rallying project were Lancia team manager Cesare Fiorio, British racer/engineer Mike Parkes and factory rally driver Sandro Munari with Bertone’s Designer Marcello Gandini taking a very personal interest in designing and producing the bodywork. Lancia did extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season. The Ferrari Dino V6 engine was phased out in 1974, but 500 engines among the last built were delivered to Lancia. Production ended in 1975 when it was thought that only 492 were made (for the 1976 season, the Group 4 production requirement was reduced to 400 in 24 months. Manufacturer of the car was Bertone in Turin, with final assembly by Lancia at the Chivasso plant. Powered by the Dino 2.4 litreV6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 hp, giving the road car a 0–100 km/h time of 6.8 seconds, and a top speed of 232 km/h (144 mph). The Stratos weighed between 900 and 950 kilograms, depending on configuration. Power output was around 275 hp for the original 12 valve version and 320 hp for the 24 valve version. Beginning with the 1978 season the 24 valve heads were banned from competition by a change to the FIA rules. Even with this perceived power deficit the Stratos was the car to beat in competition and when it did not suffer an accident or premature transmission failure (of the latter there were many) it had great chances to win. Despite the fact that the Stratos was never intended to be a race car, there were two Group 5 racing cars built with 560 hp, using a single KKK turbocharger. The car won the 1974, 1975 and 1976 championship titles in the hands of Sandro Munari and Björn Waldegård, and might have gone on to win more had not internal politics within the Fiat group placed rallying responsibility on the Fiat 131 Abarths. As well as victories on the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Munari, the Stratos won the event with the private Chardonnet Team as late as 1979. Without support from Fiat, and despite new regulations that restricted engine power, the car would remain a serious competitor and proved able to beat works cars in several occasions when entered by an experienced private team with a talented driver. The last victory of the Stratos was in 1981, at the Tour de Corse Automobile, another World Rally Championship event, with a victory by longtime Stratos privateer Bernard Darniche. When the Fiat group favoured the Fiat 131 for rallying Lancia also built two Group 5 turbocharged ‘silhouette’ Stratos for closed-track endurance racing. These cars failed against the Porsche 935s on closed tracks but proved successful in hybrid events. While they failed in the Tour de France Automobile, one of these cars won the 1976 Giro d’Italia Automobilistico, an Italian counterpart of the Tour de France Automobile. One of the cars was destroyed in Zeltweg, when it caught fire due to overheating problems.  The last surviving car would win the Giro d’Italia event again before it was shipped to Japan to compete in the Fuji Speedway based Formula Silhouette series, which was never raced. The car would then be sold and reside in the Matsuda Collection before then being sold to the renowned collector of Stratos’, Christian Hrabalek, a car designer and the founder of Fenomenon Ltd, who has the largest Lancia Stratos Collection in the world, 11 unique Lancia Stratos cars, including the fluorescent red 1971 factory prototype and the 1977 Safari Rally car. His interest in the car led to the development of the Fenomenon Stratos in 2005. The Stratos also gained limited success in 24 Hours of Le Mans, with a car, driven by Christine Dacremont and Lella Lombardi, finishing 20th in 1976.

Considered to be part of the Beta family, though there is an awful lot about the car that is very different from the front wheel drive models was the MonteCarlo, no fewer than eight examples of which were displayed. First conceived in 1969, with a a final design completed by 1971 by Paolo Martin at Pininfarina, what was initially known as the Fiat X1/8 Project, was originally designed as Pininfarina’s contender to replace Fiat’s 124 Coupe, but it lost out to Bertone’s cheaper design, which became the Fiat X1/9. Rather than scrap the proposal completely, it was developed further, when Fiat commissioned Pininfarina to build a 3.0 litre V6 mid-engined sports car. An X1/8 chassis was used as the start point, and developed for the first time in-house by Pininfarina and not based on any existing production car. Due to the 1973 Oil Crisis, the project was renamed X1/20 and updated to house a 2.0 litre engine. The first car to be made out of the X1/20 Project was the Abarth SE 030 in 1974. The project was passed to Lancia, and the road car was launched at the 1975 Geneva Motor Show as the Lancia Beta MonteCcarlo. It was the first car to be made completely in-house by Pininfarina. Lancia launched the MonteCarlo as a premium alternative to the X1/9, with the 2 litre twin cam engine rather than the X1/9’s single cam 1300. Both used a similar, based on the Fiat 128, MacPherson strut front suspension and disc brakes at both front and rear. Lancia Beta parts were limited to those from the existing Fiat/Lancia standard parts bin, the transverse mount version of the Fiat 124’s twin cam engine and the five speed gearbox and transaxle. MonteCarlos were available as fixed head “Coupés” and also as “Spiders” with solid A and B pillars, but a large flat folding canvas roof between them. Sales were slow to get started, and it soon became apparent that there were a number of problems with a reputation for premature locking of the front brakes causing particular alarm. Lancia suspended production in 1979 whilst seeking a solution, which meant that the car was not produced for nearly two years. The second generation model, known simply as MonteCarlo now, was first seen in late 1980. The braking issue was addressed by removing the servo, as well as few other careful mechanical tweaks. The revised cars also had glass panels in the rear buttresses, improving rear visibility somewhat, and there was a revised grille. In the cabin there was a new three spoke Momo steering wheel in place of the old two spoke one, as well as revamped trim and fabrics. The engine was revised, with a  higher compression ratio, Marelli electronic ignition and new carburettors which produced more torque. It was not enough for sales to take off, and the model ceased production in 1982, although it took quite a while after that to shift all the stock. Just under 2000 of the Phase 2 cars were made, with 7798 MonteCarlos made in total.

After finishing the Beta family, Lancia turned their engine to a new flagship, calling their new model the Gamma, which continued the naming convention of using Greek letters that was started by its smaller stablemate. Launched at the 1976 Geneva Show, there were several surprises about the new car. As with several other cars of the period, the fastback style of the berlina featured a conventional boot at the rear, and was not a hatchback, despite its appearance. At the car’s press launch Pininfarina explained that a hatchback was avoided to save the inconvenience to back seat passengers when luggage is being loaded: “inconvenience” was thought to be a reference to possible draughts.More surprising, perhaps was the mechanical configuration. Lancia developed unique flat-4 engines for the Gamma (an idea initially was to use a Fiat V6). Engine designer De Virgilio also drew up an engine for the Gamma which was a V6 4-cam with either 3- or 4-litre displacement, but this never came to fruition. The Flat four engine finally chosen for the Gamma lacked the cachet afforded to luxury cars in this sector, which generally came with 6 or 8 cylinders. The 4-cylinder engine was unusually large for a modern 4-cylinder petrol engine, though Subaru EJ flat-4 engines matched it in volume and the later Porsche 944 and 968 had 3 litre straight-4 engines. The “4” had certain engineering advantages, but more than anything it allowed Aldo Brovarone (Pininfarina chief stylist) to design a rakish looking coupé with a low bonnet line and a steeply raked windscreen. Pressure cast in alloy with wet cylinder liners, the engine was also extremely light and though it only produced 140 bhp, (120 bhp in 2.0-litre form) in line with traditional Lancia thinking it generated a huge amount of torque, most of which was available at just 2000 rpm. The car was initially available with a displacement of 2.5 litres, as the Gamma 2500, but this was later joined by a 2.0 litre version (Gamma 2000), which resulted from the Italian tax system (cars with engines larger than 2.0 L are subject to heavier tax burden). The displacement was lowered by decreasing the bore rather than the stroke of the engine. Both displacements were using Weber carburettors, though the 2.5 litre later came in a version fitted with fuel injection, the Gamma 2500 I.E. Ironically, it was the engines that caused the Gamma to have a poor name. They overheated far too easily, wore its cams, and leaked oil. The wishbone bushes wore out early, and, because the power steering was driven from the left cam-belt, the car was prone to snapping that belt when steering was on full lock — with disastrous results. By the time the Facelifted car was launched most of these problems had been addressed, but the damage was done, and the car’s poor reputation cemented. Lancia referred to the change merely as a “face-lift”. The main change was that the engines went from carburettors to Bosch L-Jetronic fuel injection. At the same time a lot of cosmetic work was done; the cars got a new corporate grille, 15-inch “sunburst” alloy wheels, and a slightly upgraded interior, with new instrumentation and interior lighting, new badging, a new style handbrake and gear lever gaitor. But sales continued to lessen, and the car was deleted in 1984, Lancia having built 15,272 berlinas and 6,790 coupés. These days, the Coupe is more commonly seen than the Berlina, and indeed it was one of these which I found, late in the morning.

LAND ROVER

Showing how little the Land-Rover changed during its long life, there were a Series 3 109 Pickup and one of the last Heritage Edition Defender 110s parked up next to each other and elsewhere there were some older Series 1 and 2 models parked up. There was also one of the Forward Control versions present.

Needing no introduction either was this early example of the first generation Range Rover. These cars have suddenly become very collectible, and there is a good business to be had in restoring even very tatty ones to as new (or better) condition. It was joined by one of the P38 cars, the second generation which is just now starting to find some favour with collectors.

Early Discovery models have their appeal, too, and there were a couple of these present.

One of the more striking Club Displays was that comprising a series of Land-Rover cars from the G4 Challenge series, with Discovery, Defender and Range Rover all included. The Land Rover G4 Challenge is a global adventure competition; and as the spiritual successor to the Camel Trophy it has off road driving at its core. Three separate Challenges were conceived, to run in 2003, 2006 and 2009, though the last of these was cancelled 2008/2009 owing to the global credit crunch situation. In each case, this was an 18-month programme which began with National Selections held within each participating nation, followed by an International Selections event at Eastnor Castle in the UK. Each stage of the Challenge included athletic activities such as mountain biking, kayaking, rock-climbing, abseiling, trail running and rope work as well as off-road driving and mental aptitude challenges. In 2003 the first Land Rover G4 Challenge launched with 16 participating nations and traversed the USA, South Africa and Australia over the course of 28 days. The 2003 Challenge was won by Belgian fighter pilot Rudi Thoelen. Rudi declined the prize of a brand new Range Rover, opting instead for two new Defenders. The Team Spirit Award was won by Tim Pickering from the UK, this award was given by the other competitors for the person who in their view contributed most to the race. 18 nations participated in the 2006 G4 Challenge which was staged across Thailand, Laos, Brazil and Bolivia. Land Rover delivered a more vehicle-focused event in 2006 after some criticism that the 2003 event focused too strongly on the adventure-sports element. South African adventure racer Martin Dreyer was the eventual winner of the 2006 event. Dreyer recalled: In 2007, the Land Rover G4 Challenge announced a partnership with the International Federation of Red Cross and Red Crescent Societies, which would have seen the programme aim to generate more than £1 million over the course of the next two Challenges. The 2008/9 Challenge was intended to be staged in Mongolia with selections events in 2008 and 2009 and the main event later in 2009. the event was billed as: “a thrilling three-week off-road driving and multi sport adventure in the wilds of Asia”. 18 countries would have competed. However Land Rover announced the cancellation of the event on 18 December 2008 due to the current global financial situation. Although the 2009 Challenge was cancelled a few vehicles were prepared and used as pre-event recce vehicles. The 2009 vehicles were decked out similarly to previously Challenge vehicles with the distinctive Tangiers Orange paintwork, but with new body decals emphasising the G4 Challenge’s new association with the Red Cross. At least two Defenders, two Discovery 3s (LR3s), two Freelander 2s (LR2) and one Range Rover were produced for the 2009 event; visitors to the Solihull factory in the autumn of 2008 spotted a number of Tangiers Orange vehicles in the production stores. In 2003., there were 31 Defenders, 30 Range Rovers, 30 Freelanders and 62 Discovery models used, each in different parts of the event. In 2006, there were 31 Defender Diesels, 24 petrol Range Rover Vogues, 39 Discovery 3s, 15 Freelanders and 35 Range Rover Sports prepared for the event.

LINCOLN

One of the largest cars on display was this Continental Mark IV, a luxury sedan that was sold and marketed by the Lincoln division of Ford Motor Company from the 1972 to 1976 model years. Following the successful redesign of the Lincoln Continental for the 1970 model year, Ford Motor Company chose an evolutionary design path for the successor of the Continental Mark III. With designers again using sharp-edged wings, hidden headlamps, and a tall radiator-style grille, the Continental Mark IV retained the traditional “long-hood, short deck” coupe proportions of the Mark III along with its “Continental spare tyre” decklid. In a cost cutting move, however, Ford Motor Company forced the Mark IV to increase parts commonality with the Ford Thunderbird; while the roofline, doors, and inner body panels were shared, the Mark IV and Thunderbird still were given different outer body panels below the roofline and different interiors. In a major break from American luxury car tradition, the rear wheel openings of the Mark IV were designed at the same height as the front wheels (similar to the 1966-1970 Oldsmobile Toronado); its large fender flares precluded the use of fender skirts. In 1973, the front bodywork underwent a major redesign, necessitated by the addition of 5 mph bumpers; in various forms, the front body style would be seen on Continentals and Lincolns until 1989. For 1974, a 5 mph bumper was added to the rear body work, moving the taillights from the bumper into the rear bodywork. All Mark IVs were equipped with a vinyl roof. The Mark IV introduced the opera window to the Mark series, a feature that would be featured in the Mark through the discontinuation of the Mark VI after 1983. For 1972, it was an almost universally specified option, becoming standard for 1973. All Mark IVs were equipped with the 7.5 litre Ford 385 series V8 engine. 1972 Mark IVs were rated at 365 bhp Gross, the engine being a direct carry-over from the previous Mark III. In 1973 compression-ratio was lowered considerably due to new changing EPA requirements, and Ford adopted a new SAE method of measuring horsepower, resulting in 212 SAE net hp. The performance-gap between the 1972 and its later-year brethren was significant. All model years drove through a C6 3-speed automatic transmission. A feature retained from the Mark III was “Sure-track” brakes, making the Mark IV one of the first American cars to become equipped with anti-lock brakes. Both front seats were power adjustable.

LOTUS

The original Elan was introduced in 1962 as a roadster, although an optional hardtop was offered in 1963 and a coupé version appeared in 1965, and there were examples of all of these here. The two-seat Lotus Elan replaced the elegant, but unreliable and expensive to produce Lotus Elite. It was the first Lotus road car to use a steel backbone chassis with a fibreglass body. At 1,600 lb (726 kg), the Elan embodied the Colin Chapman minimum weight design philosophy. Initial versions of the Elan were also available as a kit to be assembled by the customer. The Elan was technologically advanced with a DOHC 1557 cc engine, 4-wheel disc brakes, rack and pinion steering, and 4-wheel independent suspension. Gordon Murray, who designed the spectacular McLaren F1 supercar, reportedly said that his only disappointment with the McLaren F1 was that he couldn’t give it the perfect steering of the Lotus Elan. This generation of the two-seater Elan was famously driven by the character Emma Peel on the 1960s British television series The Avengers. The “Lotus TwinCam” engine was based on Ford Kent Pre-Crossflow 4-cylinder 1498 cc engine, with a Harry Mundy-designed 2 valve alloy chain-driven twin-cam head. The rights to this design was later purchased by Ford, who renamed it to “Lotus-Ford Twin Cam”. It would go on to be used in a number of Ford and Lotus production and racing models. Seen here was an example of the Drophead.

First mid-engined road-going Lotus was the Europa, seen here in Special guise. The concept originated during 1963 with drawings by Ron Hickman, director of Lotus Engineering (Designer of the original Lotus Elan, as well as inventor of the Black and Decker Workmate), for a bid on the Ford GT40 project. That contract went to Lola Cars as Colin Chapman wanted to call the car a Lotus and Henry Ford II insisted it would be called Ford. Chapman chose to use Hickman’s aerodynamic design which had a drag coefficient of Cd 0.29 for the basis for the Europa production model. The car was originally intended to succeed the Lotus 7. Volkswagen owned the rights to the Europa name in Germany so cars for sale in Germany were badged Europe rather than Europa. The original Europa used Lotus founder Colin Chapman’s minimalist steel backbone chassis that was first used in the Lotus Elan, while also relying on its fibreglass moulded body for structural strength. The four-wheel independent suspension was typical of Chapman’s thinking. The rear suspension was a modified Chapman strut, as used for Chapman’s earlier Formula racing car designs. Owing to the rubber suspension bushes used to isolate engine vibration from the car body, the true Chapman strut’s use of the drive shaft as the lower locating link could not be followed whilst still giving the precise track and handling desired. The forward radius arms were increased in size and rigidity, to act as a semi-wishbone. A careful compromise between engine mounting bush isolation and handling was required, culminating eventually in a sandwich bush that was flexible against shear but stiff in compression and tension. The car’s handling prompted automotive writers to describe the Europa as the nearest thing to a Formula car for the road. Aside from the doors, bonnet, and boot, the body was moulded as a single unit of fibreglass. The first cars has Renault 1470cc engines, and suffered from a number of quality issues as well as limited visibility. An S2, released in 1968 brought improvements to the build quality, but Lotus knew that the Renault engine was not powerful enough for what they thought the car could achieve on track and on the road, so the Europa  underwent another update in 1971 when the Type 74 Europa Twin Cam was made available to the public, with a 105 bhp 1557cc Lotus-Ford Twin Cam engine and a re-designed bodyshell to improve rearward visibility. Initially with the same gearbox as the earlier cars, once the supply had been exhausted in 1972 a new stronger Renault four-speed gearbox was introduced. Mike Kimberley, who rose to become chief executive of Group Lotus, then a new engineer at Lotus, was appointed Chief Engineer of the Europa TC project. 1,580 cars were shipped as Europa “Twin Cam” before Lotus switched to a 126 bhp “Big Valve” version of the engine. The big valve “Europa Special” version was aspirated by Dell’Orto carburettors version of the same engine; in addition it also offered a new Renault five-speed (Type 365) gearbox option. It weighed 740 kg (1631 lb), Motor magazine famously tested a UK Special to a top speed of 123 mph, did 0–60 mph in 6.6 seconds, and ran the 1/4 mile in 14.9 sec. This at a time when all road tests were carried out with both a driver and passenger, with only the driver on board the 0–60 mph time would have been well under 6 seconds, a phenomenal performance for the period. Introduced in September 1972 the first 100 big valve cars were badged and painted to honour the just won Team Lotus’s 1972 F1 World Championship title with John Player Special as sponsors, all with five-speed gearbox, these were all black with gold pin stripe matching the livery of the GP cars – plus a numbered JPS dash board badge, becoming the first ever John Player Special commemorative motor vehicles. The “Special” name and colour scheme was planned to be dropped after the first 200 cars, reverting to the Twin Cam name, but such was the reaction to the new car that the name and pin stripe scheme remained until the end of Europa Production although colours other than black were made available. In the end only the numbered plaque distinguishing the first 100 JPS cars from other black Europa Specials. According to Lotus sources, no Special left the factory with “numbered JPS badges” or “JPS stickers” – these were added by the American importer & weren’t official done by Lotus. There were no “badged” cars sold in the UK, Australia, etc, just in the USA. In total 4710 Type 74s were produced of which 3130 were “Specials”.

Perhaps my favourite of all the Lotus models on show was this fabulous early model Esprit.  The silver Italdesign concept that eventually became the Esprit was unveiled at the Turin Motor Show in 1972 as a concept car, and was a development of a stretched Lotus Europa chassis. It was among the first of designer Giorgetto Giugiaro’s polygonal “folded paper” designs. Originally, the name Kiwi was proposed, but in keeping with the Lotus tradition of having all car model names start with the letter “E”, the name became Esprit. The production Esprit was launched in October 1975 at the Paris Auto Show, and went into production in June 1976, replacing the Europa in the Lotus model lineup. These first cars eventually became known as S1 Esprits. With a steel backbone chassis and a fibreglass body, the Esprit was powered by the Lotus 907 4-cylinder engine, as previously used in the Jensen Healey. This engine displaced 2.0 litre, produced 160 bhp in European trim 140 bhp in US/Federal trim, and was mounted longitudinally behind the passengers, as in its predecessor. The transaxle gearbox was a 5-speed manual unit, previously used in the Citroën SM and Maserati Merak; it featured inboard rear brakes, as was racing practice at the time. The Series 1 embodied Lotus’ performance through light weight mantra, weighing less than 1,000 kg (2,205 lb). The original Esprit was lauded for its handling and is said to have the best steering of any Esprit. However, it was generally regarded as lacking power, especially in markets such as the United States where the engine was down-rated for emissions purposes. Lotus’ claim of 0-60 mph in 6.8 seconds and a top speed of 138 mph may be thought of as optimistic – actual road test times indicated 0-60 mph in 8 seconds and a top speed of around 133 mph. The S1 Esprit can be distinguished from later Esprits by a shovel-style front air dam, Fiat X1/9 tail lights, lack of body-side ducting, and Wolfrace alloy wheels. Inside the car, the most obvious indication of an S1 Esprit is a one-piece instrument cluster with green-faced Veglia gauges. The car gained fame through its appearance in the James Bond film The Spy Who Loved Me (1977) where a fictionally-modified version was featured in a long action sequence. Bond’s Esprit car is first chased on road, by a motorcycle, then by another car, and then a helicopter, then converts into a submarine for an undersea battle. A series of improvements made to the Esprit during its initial run culminated in the S2 Esprit, which was introduced in 1978. The most obvious of these changes are intake and cooling duct “ears” located behind the rear quarter window, tail lights from the Rover SD1, and an integrated front spoiler. S2 Esprits also used 14-inch Speedline alloy wheels designed specifically for Lotus. Other changes included relocating the battery from above the right side fuel tank (under the rear quarter window) to the rear of the car, adding an access door to the engine cover, as well as replacing the instrument cluster made by Veglia with individual gauges made by Smiths and using different style of switches on the dashboard. During this era, a special edition car was released to commemorate Lotus’s racing victories and their victory in the 1978 F1 World Championship. Sharing the black and gold colour scheme of Lotus’ then F1 sponsor, John Player & Sons, these cars are commonly known as the John Player Special (JPS) Esprits. The “JPS” Esprit has the same mechanicals as the regular two-litre S2. According to Lotus themselves a limited series of 300 was built, but most likely the total was considerably lower.Lotus’ records of production figures are notoriously vague, but best estimates suggest that 149 JPS Esprits were produced. The S2.2 was produced as a stop-gap model from May 1980, almost identical to the S2 but with an enlarged (2.2 litre) type 912 engine used.  This kept horsepower the same, but bumped up torque from 140 lb·ft to 160 lb·ft. Importantly, the S2.2 also introduced the use of a galvanised chassis, although it did not benefit from the succeeding S3’s chassis improvements. These cars are extremely rare even among Esprits: according to Lotus themselves, only 88 were produced in its thirteen-month production span. In 1980 the first factory turbocharged Esprit was launched. Initially, this was another special edition model commemorating F1 ties and reflecting current sponsorship, this time in the blue, red and chrome livery of Essex Petroleum, and is therefore known as the Essex Esprit. The new turbocharged dry-sump type 910 engine produced 210 hp and 200 lb·ft of torque. 0-60 mph could be achieved in 6.1 seconds, with a top speed of 150 mph. These performance improvements were coupled to a redesign and strengthening of the chassis and rear suspension, where an upper link was added to alleviate strain on the driveshafts, along with brake improvements. The Essex cars introduced a Giugiaro-designed aerodynamic body kit with a rear lip spoiler, prominent louvered rear hatch, more substantial bumpers, a deeper front airdam, and air ducts in the sills just ahead of the rear wheels, which were 15″ Compomotive three piece items. Internally, scarlet leather, combined with a roof-mounted Panasonic stereo, made for a dramatic environment. 45 Essex Esprits were built, interspersed and followed by a number of non Essex-liveried but otherwise identical specification dry-sump turbo cars. Two Essex-spec Turbo Esprits – one in white and the other in copper – were featured in the James Bond film For Your Eyes Only (1981), although these were scripted as the same vehicle – the white one was destroyed by an anti-burglar explosion system in Spain, while the copper red one was a “rebuild” of the original (actually a joke between Bond and Q in the latter’s laboratory), and was fully functional (the copper exterior paint colour for the replacement car was chosen to make the car stand out more in filming against the snowy background of Cortina, Italy, the only locale in which it appears). By the close of 1980, Lotus was effectively building three different models of Esprit, with distinct chassis designs and body moulds – the Domestic S2.2, the Export S2.2, and the dry-sump Turbo Esprit. Introduced in April 1981, the Turbo Esprit and S3 (Series 3) Esprits marked a necessary consolidation: both new models had a common chassis, inheriting much of the configuration of the Essex cars, whilst body production was based on a single common set of moulds. The S3 continued to use the 2.2 litre type 912 engine of the S2.2, whilst the Turbo Esprit reverted to a less complex wet-sump lubrication system, retaining the power and torque outputs of its dry-sump predecessor. The interior for both cars was revised and featured new trim; combined with changes to the body moulds this resulted in more headroom and an enlarged footwell.  Externally, the Turbo Esprit retained the full aerodynamic body kit of the Essex cars, and featured prominent ‘turbo esprit’ decals on the nose and sides; the S3 gained the more substantial bumpers, yet retained the simpler sill line and glazed rear hatch of the S2.2 body style. Both models were supplied with 15″ BBS alloy wheels. For the 1985 model year, the S3 and Turbo underwent some slight alterations to the bodywork and to the front suspension. In April 1986, the final incarnations of the Giugiaro-styled Esprit were announced, with raised engine compression giving rise to the ‘HC’ moniker. This increased the output of the naturally aspirated engine to 172 hp and 160 lb·ft for the Esprit HC, and to 215 hp and 220 lb·ft for the Turbo Esprit HC, with the increased torque available at a lower rpm. For markets with stringent emissions requirements (mainly the United States), Lotus introduced the HCi variant, teaming the higher compression engine with Bosch KE-Jetronic fuel injection and a catalytic converter- the first fuel-injected Esprits. This engine had the same peak power as the carburetted version, but at a somewhat higher engine speed, and torque dropped to 202 lb·ft.

In 1987, a new version of the Esprit was unveiled, incorporating rounder styling cues given by designer Peter Stevens (who later designed the McLaren F1). A new Lotus patented process was introduced to create the new body, called the VARI (Vacuum Assisted Resin Injection) process, which offered more advantages than the previous hand laid process. Kevlar reinforcement was added to the roof and sides for roll-over protection, resulting in an increase of the Esprit’s torsional rigidity by 22 percent.  Giugiaro is said to have liked the restyling, claiming it was perhaps too close to his original design. The Stevens styled cars retained the mechanical components of the previous High Compression Esprit and Turbo Esprit, but introduced a stronger Renault transaxle, which necessitated a move to outboard rear brakes. However, the MY 1988 North American Esprit Turbo kept its Citroën SM type transaxle and the Bosch K-Jetronic fuel injection system used in the previous model year. The car’s Type 910 engine retained 215 bhp and 220 lb·ft, but decreased its zero to sixty from 5.6 seconds to a varied time between 5.4 – 5.1 seconds and a top speed of over 150 mph. The exterior style changes were accompanied by a redesign of the interior, allowing a little more space for the occupants. The Stevens styled Esprit is often known by its project code of X180. In 1989, the Esprit was again improved with the GM multi-port, electronic fuel injection system and the addition of a water to air intercooler, which Lotus has named the Chargecooler, producing the SE (Special Equipment). This inline-four engine was known as the Type 910S. Horsepower was pushed up to 264 with 280 available on overboost and zero to sixty miles per hour times reduced to 4.7 seconds with a top speed of over 160 mph. Several modifications were made to the body kit as well, like side skirts which are parallel to the body, five air ducts in the front air dam, wing mirrors from the Citroën CX and the addition of a rear wing. Along with the SE, Lotus produced the little seen Esprit S, a midrange turbocharged car offering fewer appointments and 228 hp, as well as the standard turbo still offering 215 hp . The N/A and lower-powered turbo were cancelled after 1990, and the S in 1991. Another unusual variant was a two-litre “tax special” developed for the Italian market, fitted with an intercooled and turbocharged version of a new 1,994 cc version of the venerable 900-series four-cylinder engine. Equipped with SE trim, this appeared in December 1991 and produced 243 PS at 6,250 rpm. Beginning in the autumn of 1996, this engine became available in other markets as well. The Esprit was a popular and successful addition to the American IMSA Bridgestone Supercar Championship and as a result Lotus produced the SE-based X180R, with horsepower bumped to 300 and with racing appointments. The Sport 300 was a derivative of the X180R sold in Europe, which included many modifications. These are known as the fastest of the four-cylinder Esprits and among the most desirable. In 1993, another exterior and interior revamp of the car resulted in the S4 which was the first model to include power steering. The exterior redesign was done by Julian Thompson, which included a smaller rear spoiler placed halfway up the rear decklid. Other major changes were to the front and rear bumpers, side skirts and valence panels. New five spoke alloy wheels were also included in the redesign. The S4 retained the same horsepower as the SE at 264 hp.The S4 was succeeded in 1994 by the S4s (S4 sport), which upped power to 300 bhp and 290 lb·ft of torque, improving all-around performance while retaining the comfort of the previous version. Top speed was increased to 168 mph, skidpad increased to 0.91g, an increased slalom of 61.7 mph and a 0-60 mph time of 4.6 seconds. Although the engine kept its 2.2-litre capacity, many modifications were added to improve engine performance. Some of the changes were enlarged inlet ports, cylinder head modifications, a re-calibrated ECM and a revised turbocharger. The most visible external styling changes was the addition of a larger rear wing taken from the Sport 300. In 1996 the Esprit V8 used Lotus’ self-developed all-aluminium, twin-turbocharged (Garrett T25/60 turbos) 90-degree V-8, Code-named Type 918, in front of the same Renault transmission as before with no Chargecooler. Derek Bell developed an uprated gearbox that overcame a lot of the gearbox problems with a much thicker single piece input shaft. The Type 918 engine was detuned from a potential 500 bhp to 350 bhp to prevent gearbox damage due to the fragility of the Renault UN-1 transmission. In period tests, zero to sixty miles per hour came in at 4.4 seconds and top speeds of over 175 mph were achieved. Produced alongside V8 models was the GT3, a turbocharged four-cylinder car with the type 920 2.0 litre chargecooled and turbocharged engine which had been used only in Italian market cars previously. In 1998 the V8 range was split into SE and GT specifications, both cars with a much changed interior configuration, both offering similar performance with the SE being the more luxurious of the two. The ultimate incarnation of the Esprit came in 1999 with the Sport 350. Only 50 were made, each offering 350 horsepower (per the name) and various engine, chassis and braking improvements, like the addition of AP Racing brakes, stiffer springs and a revised ECU.  Several visual changes were made as well, including the addition of a large carbon fibre rear wing on aluminium uprights in place of the standard fibreglass rear wing. By this time the Esprit could reach 60 mph in 4.3 seconds as well as reaching 0-100 mph in less than 10 seconds, and weighed 1,300 kg (2,866 lb) as a result of many modifications. Thereafter, Lotus made little development aside from minor cosmetic changes including a switch to four round tail lights for the 2002 model year. Esprit production ceased in February 2004 after a 28 year production run. A total of 10,675 Esprits were produced.

There was also an example of the Excel here. Known internally as the Type 89, the Excel, built from 1982 to 1992, was a development of the earlier Lotus Eclat, which itself was based on the Type 75 Elite. Although a promising design, the Elite and Eclat had suffered from numerous quality control issues which were difficult for owners to accept given the price of the cars. The Excel was a concerted effort to address these, and it stood every chance of so doing, as it took advantage of the relationship with Toyota. This had started when Toyota engaged Lotus to assist with engineering work on the Supra. During this period, Toyota then became a major shareholder in Lotus. Part of the deal between the two included the use of many Toyota mechanical components in Lotus’ cars. The original Excel (aka the Eclat Excel) used the W58 manual transmission, driveshafts, rear differential, 14×7 in alloy wheels, and door handles from the Supra Mk II, which was made from 1982 to 1986. The engine was the familiar all-aluminium, DOHC 2.2 litre Lotus 912 Slant Four which was also used in the Lotus Esprit S3. During its lifetime, the Excel received two major upgrades. With the introduction of the Excel SE which had a 180 bhp engine vs the standard 160 bhp car in October 1985, the bumpers, wing and interior was changed, including a new dashboard. In October 1986 the Excel SA with automatic gearbox was introduced. Further facelifts in 1989 saw Citroën-derived mirrors, as featured on the Esprit, and 15 inch OZ alloy wheels to a similar pattern as the Esprit’s. According to Lotus records, only 1 Excel was manufactured to USA specification. The lack of release in the USA was due to the high emission regulations (which would hinder the car’s performance), and poor sales of the car in Europe.

It is almost 20 years since Lotus launched the Elise, a model which showed a return to the core values of simplicity and light-weight which were cornerstones of Colin Chapman’s philosophy when he founded the marque in 1955. The first generation Elise was produced for just over 4 years, with a replacement model, the Series 2 arriving in October 2000. It came about as the Series 1 could not be produced beyond the 2000 model production year due to new European crash sustainability regulations. Lacking the funding to produce a replacement, Lotus needed a development partner to take a share of investment required for the new car. General Motors offered to fund the project, in return for a badged and GM-engined version of the car for their European brands, Opel and Vauxhall. The result was therefore two cars, which although looking quite different, shared much under the skin: a Series 2 Elise and the Vauxhall VX220 and Opel Speedster duo. The Series 2 Elise was a redesigned Series 1 using a slightly modified version of the Series 1 chassis to meet the new regulations, and the same K-series engine with a brand new Lotus-developed ECU. The design of the body paid homage to the earlier M250 concept, and was the first Lotus to be designed by computer. Both the Series 2 Elise and the Opel Speedster/Vauxhall VX220 were built on the same production line, in a new facility at Hethel. Both cars shared many parts, including the chassis, although they had different drive-trains and power-plants. The VX220 carried the Lotus internal model identification Lotus 116, with the code name Skipton for the launch 2.2 normally aspirated version and Tornado for the 2 litre Turbo which came out in 2004. Fitted with 17 inch over the Elise’s 16 inch front wheels, the Vauxhall/Opel version ceased production in late 2005 and was replaced by the Opel GT for February 2007, with no RHD version for the United Kingdom. The Elise lived on. and indeed is still in production now, some 15 years later, though there have been countless different versions produced in that time. Whilst the first of the Series 2 cars came with the Rover K-Series engine, and that included the 111S model which had the VVC engine technology producing 160 hp (119 kW), a change came about in 2005 when Lotus started to use Toyota engines. This was initially due to Lotus’ plans to introduce the Elise to the US market, meaning that an engine was needed which would comply with US emissions regulations. The selected 1.8 litre (and later 1.6 litre) Toyota units did, and the K-series did not. that MG-Rover went out of business in 2005 and engine production ceased confirmed the need for the change. Since then, Lotus have offered us track focused Elise models like the 135R and Sport 190, with 135 bhp and 192 bhp respectively, as well as the 111R, the Sport Racer, the Elise S and Elise R. In 2008  an even more potent SC model, with 218 bhp thanks to a non-intercooled supercharger was added to the range. In February 2010, Lotus unveiled a facelifted version of the second generation Elise. The new headlights are now single units; triangular in shape they are somewhat larger than the earlier lights. The cheapest version in Europe now has a 1.6 litre engine to comply with Euro 5 emissions, with the same power output as the earlier 1.8 136bhp car. Lotus has been through some difficult times in recent years, but things are looking more optimistic again, with production numbers having risen significantly in the last couple of years, after a period when next to no cars were made. The Elise is still very much part of the range. Seen here were an array of Series 1 and Series 2 models.

Developed under the project name Project Eagle, this car was launched as the Evora on 22 July 2008 at the British International Motor Show. The Evora is based on the first all-new vehicle platform from Lotus Cars since the introduction of the Lotus Elise in 1995 (the Exige, introduced in 2000, and the 2006 Europa S are both derivatives of the Elise Evora was planned to be the first vehicle of three to be built on the same platform and was the first product of a five-year plan started in 2006 to expand the Lotus line-up beyond its track-specialised offerings, with the aim of making Evora a somewhat of a more practical road car that would appeal to the mainstream. As such it is a larger car than recent Lotus models Elise and its derivatives (Exige, Europa S, etc.), with an unladen weight of 1,383 kg (3,049 lb). It is currently the only Lotus model with a 2+2 configuration, although it is also offered in a two-seater configuration, referred to as the “Plus Zero” option. It is also the only 2+2 mid engined coupé on sale. The interior is larger to allow taller persons of 6’5″ to fit. The cooled boot behind the engine is large enough to fit a set of golf clubs, although Lotus Design Head Russell Carr denies that this was intentional. Lotus intends Evora to compete with different market sectors including the Porsche Cayman. The name “Evora” keeps the Lotus tradition of beginning model names with an “E”. The name is derived from the words evolution, vogue, and aura. and it of course sounds similar to Évora, which is the name of a Portuguese city and UNESCO World Heritage Site, in Portugal. Sales were started in summer 2009, with an annual target of 2000 cars per year, with prices between £45,000 and just over £50,000. and in America from the beginning of 2010. The Evora received several accolades at its launch from the British motoring press, including: Britain’s Best Driver’s Car 2009 from Autocar and Car of the Year 2009, from Evo.  Sales, however, were far from target, as the car was seen as too costly. A more powerful Evora S was launched in 2010 with a supercharged equipped 3.5-litre V6. A facelifted and more powerful Evora 400 model was unveiled at the 2015 Geneva Motor Show.

McLAREN

There were two examples of the “entry level” McLaren here, with both a 570S and a 570 GT on display.

MERCEDES-BENZ

This 190 dates from the early 60s, and was the entry level Mercedes of the time.

This 280SE Coupe 3.5 is a common sighting at events over quite a wide area of England, and very splendid it is too. The Mercedes range of the 1960s was quite complex, with body styles and mechanical updates proceeding at a different rate, and even by referring to the cars by their internal development codes (the “W” number), they are still quite hard to define unambiguously. In the W111 family, the Coupe was the first to appear, a replacement for the two-door W120 “Ponton” models, and work on it began in 1957. Since most of the chassis and drivetrain were to be unified with the sedan, the scope was focused on the exterior styling. Some of the mockups and prototypes show that Mercedes-Benz attempted to give the two-door car a front styling almost identical to what would be realised in the Pagoda (W113), but ultimately favoured the work of engineer Paul Bracq. The rear featured small tailfins, subtle compared to the fintails’ and evocative of the later squarish styling of the W108/W109. Production began in late 1960, with the coupe making its debut at the 75th anniversary of the opening of Mercedes-Benz Museum in Stuttgart in February of the next year. The convertible followed at the Frankfurt Auto Show a few months later. Almost identical to the coupe, its soft-top roof folded into a recess behind the rear seat and was covered by a tightly fitting leather “boot” in the same colour as the seats. Unlike the previous generation of two-door ponton series, the 220SE designation was used for both the coupe and convertible; both received the same version of the 2195 cc M127 engine. Options included a sliding sunroof for the coupe, automatic transmission, power steering, and individual rear seats. In March 1962, Mercedes-Benz released the exclusive two-door M189-powered 300SE. Like the 300 sedan, it was based on the W111 chasis but shared both Daimler’s top-range 2996 cm3 fuel-injected engine and the unique W112 chassis designation, efforts on Mercedes’ part to distance it from the maker’s modest W110 and W111 lineups and link it to the prestigious W188 300S two-door luxury sports tourer. It was distinguished by a chrome strip, and featured air suspension and a higher level of interior trim and finish. In summer of 1965, Mercedes-Benz launched replacements for both W111 and W112 sedans, the W108 and W109 respectively. With the tailfin fashion well eroded by the mid 1960s, the new design was based on the restrained W111 coupe, widened and squared off. Work on a future new chassis that would fully replace the Ponton-derived W111/W112 and W108/W109 was well under way. With a concept car of the first S-Class shown in 1967, Daimler declined to develop a two-door W108/W109 vehicle, instead continuing production of the aging W111/W112 with modest changes. The 220SE was superseded in early autumn 1965 by the 250SE, which featured the new 2496cc M129 engine. Producing 150 hp. it gave the vehicle a significant improvement in top speed, to 120 mph. Visibly the only changes affected the new 14-inch rims, which came with new hub cabs and beauty rings accommodating the larger disk brakes and new rear axle from the W108 family. In November 1967 the 250 SE was superseded by the 280 SE. It was powered by the new 2778 cc M130 engine, which produced 160 hp. The top speed was hardly affected, but acceleration improved to 10.5 seconds. Inside the car received a wood veneer option on the dashboard and other minor changes, including door lock buttons and different heater levers. The hubcaps were changed yet again to a new one piece wheelcover, and the exterior mirror was changed. Despite its smaller engine, the 280 SE could outperform the early 1950s M189 powered 300 SE, resulting in the more expensive model’s retirement. The coupe and cabriolet retained their shared model model designation until replaced by a new-generation chassis in 1968. A final model was added in August 1969, the 280 SE 3.5. The car was fitted with the brand-new M116 3499 cc V8. It produced 200 hp, and had a top speed of 130 mph and a 0-100 km/h at 9.5 seconds. To accommodate the large engine, the car’s front grille was widened; front and rear bumpers were also modified with the addition of rubber strips. The rear lenses changed to a flatter cleaner design. This change was carried across the standard 280 SE. As the top of its range, the 280 SE 3.5 is seen as an ideological successor to the W112 300 SE, though it lacked the W112’s air suspension. The  last 280 SE was produced in January 1971, with the 280 SE 3.5 ending in July. The total production over the decade was: 220 SEb – 16,902, 250 SE – 6,213, 280 SE – 5,187, and 280 SE 3.5 – 4,502 units. Not including 3,127 W112 300 SE models, the grand total of 2-door W111 models was 32,804 of which 7,456 were convertibles. These days the cars are much sought after and prices, especially for the convertible, are high and still rising.

There were a couple of examples of the R107 SL cars. These elegant machines were produced from 1971 until the end of 1989. Visually, they changed little, but Mercedes did update the mechanicals, with the latest engines from the rest of the range fnidng their way under the bonnet, and that meant that the model designations changed over time, as this was an era when the numbers did actually indicate the engine size.

MERCURY

Cougar

MG

Oldest MG here was this J2 from 1934. The J-type was produced from 1932 to 1934. This 2-door sports car used an updated version of the overhead camshaft, crossflow engine, used in the 1928 Morris Minor and Wolseley 10 and previously fitted in the MG M-type Midget of 1929 to 1932, driving the rear wheels through a four-speed non-synchromesh gearbox. The chassis was from the D-Type with suspension by half-elliptic springs and Hartford friction shock absorbers all round with rigid front and rear axles. The car had a wheelbase of 86″ and a track of 42″. Most cars were open two-seaters, but a closed salonette version of the J1 was also made, and some chassis were supplied to external coachbuilders. The open cars can be distinguished from the M type by having cut-away tops to the doors.  Small numbers of J3 and J4 models, designed for racing, were made and te J1 was the four seater model in the range, but by far the most common were the J2 models, such as this one. The 847cc engine gave the car a top speed of 65 mph, although The Autocar managed to get nearly 20 mph more than that from a specially prepared one that they tested in 1933. The most serious of the J2’s technical failings is that has only a two-bearing crankshaft, which could break if over-revved. The overhead camshaft is driven by a vertical shaft through bevel gears, which also forms the armature of the dynamo. Thus any oil leak from the cambox seal goes into the dynamo brushgear, presenting a fire hazard. Rather than hydraulic brakes the car has Bowden cables to each drum. Although requiring no more pedal force than any other non-power-assisted drum brake if they are well maintained, the drums themselves are small, and even in period it was a common modification to replace them with larger drums from later models. Nonetheless, the car was quite popular, and at £199, was relatively affordable.

Replacing the J series cars was the 1934 PA. The PA and later PB replaced the J Type Midget. These 2-door sports cars used an updated version of the overhead camshaft, crossflow engine that was also used in the 1928 Morris Minor and Wolseley 10 as well as the J-type Midget of 1932 to 1934. It drove the rear wheels through a four-speed non-synchromesh gearbox. The chassis was a strengthened and slightly longer version of that used in the J-type with suspension by half-elliptic springs all round with rigid front and rear axles. Steering was initially by a Marles Weller and later a Bishop Cam system. The two-seat car had a wheelbase of 87″ and a track of 42″. Most cars were open two seaters, but streamlined Airline coupé bodies were also made. The P-type was also available as a four-seater, a car that suffered from a lack of power and poor rear ground clearance. Whereas J, K and L-type MGs differentiated between versions with the use of numbers, with 1 indicating a four-seater (the J1) and 2 a two-seater (the J2), this was not the case with the P-type (or its six-cylinder sister, the N-type Magnette), and there is no clue to the type in the name. The first version, the PA used an 847 cc engine similar to the one on the J-Type, but now with a 3-bearing crankshaft, larger camshaft and twin SU carburettors. It produced 36 bhp at 5,500 rpm. In 1935, a PA open two-seater cost £222. Around 2,000 PAs were made. In late 1936 the PA was replaced by the PB, which had a larger 939cc 43bhp engine and which is distinguished by a grille of vertical slats as opposed to the honeycomb pattern of the PA. 526 examples of the PB were made.

The first of the T Series sports cars appeared in 1936, to replace the PB. Visually they were initially quite similar, and as was the way in the 1930s, updates came frequently, so both TA and TB models were produced before global hostilities caused production to cease. Whilst the TC, the first postwar MG and launched in 1945, was quite similar to the pre-war TB, sharing the same 1,250 cc pushrod-OHV engine, it had a slightly higher compression ratio of 7.4:1 giving 54.5 bhp at 5200 rpm. The makers also provided several alternative stages of tuning for “specific purposes”. It was exported to the United States, even though only ever built in right-hand drive. The export version had slightly smaller US specification sealed-beam headlights and larger twin rear lights, as well as turn signals and chrome-plated front and rear bumpers. The body of the TC was approximately 4 inches wider than the TB measured at the rear of the doors to give more cockpit space. The overall car width remained the same resulting in narrower running boards with two tread strips as opposed to the previous three. The tachometer was directly in front of the driver, while the speedometer was on the other side of the dash in front of the passenger. 10,001 TCs were produced, from September 1945 to Nov. 1949, more than any previous MG model. It cost £527 on the home market in 1947.

That car proved particularly popular with Americans who took the majority of production. It was replaced in 1950 by the TD, which combined the TC’s drivetrain, a modified hypoid-geared rear axle, the MG Y-type chassis, a familiar T-type style body and independent suspension using coil springs from the MG Y-type saloon. A 1950 road-test report described as “most striking” the resulting “transformation … in the comfort of riding”. Also lifted from the company’s successful 1¼-litre YA saloon for the TD was the (still highly geared) rack and pinion steering. In addition the TD featured smaller 15-inch disc type road wheels, a left-hand drive option and standard equipment bumpers and over-riders. The car was also 5 inches wider with a track of 50 inches. For the driver the “all-weather protection” was good by the standards of the time. For night driving, instrument illumination was “effective but not dazzling, by a pale green lighting effect”.  There was still no fuel gauge, but the 12 gallon tank capacity gave a range between refuelling stops of about 300 miles and a green light on the facia flashed a “warning” when the fuel level was down to about 2½ gallons. In 1950 the TD MkII Competition Model was introduced, produced alongside the standard car, with a more highly tuned engine using an 8.1:1 compression ratio giving 57 bhp at 5,500 rpm. The higher compression ratio engine was offered with export markets in mind, and would not have been suitable for the UK, where thanks to the continued operation of wartime fuel restrictions, buyers were still limited to 72 octane “Pool petrol”. The TD MkII also featured twin fuel pumps, additional Andrex dampers, and a higher ratio rear-axle. Nearly 30,000 TDs had been produced, including about 1700 Mk II models, when the series ended in 1953 with all but 1656 exported, 23,488 of them to the US alone.

Final version of the popular T Series sports car was the TF,  launched on the 15 October 1953. Although it looked quite a bit different, this was really just a facelifted TD, fitted with the TD Mark II engine, headlights faired into the wings, a sloping radiator grille concealing a separate radiator, and a new pressurised cooling system along with a simulated external radiator cap. This XPAG engine’s compression ratio had been increased to 8.1:1 and extra-large valves with stronger valve springs and larger carburettors increased output to 57.5 bhp at 5,500 rpm. In mid-1954 the engine capacity was increased by 17 per cent to 1466 cc and designated XPEG. The bore was increased to 72 mm and compression raised to 8.3:1 giving 63 bhp at 5,000 rpm and a 17 per cent increase in torque. The car was now designated TF1500, and externally distinguished by a cream background enamel nameplate on both sides of the bonnet, placed just to the rear of the forward bonnet-release buttons. Production ended at chassis number TF10100 on 4 April 1955 after 9,602 TFs had been manufactured, including two prototypes and 3,400 TF1500s.  A number of replica models have been built in more recent years, with the Naylor of the mid 1980s being perhaps the best known.

Successor to the Y Series was the Magnette ZA, announced on 15 October 1953 and debuted at the 1953 London Motor Show. Deliveries started in March 1954. Production continued until 1956, when 18,076 had been built. It was the first monocoque car to bear the MG badge. The Magnette was designed by Gerald Palmer, designer of the Jowett Javelin. It was the first appearance of the new four cylinder 1489 cc B-Series engine with twin 1¼ inch SU carburettors delivering 60 bhp driving the rear wheels through BMC’s new four speed manual gearbox with synchromesh on the top three ratios. Suspension was independent at the front using coil springs and had a live axle with half elliptic leaf springs at the rear. The steering was by rack and pinion. Hydraulically operated Lockheed 10 in (254 mm) drum brakes were fitted to front and rear wheels. When leaving the factory the Magnette ZA originally fitted the recently developed belted textile-braced, radial-ply Pirelli Cinturato 165HR14 tyres (CA67). The car had leather trimmed individual front seats and rear bench seat. The dashboard and door cappings were in polished wood. Although the heater was standard, the radio was still an optional extra. Standard body colours were black, maroon, green, and grey. The ZA was replaced by the Magnette ZB that was on announced 12 October 1956. Power was increased to 64 hp by fitting 1½ inch carburettors, increasing the compression ratio from 7.5 to 8.3, and modifying the manifold. The extra power increased the top speed to 86 mph and reduced the 0-60 mph time to 18.5 seconds. A semi-automatic transmission, marketed as Manumatic was fitted as an option on 496 1957 Magnettes. A Varitone model featured larger rear window and optional two tone paintwork, using a standard Pressed Steel body shell, the rear window opening enlarged in the Morris Motors body shop, Cowley, before painting 18,524 ZBs were built.  There were examples of both the ZA and later ZB Varitone models here.

The MGA replaced the long running T Series sports cars and presented a complete styling break from MG’s earlier sports cars. Announced on 26 September 1955, the car was officially launched at the Frankfurt Motor Show. A total of 101,081 units were sold through the end of production in July 1962, the vast majority of the 58.750 cars made were exported. Only 5869 cars were sold on the home market, the lowest percentage of any British car. It was replaced by the MGB. The MGA design dates back to 1951, when MG designer Syd Enever created a streamlined body for George Philips’ TD Le Mans car. The problem with this car was the high seating position of the driver because of the limitations of using the TD chassis. A new chassis was designed with the side members further apart and the floor attached to the bottom rather than the top of the frame sections. A prototype was built and shown to the BMC chairman Leonard Lord. He turned down the idea of producing the new car as he had just signed a deal with Donald Healey to produce Austin-Healey cars two weeks before. Falling sales of the traditional MG models caused a change of heart, and the car, initially to be called the UA-series, was brought back. As it was so different from the older MG models it was called the MGA, the “first of a new line” to quote the contemporary advertising. There was also a new engine available, therefore the car did not have the originally intended XPAG unit but was fitted with the BMC corporate B-Series type allowing a lower bonnet line. The MGA convertible had no exterior door handles, however the coupe did. It was a body-on-frame design and used the straight-4 1489cc “B series” engine from the MG Magnette saloon driving the rear wheels through a 4-speed gearbox. Suspension was independent with coil springs and wishbones at the front and a rigid axle with semi-elliptic springs at the rear. Steering was by rack and pinion. The car was available with either wire-spoked or steel-disc road wheels. The 1489 cc engine fitted with twin H4 type SU Carburettors produced 68 hp at first, but was soon uprated to 72 hp. Lockheed hydraulic drum brakes were used on all wheels. A high-performance Twin-Cam model was added for 1958. It used a high-compression (9.9:1 later 8.3:1) DOHC aluminium cylinder head version of the B-Series engine producing 108 hp. Due to detonation problems, a 100 bhp low-compression version was introduced later. Four-wheel disc brakes by Dunlop were fitted, along with Dunlop peg drive knock-off steel wheels similar to wheels used on racing Jaguars, unique to the Twin-Cam and “DeLuxe” MGA 1600 and 1600 MkII roadsters. These wheels and chassis upgrades were used on a small number of the “DeLuxe” models built after Twin-Cam production came to a halt. Aside from the wheels, the only outside identifier was a “Twin-Cam” logo near the vent aside the bonnet. A careful look at the rear wheel vents would also reveal another feature unique to Twin-Cam and DeLuxe: those 4 wheel Dunlop disc brakes . The temperamental engine was notorious for warranty problems during the course of production, and sales dropped quickly. The engine suffered from detonation and burnt oil.  Most of the problems with the Twin-Cam engine were rectified with the low-compression version, but by then the damage had been done. Many restored Twin-Cams are running more reliably today than they ever did during production. The Twin-Cam was dropped in 1960 after 2,111 had been produced. Production ended in April 1960, but had slowed to a trickle long before. In May 1959 the standard cars also received an updated engine, now at 1588 cc producing 79.5 bhp . At the front disc brakes were fitted, but drums remained in the rear. Externally the car was very similar to the 1500 with differences including: amber or white (depending on market) front turn indicators shared with white parking lamps, separate stop/tail and turn lamps in the rear, and 1600 badging on the boot and the cowl. 31,501 of these were produced in less than three years. A number of 1600 De Luxe versions were produced with leftover special wheels and four-wheel disc brakes of the departed Twin-Cam, or using complete modified Twincam chassis left redundant by the discontinuance of that model. Seventy roadsters and 12 coupés were built. The engine size was increased again to 1622 cc by increasing the bore from 75.4 mm to 76.2 mm for the 1961 Mark II MGA. The cylinder head was also revised with larger valves and re-engineered combustion chambers. Horsepower increased to 90 bhp. It also had a higher ratio 4:1 rear axle, which made for more relaxed high-speed driving. An inset grille and Morris Mini tail lamps appearing horizontally below the deck lid were the most obvious visual changes. 8,198 Mark II roadsters and 521 coupés were built. As with the 1600 De Luxe, there were also some Mark II De Luxe versions; 290 roadsters and 23 coupés were produced.

As one of Britain’s most popular classic cars, it was no surprise to find several examples of the MGB here, with cars from throughout the model’s long life, both in Roadster and MGB GT guise, as well as one of the short-lived V8 engined cars. Launched in October 1962, this car was produced for the next 18 years and it went on to become Britain’s best selling sports car.  When first announced, the MGB was an innovative, modern design, with a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB’s rival, the Triumph TR series, though components such as the brakes and suspension were developments of the earlier 1955 MGA and the B-Series engine had its origins back in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength, and with a 95hp 3-bearing 1798cc engine under the bonnet, performance was quite respectable with a 0–60 mph time of just over 11 seconds. The car was rather more civilised than its predecessor, with wind-up windows now fitted as standard, and a comfortable driver’s compartment offered plenty of legroom. The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. A five-bearing engine was introduced in 1964 and a number of other modifications crept into the specification. In late 1967, sufficient changes were introduced for the factory to define a Mark II model. Alterations included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox, a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. US market cars got a new safety padded dashboard, but the steel item continued for the rest of the world. Rostyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised. 1970 also saw a new front grille, recessed, in black aluminium. The more traditional-looking polished grille returned in 1973 with a black “honeycomb” insert. Further changes in 1972 were to the interior with a new fascia. To meet impact regulations, in late 1974, the chrome bumpers were replaced with new, steel-reinforced black rubber bumpers, the one at the front incorporating the grille area as well, giving a major restyling to the B’s nose, and a matching rear bumper completed the change. New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car’s suspension by 1-inch. This, in combination with the new, far heavier bumpers resulted in significantly poorer handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. US emissions regulations also reduced horsepower. In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples. Due to a high demand of the limited edition model, production ended with 6682 examples. The United Kingdom received bronze painted roadsters and a silver GT model limited editions. The production run of home market limited edition MGBs was split between 421 roadsters and 579 GTs. Meanwhile, the fixed-roof MGB GT had been introduced in October 1965, and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a ground-breaking greenhouse designed by Pininfarina and launched the sporty “hatchback” style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe. This new configuration was a 2+2 design with a right-angled rear bench seat and far more luggage space than in the roadster. Relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars and a different windscreen which was more easily and inexpensively serviceable. Although acceleration of the GT was slightly slower than that of the roadster, owing to its increased weight, top speed improved by 5 mph to 105 mph because of better aerodynamics. 523,826 examples of the MGB of all model types were built, and although many of these were initially sold new in North America, a lot have been repatriated here.  There were several Roadsters and MGB GT models here.

Sitting alongside the MGB in the MG range was the smaller Midget, and there were a couple of these cars here, a Series 3 model and one of the later rubber-bumpered cars. The 1961 Midget resurrected the name that was used by MG for their smallest car, the M Type, in the late 20s, was the Midget announced in 1961, and was essentially a slightly more expensive badge-engineered version of the MkII Austin-Healey Sprite. The original ‘Frogeye’ Sprite had been introduced specifically to fill the gap in the market left by the end of production of the MG T-type Midget as its replacement, the MGA had been a significantly larger and more expensive car with greater performance. Many existing MG enthusiast and buyers turned to the Sprite to provide a modern low-cost sports car and so a badge-engineered MG version reusing the Midget name made sense. The new Midget differed from the Sprite only in its grille design, badging, colour options and having both leather seats and more external chrome trim as standard to justify its higher purchase price. Mechanically the car was identical to its Austin-Healey counterpart, retaining the rear suspension using quarter-elliptic leaf springs and trailing arms from the ‘Frogeye’. The engine was initially a 948 cc A-Series with twin SU carburettors producing 46 hp at 5500 rpm and 53 lb/ft at 3000 rpm. Brakes were 7″ drums all round. A hard top, heater, radio and luggage rack were available as factory-fitted extras. In October 1962 the engine was increased to 1098 cc, raising the output to 56 hp at 5500 rpm and 62 lb/ft at 3250 rpm, and disc brakes replaced the drums at the front. Wire spoked wheels became available. The doors had no external handles or locks and the windows were sliding Perspex side-screens. A heater was still an optional extra. The car sold well, with 16,080 of the small-engined version and 9601 of the 1098 being made before the arrival in 1964 of the Mark II. Externally the main changes were to the doors, which gained wind-up windows, swivelling quarter lights, external handles and separate locks. The windscreen also gained a slight curvature and was retained in a more substantial frame. The hood, though modified, continued to have a removable frame that had to be erected before the cover was put on. The rear springs were replaced by more conventional semi-elliptic types which gave a better ride. The engine block was strengthened and larger main bearings were fitted, increasing the power to 59 hp at 5750 rpm and torque to 65 lbf·ft at 3500 rpm. A total of 26,601 were made. 1967 saw the arrival of the Mark III. The engine now grew to 1275 cc using the development seen on the Mini-Cooper ‘S’. Enthusiasts were disappointed that this was a detuned version of the 76-bhp Cooper ‘S’ engine, giving only 65 hp at 6000 rpm and 72 lbf·ft  at 3000 rpm. A reduced compression ratio of 8.8:1 was used instead of the 9.75:1 employed on the Cooper S engine. The Midget used the 12G940 cylinder head casting that was common to other BMC 1300 cars, whereas the Cooper ‘S’ had a special head with not only larger inlet, but also larger exhaust valves; however, these exhaust valves caused many ‘S’ heads to fail through cracking between the valve seats. The detuned engine was used for reasons of model range placement – with the Cooper ‘S’ spec engine, the Midget would have been faster than the more expensive MGB. The hydraulic system gained a separate master cylinder for the clutch. The hood was now permanently attached to the car, with an improved mechanism making it much easier to use. Minor facelift changes were made to the body trim in late 1969 with the sills painted black, a revised recessed black grille, and squared off taillights as on the MGB. The 13″ “Rostyle” wheels were standardised, but wire-spoked ones remained an option. The square-shaped rear wheel arches became rounded in January 1972 and later that year a Triumph steering rack was fitted, giving a gearing that was somewhat lower than earlier Midgets. A second exhaust silencer was also added in 1972. Alternators were fitted instead of dynamos from 1973 onwards. Many consider the round-arch Midgets with chrome bumpers produced for model years 1972 and 1974 to be the most desirable. These round-arch cars started leaving the Abingdon factory in late 1971. Between 1966 and the 1969 face lift, 22,415 were made, and a further 77,831 up to 1974.

MG re-entered the sports car market in 1995 with the launch of the MGF Two versions of this mid-engined and affordable rival to the Mazda MX5 were offered: both of which used the 1.8 litre K-Series 16-valve engine. The cheaper of the two put out  118 hp and the more costly VVC model (by dint of its variable valve control) had 143 hp.  Rover Special Projects had overseen  the development of the F’s design and before finalising the styling bought-in outside contractors to determine the most appropriate mechanical configuration for the new car. Steve Harper of MGA Developments produced the initial design concept in January 1991 (inspired by the Jaguar XJR-15 and the Ferrari 250LM), before Rover’s in house design team refined the concept under the leadership of Gerry McGovern. The MGF used the Hydragas suspension, a system employing interconnected fluid and gas displacers, which gave the car a surprisingly compliant ride and which could be tuned to provide excellent handling characteristics. The MG F quickly shot to the top of the affordable sports car charts in Britain and remained there until the introduction of the MG TF in 2002. The MG F underwent a facelift in Autumn of 1999 which gave the car a revised interior as well as styling tweaks and fresh alloy wheels designs. There was also the introduction of a base 1.6 version and a more powerful 160 hp variant called the Trophy 160, which had a 0-60 mph time of 6.9 seconds. It was only produced for a limited time. An automatic version with a CVT called the Steptronic was also introduced. A comprehensive update in 2002 resulted in  the MG TF,  named after the MG TF Midget of the 1950s. Based upon the MG F platform but heavily redesigned and re-engineered, the most significant mechanical changes were the abandonment of Hydragas suspension in favour of conventional coil springs, the new design of the air-induction system that along with new camshafts produces more power than in MG F engines, and the torsional stiffness of the body increased by 20%. Various cosmetic changes included a revised grille, redesigned front headlights, bumpers, side air-intake grills and changes to the rear boot,. The car continued to sell well.  Production was suspended when MG-Rover went out of business, but resumed again in 2007 when Nanjing built a number more.

MINI

Classic Mini models, of the sort designed by Issigonis, as opposed to the more recent BMW cars, included a rather nice City from 1990, a number of Cooper models and a 1275GT.

MORGAN

There were lots of examples of the Morgan sports car, including several of the latest wider-bodied Plus 8.

MORRIS

Oldest of the Morris cars seen here were a number of examples of the Eight, which  was produced from 1935 to 1948, inspired by the sales popularity of the similarly shaped Ford Model Y. The success of the car enabled Morris to regain its position as Britain’s largest motor manufacturer. The Eight was powered by a Morris UB series 918 cc four-cylinder side-valve engine with three bearing crankshaft and single SU carburettor with maximum power of 23.5 bhp. The gearbox was a three-speed unit with synchromesh on the top two speeds and Lockheed hydraulic brakes were fitted. Coil ignition was used in a Lucas electrical system powered by a 6 volt battery and third brush dynamo. The body which was either a saloon or open tourer was mounted on a separate channel section chassis with a 7 feet 6 inches wheelbase. The tourer could reach 58 mph and return 45 mpg; the saloons were a little slower. The chrome-plated radiator shell and honeycomb grille were dummies disguising the real one hidden behind. In September 1934 the bare chassis was offered for £95. For buyers of complete cars prices ranged from £118 for the basic two-seater to £142 for the four door saloon with “sunshine” roof and leather seats. Bumpers and indicators were £2 10 shillings (£2.50) extra. Compared with the similarly priced, but much lighter and longer established Austin 7, the 1934/35 Morris Eight was well equipped. The driver was provided with a full set of instruments including a speedometer with a built in odometer, oil pressure and fuel level gauges and an ammeter. The more modern design of the Morris was reflected in the superior performance of its hydraulically operated 8 inch drum brakes. The Morris also scored over its Ford rival by incorporating an electric windscreen wiper rather than the more old-fashioned vacuum powered equivalent, while its relatively wide 45 inch track aided directional stability on corners. The series I designation was used from June 1935 in line with other Morris models, cars made before this are known as pre-series although the official Morris Motors designation was by the model year even though they were introduced in October 1934. Of the 164,102 cars produced approximately 24,000 were tourers. Seen here were a Saloon, and Tourer and a Series E model.

Although Morris is best known for its smaller cars, there were some much larger and more powerful ones sold, too, such as this Eighteen. This is part of the Morris Big Six range, produced from 1935 to 1939. The first models are sometimes referred to as the Big Six Series II, and the last Morris Twenty-Five, after upgrading to an overhead-valve engine, as the Big Six Series III. They were the successors to the Morris Oxford Six range, which comprised the Morris Sixteen and Morris Twenty by the time of its cessation in 1935, and the original Morris Isis (which briefly grew into what would retrospectively be thought of as the Big Six Series I). The largest Morris models, the Big Sixes were produced with 4-door saloon and, optionally for some models, 2-door coupé bodies. The Eighteen differed from the Sixteen in having a larger bore than its predecessor and a displacement of 2288cc. Engines were either QJ (with a 3-speed gearbox), or QSHM (with the only 4-speed of the Big Sixes). It made 17.7 hp (under the old RAC hp rating system), which gave it a top speed of 70 mph. Production of most of the range ended in 1937, with the Twenty-Five continuing through an update in 1938, until the end of production in 1939.

No surprise to see the evergreen Morris Minor here as this is a very popular classic. The Minor was conceived in 1941. Although the Nuffield Organization was heavily involved in war work and there was a governmental ban on civilian car production, Morris Motors’ vice chairman, Miles Thomas, wanted to prepare the ground for new products to be launched as soon as the war was over.  Vic Oak, the company’s chief engineer, had already brought to Thomas’ attention a promising junior engineer, Alec Issigonis, who had been employed at Morris since 1935 and specialised in suspension design but he had frequently impressed Oak with his advanced ideas about car design in general.  Issigonis had come to Oak’s particular attention with his work on the new Morris Ten, which was in development during 1936/7. This was the first Morris to use unitary construction and was conceived with independent front suspension. Issigonis designed a coil-sprung wishbone system which was later dropped on cost grounds. Although the design would later be used on the MG Y-type and many other post-war MGs the Morris Ten entered production with a front beam axle. Despite his brief being to focus on the Ten’s suspension Issigonis had also drawn up a rack and pinion steering system for the car. Like his suspension design this was not adopted but would resurface in the post-war years on the MG Y-type, but these ideas proved that he was the perfect candidate to lead the design work on a new advanced small car. With virtually all resources required for the war effort, Thomas nonetheless approved the development of a new small family car that would replace the Morris Eight. Although Oak (and Morris’ technical director, Sidney Smith) were in overall charge of the project it was Issigonis who was ultimately responsible for the design, working with only two other draughtsmen.  Thomas named the project ‘Mosquito’ and ensured that it remained as secret as possible, both from the Ministry of Supply and from company founder William Morris (now Lord Nuffield), who was still chairman of Morris Motors and, it was widely expected, would not look favourably on Issigonis’ radical ideas. Issigonis’ overall concept was to produce a practical, economical and affordable car for the general public that would equal, if not surpass, the convenience and design quality of a more expensive car. In later years he summed up his approach to the Minor; that he wanted to design an economy car that “the average man would take pleasure in owning, rather than feeling of it as something he’d been sentenced to” and “people who drive small cars are the same size as those who drive large cars and they should not be expected to put up with claustrophobic interiors.” Issigonis wanted the car to be as spacious as possible for its size and comfortable to drive for inexperienced motorists. Just as he would with the Mini ten years later, he designed the Mosquito with excellent roadholding and accurate, quick steering not with any pretence of making a sports car, but to make it safe and easy to drive by all. As work proceeded, there were plenty of battle to overcome, to get Issigonis’ ideas approved, and not all of them were. The production car, called the Minor was launched at the British Motor Show at Earls Court in London on October 27, 1948.  At the same show Morris also launched the new Morris Oxford and Morris Six models, plus Wolseley variants of both cars, which were scaled-up versions of the new Minor, incorporating all the same features and designed with Issigonis’ input under Vic Oak’s supervision. Thus Issigonis’ ideas and design principles underpinned the complete post-war Morris and Wolseley car ranges. The original Minor MM series was produced from 1948 until 1953. It included a pair of four-seat saloons, two-door and (from 1950) a four-door, and a convertible four-seat Tourer. The front torsion bar suspension was shared with the larger Morris Oxford MO, as was the almost-unibody construction. Although the Minor was originally designed to accept a flat-4 engine, late in the development stage it was replaced by a 918 cc side-valve inline-four engine, little changed from that fitted in the 1935 Morris 8, and producing 27.5 hp and 39 lbf·ft of torque. This little engine pushed the Minor to just 64 mph but delivered 40 mpg. Brakes were four-wheel drums. Early cars had a painted section in the centre of the bumpers to cover the widening of the production car from the prototypes. This widening of 4 inches is also visible in the creases in the bonnet. Exports to the United States began in 1949 with the headlamps removed from within the grille surround to be mounted higher on the wings to meet local safety requirements. In 1950 a four-door version was released, initially available only for export, and featuring from the start the headlamps faired into the wings rather than set lower down on either side of the grille. The raised headlight position became standard on all Minors in time for 1951. From the start, the Minor had semaphore-type turn indicators, and subsequent Minor versions persisted with these until 1961  An Autocar magazine road test in 1950 reported that these were “not of the usual self-cancelling type, but incorporate[d] a time-basis return mechanism in a switch below the facia, in front of the driver”.  It was all too easy for a passenger hurriedly emerging from the front passenger seat to collide with and snap off a tardy indicator “flipper” that was still sticking out of the B-pillar, having not yet been safely returned by the time-basis return mechanism to its folded position. Another innovation towards the end of 1950 was a water pump (replacing a gravity dependent system), which permitted the manufacturer to offer an interior heater “as optional equipment”. When production of the first series ended, just over a quarter of a million had been sold, 30 per cent of them the convertible Tourer model. In 1952, the Minor line was updated with an Austin-designed 803 cc overhead valve A-series engine, replacing the original side-valve unit. The engine had been designed for the Minor’s main competition, the Austin A30, but became available as Austin and Morris were merged into the British Motor Corporation. The new engine felt stronger, though all measurements were smaller than the old. The 52 second drive to 60 mph was still calm, with 63 mph as the top speed. Fuel consumption also rose to 36 mpg. An estate version was introduced in 1952, known as the Traveller (a Morris naming tradition for estates, also seen on the Mini). The Traveller featured an external structural ash (wood) frame for the rear bodywork, with two side-hinged rear doors. The frame was varnished rather than painted and a highly visible feature of the body style. Commercial models, marketed as the Morris Quarter Ton Van and Pick-up were added in May 1953.  Rear bodies of the van versions were all steel. The 4-seat convertible and saloon variants continued as well. The car was again updated in 1956 when the engine was increased in capacity to 948 cc. The two-piece split windscreen was replaced with a curved one-piece one and the rear window was enlarged. In 1961 the semaphore-style trafficators were replaced by the flashing direction indicators, these were US-style red at the rear (using the same bulb filament as the brake lamp) and white at the front (using a second brighter filament in the parking lamp bulb) which was legal in the UK and many export markets at the time (such as New Zealand). An upmarket car based on the Minor floorpan using the larger BMC B-Series engine was sold as the Riley One-Point-Five/Wolseley 1500 beginning in 1957: versions of this Wolseley/Riley variant were also produced by BMC Australia as the Morris Major and the Austin Lancer. In December 1960 the Morris Minor became the first British car to sell more than 1,000,000 units. To commemorate the achievement, a limited edition of 350 two-door Minor saloons (one for each UK Morris dealership) was produced with distinctive lilac paintwork and a white interior. Also the badge name on the side of the bonnet was modified to read “Minor 1,000,000” instead of the standard “Minor 1000”. The millionth Minor was donated to the National Union of Journalists, who planned to use it as a prize in a competition in aid of the union’s Widow and Orphan Fund. The company, at the same time, presented a celebratory Minor to London’s Great Ormond Street Hospital for Sick Children, but this car was constructed of cake.The final major upgrades to the Minor were made in 1962. Although the name Minor 1000 was retained, the changes were sufficient for the new model to be given its own ADO development number. A larger version of the existing A-Series engine had been developed in conjunction with cylinder head specialist Harry Weslake for the then new ADO16 Austin/Morris 1100 range. This new engine used a taller block than did the 948 cc unit, with increased bore and stroke bringing total capacity up to 1,098 cc. Although fuel consumption suffered moderately at 38 mpg, the Minor’s top speed increased to 77 mph with noticeable improvements in low-end torque, giving an altogether more responsive drive. Other changes included a modified dashboard layout with toggle switches, textured steel instrument binnacle, and larger convex glove box covers. A different heater completed the interior upgrade, whilst the larger combined front side/indicator light units, common to many BMC vehicles of the time, were fitted to the front wings. These now included a separate bulb and amber lens for indicators while larger tail lamp units also included amber rear flashers. During the life of the Minor 1000 model, production declined. The last Convertible/Tourer was manufactured on 18 August 1969, and the saloon models were discontinued the following year. Production of the more practical Traveller and commercial versions ceased in 1972, although examples of all models were still theoretically available from dealers with a surplus of unsold cars for a short time afterwards.  1,619,857 Minors of all variants were ultimately sold. Seen here examples of the Tourer and the Saloon.

Final Morris here was a splendidly presented Marina Coupe TC. The success of Ford’s Cortina did not pass unnoticed, and by 1968, when British Leyland was formed as a merger of BMC and British Motor Holdings and the new management realised that apart from the soon to be launched Maxi, there were no new models under development, it was decided to give priority to a mid-sized car that would replace the elderly Minor and Farina saloons and take the Ford head on in the quest for sales. Conceived,. designed and put into production in record quick time, of just 18 months, the Marina was launched in the spring of 1971. An utterly conventional car, with rear wheel drive, and simple proven mechanicals using the familiar A and B Series engines, the model was launched as a 2 door Coupe and 4 door Saloon. Unusually, the Coupe was cheaper than the Saloon, which should have given the Morris something of an advantage over the Dagenham rival, who charged quite a premium for a Capri over a Cortina. However, the Marina had one attribute which completely eluded the Ford, certainly in its more powerful guises: terminal understeer. It is understood that when the British press got the chance to drive the car some while before launch, they all complained bitterly about this and the dire consequences that could follow, but BL management assured them that this would be fixed for the production cars. It was not, and a usually loyal press struggled to contain their disappointment in what they wrote in early Road Tests. About 30,000 cars were built like this before a revised suspension design was deployed and gradually the early cars were tamed somewhat. This weakness not withstanding, the Marina quickly picked up sales, and although it hardly ever outsold the Cortina in any given month, it became a strong performer in the UK Sales Charts, all the more so when an Estate model was added to the range in the autumn of 1972. The Marina was only intended to have a short life, very much like contemporary Ford products which were replaced every 4 or so years, but by the mid 1970s, BL had run out of money and had to be rescued by the British Government. That meant that there were no funds for an all new car, so the proposed ADO77 replacement model was cancelled, and the Marina was simply facelifted in the autumn of 1975 to create the Series 2, with revised suspension, new seats, a new dash to create more room for the front passenger, and upgraded equipment levels and then updated again in the autumn of 1978 when the new 1700cc O Series engines were ready to replace the venerable B series unit. As the 70s went on, the Marina’s limitations in the face of more modern competition not just from Ford, but Vauxhall’s Cavalier, the Car of the Year winning hatchback Chrysler’s Alpine, a whole slew of Japanese rivals such as the Datsun Bluebird and Toyota Carina as well as the Renault R12 and VW Passat made life ever more difficult for the car, and it was only significant fleet sales from a sector which still largely held a “Buy British” policy and something of a fear of the costs of front wheel drive cars which kept the car earning money for its maker, and meant that when the model was replaced by the Ital in mid 1980, over 800,000 had been made. Since then, of course, the Marina has become the butt of many a joke, and famously has been destroyed several times by Top Gear. However, there are fans of the car, and a few hundred have still survived.

NISSAN/DATSUN

Once a common sight on our roads, these are very rare now. The Datsun Bluebird, sold as a four door saloon, two door hardtop coupe or as an estate like this one were rivals to the Ford Cortina and Morris Marina. With 1600 and 1800cc engines, they were well finished, with a level of equipment far in excess of the domestic rivals, as well as levels of reliability that made them very popular, even if the interior trim was a bit oriental in style.

Although not many of the Datsun 240Z were sold in the UK, or indeed Europe, this car proved phenomenally popular in the US, and was really the beginning of the end for the British sports cars which American buyers had been buying in large quantities throughout the 1960s. Known internally as the Nissan S30, and sold in Japan as the Nissan Fairlady Z, the car we call the the Datsun 240Z, and the later 260Z and 280Z was the first generation of Z GT two-seat coupe, produced by Nissan from 1969 to 1978. It was designed by a team led by Yoshihiko Matsuo, the head of Nissan’s Sports Car Styling Studio. With strong performance from the 2.4 litre engine, and excellent ride and handling from the four-wheel independent suspension, the car was good to drive, In the United States, Datsun priced the 240Z within $200 of the MGB-GT, and dealers soon had long waiting lists for the “Z”. Its modern design, relatively low price, and growing dealer network compared to other imported sports cars of the time (Jaguar, BMW, Porsche, etc.), made it a major success for the Nissan Motor Corporation, which at the time sold cars in North America under the name Datsun. As a “halo” car, the 240Z broadened the image of Japanese car-makers beyond their econobox success. The car was updated to the 260Z in 1975, when a larger 2.6 litre engine was used.

After the ever softer evolution of the Z car, Nissan reversed the trend with the Z31 model, known as the 300ZX, introduced in late1983.  Designed by Kazumasu Takagi and his team of developers, the 300ZX had improved aerodynamics and increased power when compared to its predecessor, with a drag coefficient of 0.30. It was powered by Japan’s first mass-produced V6 engine instead of an inline 6. According to Nissan, the V6 engine was supposed to re-create the spirit of the original Fairlady 240Z. The Z31 generation featured five engine options, including a pair of 2 litre V6 units which were never available in Europe. Cars sold in the UK all had the 3.0 litre V6 unit. which made 240 hp in turbo form due to a better camshaft profile, also known outside of Europe as the Nismo camshafts. All European turbocharged models received a different front lower spoiler as well, with 84-86 models being unique and 87-89 production having the same spoiler as the USDM 1988 “SS” model. The Z31 body was slightly restyled in 1986 with the addition of side skirts, flared fenders, and sixteen inch wheels (turbo models only). Many black plastic trim pieces were also painted to match the body colour, and the bonnet scoop was removed. The car was given a final makeover in 1987 that included more aerodynamic bumpers, fog lamps within the front air dam, and 9004 bulb-based headlamps that replaced the outdated sealed beam headlights. The 300ZX-titled reflector in the rear was updated to a narrow set of tail lights running the entire width of the car and an LED third brake light on top of the rear hatch. The Z31 continued selling until 1989, more than any other Z-Car at the time. Over 70,000 units were sold in 1985. Cars produced from 1984-1985 are referred to as “Zenki” models, while cars produced from 1987-1989 are known as “Kouki” models. The 1986 models are a special due to sharing some major features from both. They are sometimes referred to as “Chuki” models, but are usually grouped with the Zenki models because of the head and tail lights.

Final Nissan present was a Skyline from 1992.

OPEL

The Monza was planned as a successor for the Commodore Coupé. Whilst the Commodore had been little more than a six cylinder Rekord, and indeed would continue to be so throughout the 80s, Opel planned a larger model to sit above it in the range, to replace the old Admrial and Diplomat saloons. The result was the large Senator saloon and Monza coupe, first seen in the autumn of 1977. The Monza would allow Opel to compete, so they thought with the Mercedes W126 coupé and the BMW 6 series. But what Opel hadn’t realised was that the old ways were too old. The car was big without being hugely luxurious. This did not mean that the Monza was not comfortable. There was plenty of space inside the car, and the enormous seats left you with a feeling of sitting in a much more upmarket brand than Opel. But the internals consisted of parts mainly borrowed from the Rekord, which meant cloth seats, and lots and lots of plastic on the dashboard and inner doors. Even the rev counter and the tachometer was taken directly from the Rekord E models, so that when you sat in one, the feeling was not that you drove a Monza, but more that you where driving a Rekord. If that wasn’t enough trouble for Opel, they also experienced gearbox problems. The engine range for the Monza A1 was the 3.0S, the 2.8S, the newly developed 3.0E and later the 2.5E (the 3.0 had 180 bhp and 248 Nm with fuel injection). The 3-speed Borg Warner automatic transmission from the Commodore range needed to be modified to cope with the new and improved power outputs. Opel’s own 4-speed manual gearboxes were not up to the job and, instead of putting in a more modern 5-speed manual gearbox, Opel turned to gearbox and transmission producer Getrag, and installed the Getrag 264 4-speed manual gearbox in the early Monzas. But when people bought a big, luxurious coupé they wanted modern products as well, and Opel obliged, as soon the Getrag 5-speed manual gearboxes, replaced the old 4-speed gearbox. The Monza, however, was good to drive.  It handled quite well, thanks to the newly developed MacPherson strut system for the front of the car, as used on the Rekord E1 and E2, and the new independent rear suspension gave the car soft, yet firm and capable, driving characteristics and excellent stability for such a big car. When Opel realised that the public disliked the Rekord interior, they introduced the “C” package. The “C” cars where fitted with extra instruments (oil pressure, voltmeter etc.) and the interior was either red, dark blue, green, or brown. As all parts of the interior were coloured, it seemed more luxurious than it did previously. The A1 also came with a sports package or “S” package. The cars all where marked as “S” models on the front wings, and came with 15-inch Ronal alloy wheels, a 45% limited slip differential. In 1982, the Monza, Rekord and Senator all got a face-lift and was named the A2 (E2 for the Rekord). The A2 looked similar to the A1 overall but with some changes to the front end. The headlights increased in size, and the front looked more streamlined than that of the A1. Also the chrome parts like bumpers were changed to a matt black finish, or with plastic parts. The bumpers were now made of plastic and made the Monza take look less like the Manta, despite the huge size difference. The rear lights were the same and the orange front indicators was now with white glass, giving a much more modern look to the car. Overall the update was regarded as successful although retrospectively some of the purity of the lines of the early car were lost. At a time of rising fuel prices, the need for fuel efficiency was becoming paramount, and Opel decided to change the engine specifications of the Monza. This meant introducing both the straight 4 cylinder CIH 2.0E and the 2.2E engines from the Rekord E2. However, as the Monza weighed almost 1400 kg, and the 115 bhp of the two engines, the cars were underpowered and thus unpopular. The 2.5E was given a new Bosch injection system so between 136 and 140 bhp was available. The 2.8S was taken out of production. The 3.0E engine stayed the top of the range. The 3.0E was given an upgraded Bosch fuel injection and gained a small improvement in consumption. The last incarnation of the Monza was the GSE edition in 1983; basically the A2 car, but a high-specification model which had Recaro sports seats, digital LCD instruments, and an enhanced all-black interior. It also featured a large rear spoiler on the boot. Also GS/E models are equipped with a 40% limited slip differential, an addition that had to be ordered separately on earlier 3,0E cars when purchasing. By the time the Senator was updated to the new Senator B, in 1987 and the Monza cancelled, 43,812 Monzas had been built. There was no direct replacement.

PEUGEOT

One of the first cars I came across was this fabulous 505 STi Saloon. It clearly had moved for a while, and there was notice inside it, pointing out that the brakes did not work, so not to try to drive it. I understand it belongs on-site and is being restored, amnd look forward to seeing it when the work is completed.

Elsewhere, there was an interesting collection of Peugeot models which the Owners Club had assembled. Oldest of these was a 203 Berline.

From the “04” generation was a 304 Cabrio and both Pickup and Cabrio versions of the 504.

Rather better known were the 205 models, though rather than the well-known GTi cars, it was some different versions that were seen here: a Rallye and a Roland Garros joined a regular XL.

Final Peugeot was a 309.

PLYMOUTH

Barracuda

PONTIAC

First of two Firebird cars here was this Trans Am dating from the  late 70s.

This is an example of the last generation of  Firebird produced.  Launched for the 1993 model year, the fourth-generation Firebird amplified the aerodynamic styling initiated by the previous generation. While the live rear axle and floorpan aft of the front seats remained largely the same, ninety percent of the Firebird’s parts were all-new. Overall, the styling of the Firebird more strongly reflected the Banshee IV concept car than the 1991 “facelift” did. As with the Camaro, major improvements included standard dual airbags, four-wheel anti-lock brakes, 16-inch wheels, rack-and-pinion power steering, short/long-arm front suspension, and several non-rusting composite body panels. Throughout its fourth generation, trim levels included V6-powered Firebird, and V8-powered Formula and Trans Am. The early cars mustered just 160 bhp in 3.4 litre V6 guise, which made them less than rapid, but power outputs were gradually increased with the substitution of that engine with a larger 200 bhp 3.8 litre unit in mid 1995. Trans Am cars had a 5.7 litre V8, initially the LT1 unit shared with the Corvette and later upgraded to the LS1. The T5 five-speed manual transmission was standard with the V6s, as was the Borg-Warner T56 six-speed manual for the V8s. A four-speed automatic was optional for both, featuring built-in electronic controls beginning in 1994. A mid-life facelift came in 1998, at the same time as one was applied to the Camaro, and this brought a new design for the bonnet and bumpers, and some other detailed changes to the lights and external trim. It was not enough, as sales of these cars had slumped badly and it was clear that they were on the slippery slope to deletion without a replacement. Production halted in 2002.

PORSCHE

The Porsche Owners Club had an even bigger display at this event than they had in January, with over 200 cars on show. They were parked up in several very long lines, and with almost every model type that the company has offered, and a wide variety of colours, they made for an interesting display in their own right. Most numerous, of course, were the 911-badged models, no surprise given that the model has been in production for over 50 years now, and it is estimated that around 70% of all those made are still in existence. Although the name has remained for over 50 years, the model has evolved considerably in that time, and these cars are often referred to by their internal development codes to identify some of the many variants. Several of those present were those with the original 911 body style. The car continued to evolve throughout the 1960s and early 1970s, though changes initially were quite small. The SC appeared in the autumn of 1977, proving that any earlier plans there had been to replace the car with the front engined 924 and 928 had been shelved. The SC followed on from the Carrera 3.0 of 1967 and 1977. It had the same 3 litre engine, with a lower compression ratio and detuned to provide 180 PS . The “SC” designation was reintroduced by Porsche for the first time since the 356 SC. No Carrera versions were produced though the 930 Turbo remained at the top of the range. Porsche’s engineers felt that the weight of the extra luxury, safety and emissions equipment on these cars was blunting performance compared to the earlier, lighter cars with the same power output, so in non-US cars, power was increased to 188 PS for 1980, then finally to 204 PS. However, cars sold in the US market retained their lower-compression 180 PS engines throughout. This enabled them to be run on lower-octane fuel. In model year 1980, Porsche offered a Weissach special edition version of the 911 SC, named after the town in Germany where Porsche has their research centre. Designated M439, it was offered in two colours with the turbo whale tail & front chin spoiler, body colour-matched Fuchs alloy wheels and other convenience features as standard. 408 cars were built for North America. In 1982, a Ferry Porsche Edition was made and a total of 200 cars were sold with this cosmetic package. SCs sold in the UK could be specified with the Sport Group Package (UK) which added stiffer suspension, the rear spoiler, front rubber lip and black Fuchs wheels. In 1981 a Cabriolet concept car was shown at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since. 911 SC sales totalled 58,914 cars before the next iteration, the 3.2 Carrera, which was introduced for the 1984 model year. Coupe models outsold the Targa topped cars by a big margin.

It was only really with the launch in 1989 of the 964 that a truly “new” model would appear. Designed by Benjamin Dimson in 1986, it featured significant styling revisions over previous 911 models, most prominently the more integrated bumpers. The 964 was considered to be 85% new as compared to its predecessor. The first 964s available in 1989 were all wheel drive equipped “Carrera 4” models; Porsche added the rear wheel drive Carrera 2 variant to the range in 1990. Both variants were available as a coupe, Targa or Cabriolet. The 964 Carrera was the last generation sold with the traditional removable Targa roof until the 2011 991. A new naturally aspirated engine called the M64 was used for 964 models, with a flat-6 displacement of 3.6 litres. Porsche substantially revised the suspension, replacing torsion bars with coil springs and shock absorbers. Power steering and ABS brakes were added to the 911 for the first time; both were standard. The exterior bumpers and fog lamps became flush with the car for better aerodynamics. A new electric rear spoiler raised at speeds above 50 mph and lowered down flush with the rear engine lid at lower speeds. A revised interior featured standard dual airbags beginning in 1990 for all North American production cars. A new automatic climate control system provided improved heating and cooling. Revised instrumentation housed a large set of warning lights that were tied into the car’s central warning system, alerting the driver to a possible problem or malfunction. The 964 was sold until 1993 when its place was taken by the 993. 62,172 were built. The car was not particularly well regarded by enthusiasts, with most preferring its predecessor or successor, but latterly, it has found greater favour and values are firming. Seen here was a 964 Carrera 4.

There were plenty of examples of the 993, the last of the air-cooled cars, including a GT RS.

Also much in evidence was the 996, the first of the water-cooled 911s, including a Carrera 4 and a GT3 RS.

From the follow-on 997 generation was a GT3 and from the current 991, there were a GT3 RS and a Targa.

Perhaps the most exclusive Porsche of the day was this Carrera GT.

This is a replica of the 550RS. Inspired by the Porsche 356, and some spyder prototypes built and raced by Walter Glöckler starting in 1951, the factory decided to build a car designed for use in auto racing. The model Porsche 550 Spyder was introduced at the 1953 Paris Auto Show. The 550 was very low to the ground, in order to be efficient for racing. In fact, former German Formula One racer Hans Herrmann drove it under closed railroad crossing gates during the 1954 Mille Miglia. The first three hand built prototypes came in a coupé with a removable hardtop. The first (550-03) raced as a roadster at the Nurburgring Eifel Race in May 1953 winning its first race. Over the next couple of years, the Werks Porsche team evolved and raced the 550 with outstanding success and was recognized wherever it appeared. The Werks cars were provided with differently painted tail fins to aid recognition from the pits. Hans Herrmann’s particularly famous ‘red-tail’ car No 41 went from victory to victory. Porsche was the first car manufacturer to get race sponsorship which was through Fletcher Aviation, who Porsche was working with to design a light aircraft engine and then later adding Telefunken and Castrol. For such a limited number of 90 prototype and customer builds, the 550 Spyder was always in a winning position, usually finishing in the top three results in its class. The beauty of the 550 was that it could be driven to the track, raced and then driven home, which showed the flexibility of being both a road and track car. Each Spyder was individually designed and customised to be raced and although from the pits it was difficult to identify the sometimes six 550s in the race, the aid of colouring tail spears along the rear wheel fenders, enabled the teams to see their cars. The racing Spyders were predominantly silver in colour, similar to the factory colour of the Mercedes, but there were other splashes of blue, red, yellow and green in the tail spears making up the Porsche palette on the circuit. Each Spyder was assigned a number for the race and had gumballs positioned on doors, front and rear, to be seen from any angle. On some 550s owned by privateers, a crude hand written number scrawled in house paint usually served the purpose. Cars with high numbers assigned such as 351, raced in the 1000 mile Mille Miglia, where the number represented the start time of 3.51am. On most occasions, numbers on each Spyder would change for each race entered, which today helps identify each 550 by chassis number and driver in period black and white photos. The later 1956 evolution version of the model, the 550A, which had a lighter and more rigid spaceframe chassis, gave Porsche its first overall win in a major sports car racing event, the 1956 Targa Florio. Its successor from 1957 onwards, the Porsche 718, commonly known as the RSK was even more successful. The Spyder variations continued through the early 1960s, the RS 60 and RS 61. A descendant of the Porsche 550 is generally considered to be the Porsche Boxster S 550 Spyder; the Spyder name was effectively resurrected with the RS Spyder Le Mans Prototype.

The 356 was created by Ferdinand “Ferry” Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilising unitised pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen. Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. “….I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun. On this basic idea we started the first Porsche prototype. To make the car lighter, to have an engine with more horsepower…that was the first two seater that we built in Carinthia (Gmünd)”. The first 356 was road certified in Austria on June 8, 1948, and was entered in a race in Innsbruck where it won its class. Porsche re-engineered and refined the car with a focus on performance. Fewer and fewer parts were shared between Volkswagen and Porsche as the ’50’s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminium, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Looking back, the aluminium bodied cars from that very small company are what we now would refer to as prototypes. Porsche contracted with Reutter to build the steel bodies and eventually bought the Reutter company in 1963. The Reutter company retained the seat manufacturing part of the business and changed its name to Recaro. Little noticed at its inception, mostly by a small number of auto racing enthusiasts, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. The class win at Le Mans in 1951 was clearly a factor.  It was always common for owners to race the car as well as drive them on the streets. They introduced the four-cam racing “Carrera” engine, a totally new design and unique to Porsche sports cars, in late 1954. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced. The 356 was built in four distinct series, the original (“pre-A”), followed by the 356 A, 356 B, and then finally the 356 C. To distinguish among the major revisions of the model, 356’s are generally classified into a few major groups. 356 coupés and “cabriolets” (soft-top) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356 A appeared, with a curved windshield. The A was the first road going Porsche to offer the Carrera 4 cam engine as an option. In late 1959 the T5 356 B appeared; followed by the redesigned T6 series 356 B in 1962. The final version was the 356 C, little changed from the late T6 B cars but with disc brakes to replace the drums. Seen here was a Speedster style car as well as a late Coupe.

Among the rarest (in the UK) Porsche designs to be seen here were this couple of 914 cars. The 914 was born of a joint need that Porsche had for a replacement for the 912, and Volkswagen’s desire for a new range-topping sports coupe to replace the Karmann Ghia. At the time, the majority of Volkswagen’s developmental work was handled by Porsche, part of a setup that dated back to Porsche’s founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project. Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America. On March 1, 1968, the first 914 prototype was presented. However, development became complicated after the death of Volkswagen’s chairman, Heinz Nordhoff, on April 12, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart. In Lotz’s opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche’s next lowest price car. The 914/6 sold quite poorly while the much less expensive 914/4 became Porsche’s top seller during its model run, outselling the Porsche 911 by a wide margin with over 118,000 units sold worldwide. Volkswagen versions originally featured an 80 PS fuel-injected 1.7 L flat-4 engine based on the Volkswagen air-cooled engine. Porsche’s 914/6 variant featured a carburettor 110 PS  2.0 litre flat-6 engine from the 1969 911T, placed amidships in front of a version of the 1969 911’s “901” gearbox configured for a mid-engine car. Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house or delivering versions to Porsche for their final assembly. 914/6 models used lower gear ratios and high brake gearing in order to try to overcome the greater weight of the 6 cylinder engine along with higher power output. Suspension, brakes, and handling were otherwise the same. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches, except in California, where they were sold in Volkswagen dealerships. The four-cylinder cars were sold as Volkswagen-Porsches at European Volkswagen dealerships. Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 100 PS  2.0 litre, fuel-injected version of Volkswagen’s Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 85 PS 1.8 litre, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 litre flat-4 engine continued to be used in the 912E, which provided an entry-level model until the 924 was introduced.

Although there were a number of 924 models present, I do not appear to have taken any pictures of them. I did however capture several of its successor, the 944 Whilst its precursor, the 924, had received largely positive reviews, it was criticised by many including Porsche enthusiasts for its Audi-sourced engine and although the Turbo model had increased performance, this model carried a high price, which caused Porsche to decide to develop the 924, as they had with generations of the 911. They re-worked the platform and a new all-alloy 2.5 litre inline-four engine, that was, in essence, half of the 928’s 5.0 litre V8, although very few parts were actually interchangeable. Not typical in luxury sports cars, the four-cylinder engine was chosen for fuel efficiency and size, because it had to be fitted from below on the Neckarsulm production line. To overcome roughness caused by the unbalanced secondary forces that are typical of four-cylinder engines, Porsche included two counter-rotating balance shafts running at twice engine speed. Invented in 1904 by British engineer Frederick Lanchester, and further developed and patented in 1975 by Mitsubishi Motors, balance shafts carry eccentric weights which produce inertial forces that balance out the unbalanced secondary forces, making a four-cylinder engine feel as smooth as a six-cylinder. The engine was factory-rated at 150 hp in its U.S. configuration. Revised bodywork with wider wheel arches, similar to that of the 924 Carrera GT, a fresh interior and upgrades to the braking and suspension systems rounded out the major changes and Porsche introduced the car as the  944 in 1982. It was slightly faster (despite having a poorer drag co-efficient than the 924), the 944 was better equipped and more refined than the 924; it had better handling and stopping power, and was more comfortable to drive. The factory-claimed 0-60 mph time of less than 9 seconds and a top speed of  130 mph which turned out to be somewhat pessimistic,  In mid-1985, the 944 underwent its first significant changes. These included : a new dash and door panels, embedded radio antenna, upgraded alternator, increased oil sump capacity, new front and rear cast alloy control arms and semi-trailing arms, larger fuel tank, optional heated and powered seats, Porsche HiFi sound system, and revisions in the mounting of the transaxle to reduce noise and vibration. The “cookie cutter” style wheels used in the early 944s were upgraded to new “phone dial” style wheels (Fuchs wheels remained an option). 1985 model year cars incorporating these changes are sometimes referred to as “1985B”, “85.5” or “1985½” cars. For the 1987 model year, the 944 Motronic DME was updated, and newly incorporated anti-lock braking and air bags. Because of the ABS system, the wheel offset changed and Fuchs wheels were no longer an option. In early 1989 before the release of the 944S2, Porsche upgraded the 944 from the 2.5 to a 2.7 litre engine, with a rated 162 hp and a significant increase in torque. For the 1985 model year, Porsche introduced the 944 Turbo, known internally as the 951. This had a turbocharged and intercooled version of the standard car’s engine that produced 220 PS at 6000 rpm. In 1987, Car and Driver tested the 944 Turbo and achieved a 0-60 mph time of 5.9 seconds. The Turbo was the first car using a ceramic port liner to retain exhaust gas temperature and new forged pistons and was also the first vehicle to produce identical power output with or without a catalytic converter. The Turbo also featured several other changes, such as improved aerodynamics, notably an integrated front bumper. This featured the widest turn signals (indicators) fitted to any production car, a strengthened gearbox with a different final drive ratio, standard external oil coolers for both the engine and transmission, standard 16 inch wheels (optional forged Fuchs wheels), and a slightly stiffer suspension (progressive springs) to handle the extra weight. The Turbo’s front and rear brakes were borrowed from the Porsche 911, with Brembo 4-piston fixed calipers and 12-inch discs as ABS also came standard. Engine component revisions, more than thirty in all, were made to the 951 to compensate for increased internal loads and heat. Changes occurred for the 1987 model year. On the interior, the 1987 944 Turbo for North America became the first production car in the world to be equipped with driver and passenger side air bags as standard equipment. A low oil level light was added to the dash as well as a 180 mph (290 km/h) speedometer as opposed to the 170 mph speedometer on the 1986 model Turbos. Also included is the deletion of the transmission oil cooler, and a change in suspension control arms to reduce the car’s scrub radius. The engine remained the same M44/51 as in the 1986 model. In 1988, Porsche introduced the Turbo S. The 944 Turbo S had a more powerful engine (designation number M44/52) with 250 hp and 258 lb·ft torque (standard 944 Turbo 220 hp and 243 lb·ft. This higher output was achieved by using a larger K26-8 turbine housing and revised engine mapping which allowed maintaining maximum boost until 5800 rpm, compared to the standard 944 Turbo the boost would decrease from 1.75 bar at 3000 rpm to 1.52 bar at 5800 rpm. Top speed was factory rated at 162 mph. The 944 Turbo S’s suspension had the “M030” option consisting of Koni adjustable shocks front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger hollow anti-roll/torsion bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines are routed so as to clear the front frame brace on the driver’s side. The 944 Turbo S wheels, known as the Club Sport design, were 16-inch Fuchs forged and flat-dished, similar to the Design 90 wheel. Wheel widths were 7 inches in the front, and 9 inches in the rear with 2.047 in offset; sizes of the Z-rated tyres were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission featured a higher friction clutch disc setup, an external cooler, and a limited slip differential with a 40% lockup setting. The Turbo S front brakes were borrowed from the Porsche 928 S4, with larger Brembo GT 4-piston fixed calipers and 12-inch discs; rear Brembo brakes remained the same as a standard Turbo. ABS also came standard. The 944 Turbo S interior featured power seats for both driver and passenger, where the majority of the factory-built Turbo S models sported a “Burgundy plaid” (Silver Rose edition) but other interior/exterior colours were available. A 10-speaker sound system and equalizer + amp was a common option with the Turbo S and S/SE prototypes. Only the earlier 1986, 250 bhp prototypes featured a “special wishes custom interior” options package. In 1989 and later production, the ‘S’ designation was dropped from the 944 Turbo S, and all 944 Turbos featured the Turbo S enhancements as standard, however the “M030” suspension and the Club Sport wheels were not part of that standard. The 944 Turbo S was the fastest production four cylinder car of its time. For the 1987 model year, the 944S “Super” was introduced, featuring a high performance normally aspirated, dual-overhead-cam 16-valve 190 PS version of the 2.5 litre engine (M44/40) featuring a self-adjusting timing belt tensioner. This marked the first use of four-valve-per-cylinder heads and DOHC in the 944 series, derived from the 928 S4 featuring a redesigned camshaft drive, a magnesium intake tract/passages, magnesium valve cover, larger capacity oil sump, and revised exhaust system. The alternator capacity was 115 amps. The wheel bearings were also strengthened and the brake servo action was made more powerful. Floating 944 calipers were standard, but the rear wheel brake circuit pressure regulator from the 944 turbo was used. Small ’16 Ventiler’ script badges were added on the sides in front of the body protection mouldings. Performance was quoted as 0 – 100 km/h in 6.5 seconds and a 144 mph top speed due to a 2857 lb weight. It also featured an improved programmed Bosch Digital Motronic 2 Computer/DME with dual knock sensors for improved fuel performance for the higher 10.9:1 compression ratio cylinder head. Like the 944 Turbo, the 944S received progressive springs for greater handling, Larger front and rear anti-roll bars, revised transmission and gearing to better suit the 2.5 litre DOHC higher 6800 rpm rev limit. Dual safety air bags, limited-slip differential, and ABS braking system were optional on the 944S. A Club Sport touring package (M637) was available as was the lightweight 16 inch CS/Sport Fuch 16×7 and 16×9 forged alloy wheels. This SC version car was raced in Canada, Europe and in the U.S. IMSA Firehawk Cup Series. Production was only during 1987 and 1988. It was superseded in 1989 by the ‘S2’ 944 edition. The 1987 944S power-to-weight ratio was such that it was able to accelerate from 0 to 62 mph in 6.5 seconds thus matching the acceleration of its newer larger displacement 3.0 litre 944 S2 sibling. In 1989 the 944S2 was introduced, powered by a 211 PS normally aspirated, dual-overhead-cam 16-valve 3.0 litre version of the 944S engine, the largest production 4-cylinder engine of its time. The 944S2 also received a revised transmission and gearing to better suit the 3.0 litre M44/41 powerplant. The 944S2 had the same rounded nose and a rear valance found on the Turbo model. This was the first example of the use of an integrated front bumper, where the fender and hood profiles would merge smoothly with the bumper, a design feature that has only now seen widespread adoption on the 1990 onward production cars. Performance was quoted as 0-60 mph in 6.0 seconds with a top speed of 240 km/h (150 mph) via manual transmission. A Club Sport touring package (M637) was also available. Dual air bags (left hand drive models), limited-slip differential and ABS were optional. Series 90 16-inch cast alloy wheels were standard equipment. In 1989, Porsche released the 944 S2 Cabriolet, a first for the 944 line that featured the cabriolet body built by ASC-American Sunroof Company at Weinsberg Germany. The first year of production included sixteen 944 S2 Cabriolet for the U.S. market. For the 1990 model year, Porsche produced 3,938 944 S2 Cabriolets for all markets including right-hand drive units for the United Kingdom, Australia and South Africa. This car was raced, including the British championship that was called the Porsche Motorsport Championship. Production was during 1989, 1990, and 1991. The 944 S2 power-to-weight ratio was such that it was able to accelerate from 0 to 60 mph in 6.5 seconds. In February 1991, Porsche released the 944 Turbo Cabriolet, which combined the Turbo S’s 250 hp engine with the cabriolet body built by ASC-American Sunroof Company at Weinsberg Germany. Porsche initially announced that 600 would be made; ultimately 625 were built, 100 of which were right-hand drive for the United Kingdom, Japanese, Australian, and South African market. None were imported to the U.S. and The Americas. In early 1990, Porsche engineers began working on what they had intended to be the third evolution of the 944, the S3. As they progressed with the development process, they realised that so many parts were being changed that they had produced an almost entirely new vehicle. Porsche consequently shifted development from the 944 S/S2 to the car that would replace the 944 entirely, the 968. The 944’s final year of production was 1991. A grand total 163,192 cars in the 944 family were produced between 1982 and 1991. This made it the most successful car line in Porsche’s history until the introductions of the Boxster and 997 Carrera.

The 968 was launched in 1992, renamed from the 944, as so little of the outgoing S2 remained unaltered. In addition to the numerous mechanical upgrades, the new model also received significantly evolved styling both inside and out, with a more modern, streamlined look and more standard luxury than on the 944. Production was moved from the Audi plant in Neckarsulm to Porsche’s own factory in Zuffenhausen. The 968 was powered by an updated version of the 944’s straight-four engine, now displacing 3.0 L with 104 mm bore, 88 mm stroke and producing 240 PS. Changes to the 968’s powertrain also included the addition of Porsche’s then-new VarioCam variable valve timing system, newly optimized induction and exhaust systems, a dual-mass flywheel, and updated engine management electronics among other more minor revisions. The 968’s engine was the second-largest four-cylinder ever offered in a production car up to that time. A new 6-speed manual transmission replaced the 944’s old 5-speed, and Porsche’s dual-mode Tiptronic automatic became an available option. Both the VarioCam timing system and Tiptronic transmission were very recent developments for Porsche. The Tiptronic transmission had debuted for the first time ever only 3 years prior to the debut of the 968, on the 1989 Type 964 911. The VarioCam timing system was first introduced on the 968 and would later become a feature of the Type 993 air-cooled six-cylinder engine. The 968’s styling was an evolution on that of the outgoing 944, itself styled evolutionarily from the earlier 924, but elements were borrowed from the more expensive 928 model in an attempt to create a “family resemblance” between models, and the swooping headlamp design, inspired by those of the 959, previewed similar units found later on the Type 993 911. Along with the new styling, the 968 featured numerous small equipment and detail upgrades, including a Fuba roof-mounted antenna, updated single lens tail lamps, “Cup” style 16″ alloy wheels, a wider selection of interior and exterior colours, and a slightly updated “B” pillar and rear quarter window to accommodate adhesive installation to replace the older rubber gasket installation. Because some parts are interchangeable between the 968, 944 and 924, some enthusiasts purchase those parts from Porsche parts warehouses as “upgrades” for their older models. Like the 944, the 968 was sold as both a coupe and a convertible. Much of the 968’s chassis was carried over from the 944 S2, which in itself shared many components with the 944 Turbo. Borrowed components include the Brembo-sourced four-piston brake calipers on all four wheels, aluminium semi-trailing arms and aluminium front A-arms, used in a Macpherson strut arrangement. The steel unibody structure was also very similar to that of the previous models. Porsche maintained that 80% of the car was new. From 1993 through 1995, Porsche offered a lighter-weight “Club Sport” version of the 968 designed for enthusiasts seeking increased track performance. Much of the 968’s luxury-oriented equipment was removed or taken off the options list; less sound deadening material was used, electrical windows were replaced with crank-driven units, upgraded stereo systems, A/C and sunroof were still optional as on the standard Coupe and Convertible models. In addition, Porsche installed manually adjustable lightweight Recaro racing seats rather than the standard power-operated leather buckets (also manufactured by Recaro), a revised suspension system optimised and lowered by 20 mm for possible track use, 17-inch wheels rather than the 16-inch and wider tyres, 225 front and 255 rears rather than 205 and 225 respectively. The four-spoke airbag steering wheel was replaced with a thicker-rimmed three-spoke steering wheel with no airbag, heated washer jets were replaced with non heated, vanity covers in the engine bay were deleted, as was the rear wiper. The Club Sport has no rear seats, unlike the 2+2 Coupé. Club Sports were only available in Grand Prix White, black, Speed yellow, Guards red, Riviera blue or Maritime blue. Seat backs were colour-coded to the body. Club Sport decals were standard in either black, red or white but there was a ‘delete’ option. All Club Sports had black interiors with the 944 S2 door cards. Due to the reduction in the number of electrical items the wiring loom was reduced in complexity which saved weight and also the battery was replaced with a smaller one, again reducing weight. With the no frills approach meaning less weight, as well as the optimising of the suspension, Porsche could focus media attention on the Club Sport variants fast road and track abilities. This helped to slightly bolster the flagging sales figures in the mid-1990s. The Club Sport variant achieved a ‘Performance Car Of The Year’ award in 1993 from Performance Car magazine in the UK. Club Sport models were only officially available in the UK, Europe, Japan & Australia, although “grey market” cars found their way elsewhere. The declared weight of the 968 CS is 1320 kg, ~100 kg lighter than the regular 968. Acceleration from standstill to 100 km/h is 6.3 seconds and a top speed is 260 km/h (160 mph). A UK-only version called “968 Sport”, was offered in 1994 and 1995, and was essentially a Club Sport model (and was produced on the same production line with similar chassis numbers) with electric windows, electric release boot, central locking, cloth comfort seats (different from both the standard and the Club Sport). With the added electrics the larger wiring loom was used. The Sport Variant also got back the two rear seats, again in the cloth material specific to the Sport. At £29,975, the 968 Sport was priced £5,500 lower than the standard 968, but had most of the latter’s desirable “luxuries” and consequently outsold it by a large margin (306 of the 968 Sport models compared to 40 standard 968 coupés). In 1993, Porsche Motorsports at Weissach briefly produced a turbocharged 968 Turbo S, a fairly odd naming choice for Porsche which usually reserves the added “S” moniker for models that have been tuned for more power over a “lesser” counterpart, such as with the 911 Turbo. The 968 Turbo S shared the same body and interior as the Club Sport and visually can be identified by the NACA bonnet hood scoops, adjustable rear wing and deeper front spoiler. Powered by a large 8 valve SOHC cylinder head (944 Turbo S) with 3.0 Litre 944S2 style engine block. Tests conducted in 1993 produced a 0 to 60 mph (97 km/h) of 4.7 seconds and a top speed of 282 km/h (175 mph), performance comparable to the much newer Type 996 911. It generated 305 bhp  at 5600 rpm with a maximum torque of 370 lb·f) at 3000rpm. Only 16 were produced in total and only for sale in mainland Europe. Between 1992 and 1994, Porsche Motorsports Research and Development built and provided a full “Race” version (stripped out 968 Turbo S) for Porsche’s customer race teams. The 968 Turbo RS was available in two variations; a 337 bhp version using the K27 turbocharger from the Turbo S, which was built to the German ADAC GT specification (ballast added to bring the car up to the 1350 kg minimum weight limit), and an international spec version which used a KKK L41 turbocharger producing 350 bhp and was reduced to 1212 kg in weight. Only 4 were ever produced ; 1 Guards Red, 1 Speed Yellow, 1 Black and 1 White. These are the rarest 968s ever produced.

There was a strong showing of the larger 928 model here, too, with numerous S2 and later S4 cars on show. The first V8 engined Porsche, it was originally conceived to replace the 911, though as we all know, that did not happen, with the two complementing each other in the range during the 18 year life of the 928. By the late 1960s, Porsche had changed significantly as a company, and executives including owner Ferdinand Porsche were toying with the idea of adding a luxury touring car to the line-up. Managing Director Ernst Fuhrmann was also pressuring Ferdinand to approve development of the new model in light of concerns that the current flagship model at the time, the 911, was quickly reaching the limits of its potential. Slumping sales of the 911 seemed to confirm that the model was approaching the end of its economic life cycle. Fuhrmann envisioned the new range-topping model as being the best possible combination of a sports coupe and a luxury sedan, something well equipped and comfortable enough to be easily driven over long distances that also had the power, poise and handling prowess necessary to be driven like a sports car. This set it apart from the 911, which was intended to be an out-and-out sports car. Ordered by Ferdinand Porsche to come up with a production-feasible concept for his new model, Fuhrmann initiated a design study in 1971, eventually taking from the process the final specification for the 928. Several drivetrain layouts were considered during early development, including rear and mid-engined designs, but most were dismissed because of technical and/or legislative difficulties. Having the engine, transmission, catalytic converter(s) and exhaust all cramped into a small rear engine bay made emission and noise control more difficult, something Porsche was already facing problems with on the 911 and wanted to avoid. After deciding that the mid-engine layout didn’t allow enough room in the passenger compartment, a front engine/rear wheel drive layout was chosen. Porsche also may have feared that the U.S. government would soon ban the sale of rear-engined cars in response to the consumer concern over safety problems with the rear-engined Chevrolet Corvair. Porsche engineers wanted a large-displacement engine to power the 928, and prototype units were built with a 5-litre V8 producing close to 300 hp. Ferdinand Piëch wanted this car to use a 4.6-litre V10  based upon Audi’s five-cylinder engine. Several members of the Porsche board objected, chiefly because they wished for Porsche AG to maintain some separation from Volkswagen.  The first two running prototypes of Porsche’s M28 V8 used one four-barrel carburettor, but this was just for initial testing. The cars were sold with the planned Bosch K-Jetronic fuel injection system. When increasing concern within the company over the pricing and availability of fuel during the oil crisis of the 1970s became an issue of contention, smaller engines were considered in the interest of fuel economy. A push began for the development of a 3.3 litre 180 hp powerplant they had drawn up designs for, but company engineers balked at this suggestion. Both sides finally settled on a 4.5 litre SOHC per bank 16-valve V8 producing 240 PS which they considered to have an acceptable compromise of performance and fuel economy. The finished car debuted at the 1977 Geneva Motor Show before going on sale later that year.  Although it won early acclaim for its comfort and power, sales were slow. Base prices were much higher than that of the 911 model and the 928’s front-engined, water-cooled design put off many Porsche purists, not least because the design marked a major change in direction for Porsche started with the introduction of the Porsche 924 in 1976 which purists found hard to accept. Porsche utilised a transaxle in the 928 to help achieve 50/50 front/rear weight distribution, aiding the car’s balance. Although it weighed more than the difficult-to-handle 911, its more neutral weight balance and higher power output gave it similar performance on the track. The 928 was regarded as the more relaxing car to drive at the time. It came with either a five-speed dog leg manual transmission, or a Mercedes-Benz-derived automatic transmission, originally with three speeds, with four-speed from 1983 in North America and 1984 in other markets. More than 80% had the automatic transmission. Exact percentage of manual gearbox cars for entire production run is not known but it is believed to be between 15 and 20%. The body, styled by Wolfgang Möbius under guidance of Anatole Lapine, was mainly galvanised steel, but the doors, front fenders, and hood were aluminium in order to make the car more lightweight. It had a substantial luggage area accessed via a large hatchback. The new polyurethane elastic bumpers were integrated into the nose and tail and covered in body-coloured plastic; an unusual feature for the time that aided the car visually and reduced its drag. Porsche opted not to offer a convertible variant but several aftermarket modifiers offered convertible conversions, most notably Carelli, based in Orange County, CA. The Carelli conversions were sold as complete cars, with the conversion doubling the price of the car. A reported 12 units were made. The 928 qualified as a 2+2, having two small seats in the rear. Both rear seats could be folded down to enlarge the luggage area, and both the front and rear seats had sun visors for occupants. The rear seats are small (due to the prominent transmission hump) and have very little leg room; they are only suitable for adults on very short trips or children. The 928 was also the first vehicle in which the instrument cluster moved along with the adjustable steering wheel in order to maintain maximum instrument visibility. The 928 included several other innovations such as the “Weissach Axle”, a simple rear-wheel steering system that provides passive rear-wheel steering to increase stability while braking during a turn, and an unsleeved, silicon alloy engine block made of aluminium, which reduced weight and provided a highly durable cylinder bore. Porsche’s design and development efforts paid off during the 1978 European Car of the Year, where the 928 won ahead of the BMW 7 Series, and the Ford Granada. The 928 is the only sports car ever to have won this competition, which is regarded as proof of how advanced the 928 was, compared to its contemporaries.  Porsche introduced a refreshed 928 S into the European market in 1980 model year. Externally, the S wore new front and rear spoilers and sported wider wheels and tyres than the older variant, but the main change for the 928 S was under the bonnet  where a revised 4.7 litre engine was used. European versions debuted with 300 PS , and were upgraded to 310 PS for 1984, though it is rumoured that they typically made around 330 hp. From 1984 to 1986, the S model was called S2 in UK. These cars used Bosch LH-Jetronic fuel injection and purely electronic Bosch ignition, the same systems used on the later 32-valve cars, though without the pollution controls. North American-spec 1983 and 1984 S models used, among other differences, smaller valves, milder camshafts, smaller diameter intake manifolds, and additional pollution equipment in order to meet emissions regulations, and were limited to 234 hp as a result. Due to low grade fuel 16V low compression S engine was made for Australian market in 1985 model year. It had 9.3:1 compression ratio pistons instead of normal 10.4:1 but used same large intake, high lift cams, large valves etc. of other S engines. In 1982, two special models were available for different markets. 202 “Weissach Edition” cars were sold in North America. Unusual features were champagne gold metallic paint, matching brushed gold flat disc wheels, two-tone leather interior, a plaque containing the production number on the dash and the extremely collectible three-piece Porsche luggage set. It’s believed these cars were not made with S spoilers even though these were available in U.S. during this time period as part of the “Competition Group” option. The “Weissach Edition” option was also available for the US market 911 in 1980 model year and 924 in 1981 model year. 141 special “50th Jubilee” 928 S models were available outside the U.S. and Canada to celebrate the company’s 50-year existence as a car manufacturer. This model is also sometimes referred to as the “Ferry Porsche Edition” because his signature was embroidered into the front seats. It was painted meteor metallic and fitted with flat disc wheels, wine red leather and special striped fabric seat centres. Similar 911 and 924 specials were also made for world markets. Porsche updated the North American 928 S for 1985, replacing the 4.7 litre SOHC engine with a new 5.0 litre DOHC unit sporting four valves per cylinder and producing 288 hp. Seats were also updated to a new style, these cars are sometimes unofficially called S3 to distinguish them from 16-valve “S” models. European models kept a 4.7 litre engine, which was somewhat more powerful as standard, though lower 9.3:1 compression 32-valve engine together with catalytic converters became an option in some European countries and Australia for 1986. In 1986, revised suspension settings, larger brakes with 4-piston calipers and modified exhaust was installed on the 928S, marking the final changes to old body style cars. These were straight from the 928S4, which was slated to debut a few months later. These changes came starting from VIN 1001, which means that the first thousand ’86’s had the old brakes, but later cars had the later systems. This later 1986 model is sometimes referred to as a 19861⁄2 or 1986.5 because of these changes. The name is a little misleading as more than 3/4 of the 1986 production had these updates. The 928 S4 variant debuted in the second half of 1986 with an updated version of the 5.0 litre V8 producing 320 PS, sporting a new single-disc clutch in manual gearbox cars, larger torque converter in automatics and fairly significant styling updates which gave the car a cleaner, sleeker look. S4 was much closer to being a truly world car than previous models as only major differences for North American models were instrumentation in either kilometers or miles, lighting, front and rear bumper shocks and the availability of catalytic converters in many other markets. The Australian market version was only one with different horsepower rating at 300 PS due to preparation for possible low grade fuel. Even this was achieved without engine changes. A Club Sport variant which was up to 100 kg (220 lb) lighter became available to continental Europe and U.S. in 1988. This model was watered down version of the 1987 factory prototype which had a lightened body. Also in 1987 the factory made four white lightened manual gearbox S4 models for racecar drivers who were on their payroll at the time. These were close to same as later actual Club Sport models and can also be considered prototypes for it. An SE (sometimes called the S4 Sport due to model designation on rear bumper), a sort of halfway point between a normally equipped S4 and the more race-oriented Club Sport, became available to the UK. It’s generally believed these Porsche Motorsport-engined cars have more hp than the S4. They utilise parts which later became known as GT pistons, cams and engine ECU programs. Some of them had stronger, short geared manual gearbox. The automatic gearbox was not available. For the 1989 model year, a visible change inside was digital trip computer in dashboard. At the same time Australian models received the same 320 PS engine management setup as other markets. Porsche debuted the 928 GT in the late winter 1988/89 after dropping the slowly selling CS and SE. In terms of equipment, the GT was like the 928 SE, having more equipment than a Club Sport model but less than a 928 S4 to keep the weight down somewhat. It had the ZF 40% limited-slip differential as standard like the Club Sport and SE before it. Also like the CS and SE, the GT was only available with a manual gearbox. European 1989 CS and GT wheels had an RDK tyre pressure monitoring system as standard, which was also optional for the same year S4. For 1990 model year Porsche made RDK and a 0-100% variable ratio limited-slip called PSD (Porsche SperrDifferential) standard in both GT and S4 models for all markets. This system is much like the one from the 959 and gives the vehicle even more grip. In 1990 the S4 was no longer available with a manual gearbox. The S4 and GT variants were both cut at the end of 1991 model year, making way for the final version of the 928. The 928 GTS came for sale in late 1991. Changed bodywork, larger front brakes and a new, more powerful 5.4 litre 350 PS engine were the big advertised changes; what Porsche wasn’t advertising was the price. Loaded GTS models could eclipse US$100,000 in 1995, making them among the most expensive cars on the road at the time. This severely hampered sales despite the model’s high competency and long standard equipment list. Porsche discontinued the GTS model that year after shipping only 77 of them to the United States. Total worldwide production of 928s over an 18 year period was a little over 61,000 cars. Second-hand models’ value decreased as a result of generally high maintenance costs due largely to spare parts that are expensive to manufacture, with the result that there are fewer survivors than you might expect, though with values hardening, people are now spending the money required to restore these cars.

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There were also plenty of Boxster models here, of all three generations, including the distinctive Spyder car.

The Cayman as also well represented, with plenty of the regular models here as well as the rather special GT4. This was officially launched at the 2015 Geneva Show, positioned to sit  between the Cayman GTS and the 911 GT3. By the time of the official unveiling, the car was supposedly sold out many times over, though more recently it has become apparent that at least some Porsche dealers have been holding onto cars claiming that the first purchaser changed their mind, and then offering them to those who did not get one of the allocation a year ago, at vastly inflated prices. If true, this is very sharp practice indeed, but seems to be the sort to tricks that are becoming increasingly common as enthusiasts are being fleeced in the name of extra profit. For a starting price of around £65,000 in the UK, the lucky customer would get a car which used used a stiffened and strengthened Cayman bodyshell as a starting point, but lowered by 30mm . Porsche say that in fitting as many GT parts as possible, they did not  make it out of a Cayman GTS, but rather they produced an entry-level mid-engined GT3 car. That sounds like PR spin to me, as of course the car does use an awful lot of parts from the regular Cayman. However, plenty is changed, too. There is a reworked version of the Carrera S’s 3.8-litre flat six engine, producing  380bhp at 7400rpm and 310lb ft at 4750-6000rpm, hooked up to a modified version of the Cayman GTS’s six-speed manual gearbox. A PDK dual-clutch automatic was considered but rejected, meaning the Cayman GT4 is manual only. This is enough to mean that the 0-62mph sprint takes 4.4sec and the top speed is 183mph, with combined fuel economy of 27.4mpg and CO2 emissions rated at 238g/km. The front axle and suspension are borrowed from the 911 GT3 and the rear axle and forged aluminium double wishbone suspension are completely new. Dampers are taken from the 911 GT3. The electric steering system from the 911 GT3 does make it onto the Cayman GT4 but is given new software. Stopping power is provided by standard steel brakes, or optional carbon-ceramics from the 911 GT3. The forged 20in alloy wheels were new and are shod with Michelin Pilot Sport Cup 2 tyres. The rear 295/30 ZR20 tyres are bespoke, but the front 245/35 ZR20s were borrowed from the 911 GT3 as they were “a perfect match”. design-wise, the goal was to create a “zero lift car”, but thanks to the extensive aerodynamic and cooling package on the car – which includes a front splitter, a larger front grille and increased frontal air intakes, side air intakes, not one but two rear spoilers and a fully functional diffuser – the Cayman GT4 produces as much downforce at speed (100kg) as the 911 GT3. Every single part on the Cayman GT4 has a functional use. Other design features include  “cool” black glass on the front and rear lights, blackened twin central exhausts and quality stitching on the twin lightweight bucket seats, taken from the 918 Spyder, as small details adding to that ‘want factor’.Despite all the extra equipment, the Cayman GT4 weighs no more than a Cayman GTS, tipping the scales at 1340kg dry. You could delete items such as the sat-nav and air-con to save weight, but few customers did, just as with the 911 GT3 RS were just 2% of buyers deleted the air-con. Inside, the steering wheel was new. The sports seats were trimmed in both leather and Alcantara. Standard equipment included bi-xenon headlights, a sports exhaust system, a Sport Chrono Package with dynamic engine mounts, the Porsche Torque Vectoring system, a mechanical limited-slip differential at the rear and the Porsche Stability Management system. On the options list were items such as carbonfibre-reinforced, plastic-backed seats for the two-seat interior. These weigh just 15kg each and were inspired by the 918 Spyder. A customised version of the Sport Chrono Package was offered, as is a Club Sport Package. With production limited – each Porsche Centre in the UK was allocated just 10 cars –  the car sold out long before any reviews were published, but when they came, it was quite clear that Porsche had produced an absolutely cracking car. Anyone who managed to get one, and UK deliveries were a long time coming, was very lucky indeed.

RELIANT

This Regent Van dates from 1954. Like most manufacturers, Reliant had to cease vehicle production during the war, but were quick to return to this business once hostilities ceased. They launched the Regent, a midly modified version of what they had been making before the war.  Still visually similar to an oversized motorcycle, the first Regent was completed on 13 March 1946, just ten years after the first twin-cylinder van was built. The Regent grew to a GVW of 10 cwt and was better equipped with sliding windows in the doors, rather than canvas side screens. Two larger models were produced, a 12 cwt Regent and a Prince Regent. In 1953, the Regent continued to be built alongside the Reliant Regal. The Regent was eventually replaced by the Regal Mk II 5cwt van in 1956.

Sabre Coupe

Following the success of the Scimitar GT Coupe, Reliant looked as to how to evolve the car and Tom Karen of Ogle was asked to submit some body designs based on the Ogle Design GTS estate car experiment for a new four seater Scimitar, the SE5 Reliant Scimitar. Managing Director Ray Wiggin, Chief Engineer John Crosthwaite and fibreglass body expert Ken Wood went to Ogle’s in Letchworth to look at a couple of mock-up body designs for the new SE5. Wiggin told Wood to go ahead and do a proper master. The SE5 was conceived and ready for the 1968 Motor Show in under 12 months. For the SE5 John Crosthwaite and his team designed a completely different longer chassis frame, revised and improved suspension, new and relocated fuel tank, a rollover bar, new cooling system, spare wheel mounted in the nose to give increased rear space and a 17 1⁄4 gallon) fuel tank. When designing the chassis Crosthwaite worked closely with Ogle body stylist Peter Bailey to modify and refine the prototype. The SE5 came with the same 3.0 litre Ford Essex engine used in the SE4a/b. This gave the SE5 a claimed top speed of over 120 mph. A Borg-Warner automatic transmission was added as an option in 1970 and by 1971, overdrive on the 4-speed manual was offered. In 1972 several improvements were included in the upgrade to SE5A, including a boost in power. The extra 7 hp and maximum engine speed raised performance quite a bit and the GTE was now capable of 0-60 mph in 8.5 seconds and top speed was raised to 121 mph. The SE5’s flat dashboard also gave way to a curved and moulded plastic one. The 5a can be recognised from a 5 at the rear by the reverse lamps which are below the bumper on the earlier model and are incorporated into the rear clusters on the later version (these were also carried over onto the SE6 and later). 4311 SE5s were produced. It was an instant success; GT production was cut down and the proportion of GTEs to GTs being built was four-to-one. Reliant increased their volume by 20 per cent in the first year. The 5A model sold more than any other Scimitar, with 5105 manufactured. Princess Anne was given a manual overdrive SE5 as a joint 20th birthday present and Christmas present in November 1970 by the Queen and the Duke of Edinburgh. It was Air Force blue in colour with a grey leather interior and registered 1420 H in recognition of her position as Colonel-in-Chief of the 14th/20th Hussars. Princess Anne subsequently owned eight other GTEs.

Final Reliant here was a Robin Van.

RENAULT

You don’t see one of these very often, the Renault Sport Spider that was made in small quantities between 1996 and 1999. The idea for the Renault Spider was formulated in the early 1990s: in the midst of a revival after a difficult second half of the 1980s, Renault wanted a car to promote it as a sporting brand in much the way the Renault 5 Turbo had done a decade earlier. The Spider was intended to both serve as a racing car, in a one-make series organised by Renault, and as a road car. The first prototypes for Project W94, as it was known at the time, were completed in mid-1994 and a concept version was presented to the public at the Geneva Motor Show a year later. The concept featured several differences to the version that ultimately became the road car, most notably butterfly doors and the absence of a windshield. The car went on sale in early 1996, assembled at the Alpine factory in Dieppe. Designed from the outset as a driver’s car, the chassis was made of aluminium for its combination of low weight and substantial strength, while the actual bodywork is a plastic composite. Unusually, the Spider did not have a roof, either folding or hard-top. The gearbox and the engine were one unit transversally fixed in an oscillating hinge (an arrangement inspired by aeronautical design), which all but eradicated the interference of engine vibration with the chassis, and the pedals of the Spider were adjustable as well as the seat so the driver could achieve a better driving position. Power for the Spider came from a version of the 2-litre F7R engine from the Renault Megane Coupe, producing 148 hp. Either a windscreen or a small wind deflector was fitted, with the driver wearing a helmet in vehicles without a windscreen. Despite the promise of the design, the initial reviews were not particularly effusive and the car was expensive, so it struggled for sales. Around 1800 were made over a three year period.

RENAULT-ALPINE

There were a couple of Renault-Alpine cars here. Earlier of the duo was a GTA, the first car launched by Alpine under Renault ownership (though Alpine had been affiliated with Renault for many years, with its earlier models using many Renault parts). It effectively updated the design of its predecessor, the Alpine A310, updating that car’s silhouette with modern design features like body-integrated bumpers and a triangular C pillar with large rear windshield. It used the PRV V6 engine in a rear-engined layout, with extensive use of Polyester plastics and fibreglass for the body panels making it considerably lighter and quicker than rivals such as the Porsche 944. It was one of the most aerodynamic cars of its time, the naturally aspirated version achieved a world record 0.28 drag coefficient in its class. The GTA name, used to denote the entire range of this generation, stood for “Grand Tourisme Alpine” but in most markets the car was marketed as the Renault Alpine V6 GT or as the Renault Alpine V6 Turbo. In Great Britain it was sold simply as the Renault GTA, Rather than being cast in a single piece as for the preceding A310, the new Alpine’s body was cast in a large number of small separate panels. This required a major overhaul of the Alpine plant, leaving only the sandblasting machinery intact. The car was also considerably more efficient to manufacture, with the time necessary to build a finished car dropping from 130 to 77 hours – still a long time, but acceptable for a small-scale specialty car. The PRV engine in the naturally aspirated model was identical to the version used in the Renault 25, a 2849 cc unit producing 160 hp. Also available was the smaller (2.5 litres) turbocharged model. The central backbone chassis (with outriggers for side impact protection) was built by Heuliez and then transferred to Dieppe – aside from the body, most of the car was subcontracted to various suppliers. At the time of introduction, daily production was ten cars. This soon dropped considerably, as the somewhat less than prestigious Renault had a hard time in the sports car marketplace. The average production for the six full years of production was just above 1000 per annum, or just above three per day. The first model introduced was the naturally aspirated V6 GT, which entered production in November 1984, although press photos had been released in September 1984. The car was first shown at the 1985 Amsterdam Rai, immediately after which it also went on sale. In July 1985 the Europa Cup model appeared; this limited edition model was intended for a single-make racing championship and 69 cars were built (54 in 1985 and 15 more in 1987). In September 1985 the turbo model followed, which increased the power of the PRV unit to 200 PS. At the 1986 Birmingham Show the right-hand-drive version was presented and UK sales, as the Renault GTA, commenced. In early 1987 a catalysed version appeared, with fifteen less horsepower. This meant that the Turbo could finally be sold in Switzerland, and later in other European countries such as Germany and the Netherlands when they adopted stricter legislation. The catalysed model had lower gearing in fourth and fifth gears, in order to somewhat mask its power deficit. In 1988 anti-lock brakes became available. For the 1989 model year the Mille Miles version appeared. With the non-catalysed engine, this model heralded a re-focus on the Alpine name. The Renault logo was gone from the car, with an alpine logo up front and a large “Alpine” print appearing between the taillights. However, as the name ‘Alpine’ could not be used in the UK the name Alpine was removed from cars destined for the UK; there was no large print at the back of these cars and a UK specific logo was fitted to the front of the car. The Mille Miles, a limited edition of 100 cars, also featured a special dark red metallic paintjob, polished aluminium wheels, and a large silver grey triangular stripe with the Alpine “A” across the left side of the front. In February 1990 the limited edition Le Mans arrived, this car had a more aggressive body kit with polyester wheel arch extensions and a one piece front with smaller headlights. Wheels were 3 piece BBS style produced by ACT, 8×16″ front & 10×17″ rear. Many of these changes were adopted for the succeeding A610. The regular V6 GT and V6 Turbo ended production during 1990, while the Le Mans version continued to be produced until February 1991. 325 of these were built in total. Also in 1990, Renault was forced to install the less powerful catalysed engine in cars destined for the home market, leading to grumbling amongst Alpine enthusiasts about the loss of power (down to 185 PS) while the 25 Turbo saloon actually gained power when it became catalysed. In response Danielson SA, a famous French tuner, created an upgraded version of the Le Mans with 210 PS.

Joining it was the successor, the Renault-Alpine A610. It looked very like its predecessor, even though just about everything about the car was altered. There was a  limited budget at the beginning of the development project so its appearance does not differ much from the GTA, and it looks particularly  similar to the USA market GTA with its pop-up headlights (this was believed to be because the Alpine, when viewed head-on, strongly resembled mid-80s versions of the Ford Sierra; but the actual reason for that and for the batteries to be in the front was to better balance the weight between the front and the back). Nonetheless it was a completely different car, sharing only the windows with the GTA. The basic concepts of all Alpine cars are there, with the rear engine, and the steel backbone chassis that all Alpines since the A110 had had. The car was solely branded as an Alpine, as linking Alpine and Renault together (first as Alpine-Renault then Renault-Alpine) seemed to detract from the Alpine brand’s sporty image. The PRV engine remained, but it was enlarged to 3 litres,  which enabled it to produce 250 PS (247 hp) and 260 lb/ft) of torque. The A610 Albertville 92 was presented in 1991 for the Olympic Games. 2 examples, and other Renault cars, were used to drive VIPs, before being sold as occasion. They had a specific colour (Gardenia White) and interior, but used the same engine and had the same technical specifications. The A610 Magny-Cours was created for the Williams-Renault Formula One victory in the French Grand Prix at Magny-Cours in July 1991. 31 cars were built, with specific colour and interior. The A610 did not result in an improvement in sales over the commercially disappointing GTA and the car was discontinued in 1995, despite acclaim from the motoring press, and approval from Top Gear. The A610 was to be the last car so far to carry the Alpine name; after production of the A610 ended, the Alpine factory in Dieppe produced the Renault Spider.

RILEY

There were plenty of classic Riley models to be seen here. Blue Diamond Services, a renowned marque specialist is based here, and they laid on a huge display of cars outside their workshops. Several of the plethora of different cars that the Coventry marque offered in the 1920s and 1930s were evident, including the Monaco, Sprite and plenty of others.

The Riley RM Series was the last model developed independently by Riley. RM vehicles were produced from 1945, after the Second World War, until the 1952 merger of Riley’s parent company, the Nuffield Organisation with Austin to form BMC. They were originally made in Coventry, but in 1949 production moved to the MG works at Abingdon. The RM models were marketed as the Riley 1½ Litre and the Riley 2½ Litre. There were three types of RM vehicles produced: the RMA was a large saloon, and was replaced by the updated RME, both of which had the 1.5 litre engine; the RMB was an even larger car, and was replaced by the RMF, and these cars had the 2.5 litre engine; the RMC and RMD were open topped cars produced in  limited numbers, intended largely for the all important export markets, with about 500 of each being made. These were nicely produced quality cars and considered quite sporting in their day, with the sort of appeal that many years later would be inherent in a BMW. Ironically, of course, BMW now own the rights to the Riley brand. It is an RME Saloon that was seen here.

Along with the Wolseley 1500, the Riley One Point Five, both of which were launched in 1957 started out as a design conceived as a potential replacement for the Morris Minor. But because that car was still selling well, the new model ended up only ever being offered with the more costly marques’ badges attached (though Australians did get variants called the Austin Lancer and Morris Major). The Riley and similar Wolseley were based on the Morris Minor floorpan, suspension and steering but fitted with the larger 1489 cc B-Series engine and MG Magnette gearbox. As well as trim and badging, the twins were differentiated by nearly 20 hp, the more sporting Riley having twin SU carburettors giving it the most power at 68 hp. The Wolseley was released first, in April, while the Riley appeared in November, directly after the 1957 London Motor Show. A Series II model came out in May 1960. The most notable external difference was the hidden boot and bonnet hinges. Interior storage was improved with the fitting of a full width parcel shelf directly beneath the fascia. The Series III launched in October 1961, featuring revisions to the grille and rear lights. In October 1962 the car received the more robust crank, bearing and other details of the larger 1,622 cc unit now being fitted in the Austin Cambridge and its “Farina” styled clones. Unlike the Farina models, however, the Wolseley 1500 and Riley One-Point-Five retained the 1,489 cc engine size with which they had been launched back in 1957. Production ended in 1965 with 39,568 Rileys and 103,394 Wolseleys made.

ROLLS ROYCE

The Silver Shadow was launched in 1965, and was produced for 15 years, during which time it changed remarkably little.

ROVER

There were three examples of the pre-war Rover here, a 12, 14 and a 16.

From the post-war era, there was a P5, beloved of Government Ministers, who kept the car in service long after production had ceased in 1973, thanks to an amount of stock-piling. Now a much loved classic, the P5 is a quintessentially British motor car. Launched in late 1958, it was a partial replacement for the then 10 year old P4 model, but also an extension of the Rover range further upmarket. Early cars were known as the 3 litre, as they had It was powered by a 2,995 cc straight-6 engine which used an overhead intake valve and side exhaust valve, an unusual arrangement inherited from the Rover P4. In this form, output of 115 bhp was claimed. An automatic transmission, overdrive on the manual, and Burman power steering were optional with overdrive becoming standard from May 1960. Stopping power came originally from a Girling brake system that employed 11″drums all round, but this was a heavy car and by the time of the London Motor Show in October 1959 Girling front-wheel power discs brakes had appeared on the front wheels. The suspension was independent at the front using wishbones and torsion bars and at the rear had a live axle with semi-elliptic leaf springs. A Mark I-A line, introduced in September 1961, featured a minor restyle with added front quarter windows, intended to “assist the dashboard ventilation”. Under the skin, the 1A featured modifications to the engine mountings and the automatic transmission and hydrosteer variable ratio power steering as an option. By 1962, when production of the original Mark I series ended, 20,963 had been produced. The Mark II version was introduced in 1962. It featured more power, 129 hp, from the same  3 litre engine and an improved suspension, while dropping the glass wind deflectors from the top of the window openings which also, on the front doors, now featured “quarterlight” windows. The most notable addition to the range was the option of the Coupé body style launched in autumn 1962. Unlike most coupés, which tend to be two-door versions of four-door saloons, this retained the four doors and was of the same width and length as the saloon, but featured a roofline lowered by two and a half inches along with thinner b-pillars, giving it the look of a hardtop. Hydrosteer was standard on the Coupe and optional on the Saloon. Production of the Mark II ended in 1965, by which time 5,482 coupés and 15,676 saloons had been produced. The Mark III was presented at the London Motor Show in October 1965, described at the time as “even more luxuriously trimmed and furnished”. It was again available in two 4-door body styles, coupé and saloon. The Mark III used the same engine as its predecessor, but it now produced 134 hp. Externally it could be distinguished by the full-length trim strip along the body and Mark III badging; internally it replaced the rear bench seat with two individually moulded rear seats, making it more comfortable to ride in for four occupants but less so for five. A total of 3,919 saloons and 2,501 coupés had been sold by the time production ended in 1967. The final iteration of the P5 appeared in September 1967. Now powered by the 3,528 cc Rover V8 engine also used in the P6 model 3500, the car was badged as the “3.5 Litre”, and commonly known as the 3½ Litre. The final letter in the “P5B” model name came from Buick, the engine’s originator. Rover did not have the budget or time to develop such engines, hence they chose to redevelop the lightweight aluminium concept Buick could not make successful. They made it considerably stronger, which added some weight but still maintained the engine’s light and compact features. The Borg Warner Type-35 automatic transmission, hydrosteer variable ratio power steering and front Lucas fog lights were now standard. Output of 160 bhp was claimed along with improved torque. When compared to its predecessor, the aluminium engine enabled the car to offer improved performance and fuel economy resulting both from the greater power and the lesser weight of the power unit. The exterior was mostly unchanged, apart from bold ‘3.5 Litre’ badging, a pair of fog lights which were added below the head lights, creating a striking 4 light array, and the fitting of chrome Rostyle wheels with black painted inserts. The P5B existed as both the 4-door coupe and saloon body style until end of production. Production ended in 1973, by when 9099 coupés and 11,501 saloons had been built.

Whilst the 3 litre P5 model may have been thought of as a replacement for the top end of the long running P4 Rovers, it was really this car, the P6 model, first seen in October 1963 which was its true successor. Very different from the long-running 60/75/80/90/95/100/105/110 models, this car took some of its inspiration, it is claimed, from the Citroen DS as well as lessons learned from Rover’s Jet Turbine program of the 1950s and early 60s. It was a “clean sheet” design, carrying nothing over, and was  advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame. The de Dion set-up was unique in that the “tube” was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts, with consequent stiction under drive or braking torque, while still keeping the wheels vertical and parallel in relation to the body. The Rover 2000 won industry awards for safety when it was introduced and included a carefully designed “safety” interior. One innovative feature was the prism of glass on the top of the front side lights. This allowed the driver to see the front corner of the car in low light conditions, and also confirmed that they were operative. One unique feature of the Rover 2000 was the design of the front suspension system, in which a bell crank (an L-shaped rotating bracket trailing the upper hub carrier joint) conveyed the vertical motion of the wheel to a fore-and-aft-horizontally mounted spring fastened to the rear wall of the engine compartment. A single hydraulically damped arm was mounted on the firewall for the steering. The front suspension was designed to allow as much width for the engine compartment as possible so that Rover’s Gas Turbine engine could be fitted. In the event, the engine was never used for the production vehicle, but the engine compartment width helped the accommodation of the V8 engine adopted years after the car’s initial launch for the 2000. The luggage compartment was limited in terms of usable space, because of the “base unit” construction, complex rear suspension and, in series II vehicles, the battery location. Lack of luggage space (and hence the need to re-locate the spare tyre) led to innovative options for spare tyre provision including boot lid mountings and optional Dunlop Denovo run-flat technology. The car’s primary competitor on the domestic UK market was the Triumph 2000, also released in October 1963, just one week after the Rover, and in continental Europe, it contended in the same sector as the Citroen DS which, like the initial Rover offering, was offered only with a four-cylinder engine – a deficiency which in the Rover was resolved, four years after its launch, when Rover’s compact V8 was engineered to fit into the engine bay. The Rover 2000 interior was not as spacious as those of its Triumph and Citroen rivals, especially in the back, where its sculpted two-person rear seat implied that Rover customers wishing to accommodate three in the back of a Rover should opt for the larger and older Rover 3 Litre. The first P6 used a 1,978 cc engine designed specifically for the car, which put out around 104 bhp. That was not enough to live up to the sports saloon ambitions, so Rover later developed a twin SU carburettor version with a re-designed top end and marketed the revised specification vehicles as the 2000 TC. The 2000 TC was launched in March 1966 for export markets in North America and continental Europe, relenting and making it available to UK buyers later that year. This engine generated  around 124 bhp. The standard specification engines continued in production in vehicles designated as 2000 SC models. These featured the original single SU. More performance was to come. Rover saw Buick’s compact 3528 cc V8 unit that they had been looking at developing as the means of differentiating the P6 from its chief rival, the Triumph 2000. They purchased the rights to the innovative aluminium engine, and, once improved for production by Rover’s own engineers, it became an instant hit. The Rover V8 engine, as it became known, outlived its original host, the P5B, by more than thirty years. The 3500 was introduced in April 1968, one year after the Rover company was purchased by Triumph’s owner, Leyland and continued to be offered until 1977. The light metal V8 engine weighed the same as the four-cylinder unit of the Rover 2000, and the more powerful car’s maximum speed of 114 mph as well as its 10.5-second acceleration time from 0–60 mph were considered impressive, and usefully faster than most of the cars with which, on the UK market, the car competed on price and specifications. It was necessary to modify the under-bonnet space to squeeze the V8 engine into the P6 engine bay: the front suspension cross-member had to be relocated forward, while a more visible change was an extra air intake beneath the front bumper to accommodate the larger radiator. There was no longer space under the bonnet for the car’s battery, which in the 3500 retreated to a position on the right side of the boot. Nevertheless, the overall length and width of the body were unchanged when compared with the smaller-engined original P6. Having invested heavily in the car’s engine and running gear, the manufacturer left most other aspects of the car unchanged. However, the new Rover 3500 could be readily distinguished from the 2000 thanks to various prominent V8 badges on the outside and beneath the radio. The 3500 was also delivered with a black vinyl covering on the C-pillar, although this decoration later appeared also on four-cylinder cars. A 3-speed Borg Warner 35 automatic was the only transmission until the 1971 addition of a four-speed manual 3500S model, fitted with a modified version of the gearbox used in the 2000/2200. The letter “S” did not denote “Sport”, it was chosen because it stood for something specific on those cars: “Synchromesh”. However it is important to note that the 3500S was noticeably quicker than the automatic version of this car with a 0-60mph time of 9 seconds, compared with 10.1 for the standard car. Moreover, due to the fuel-guzzling nature of automatic gearboxes of this era, the manual car’s official cycle was 24mpg compared to the automatic’s 22mpg. The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation with circular gauges and rotary switches. The old-style instrumentation with a linear speedometer and toggle switches continued on the 2000SC versions. The final changes to the P6 came in the autumn of 1973 when the 2200 SC and 2200 TC replaced the 2000 SC and TC. These cars used an enlarged 2,205 cc version of the 2000 engine, which increased power outputs to 98 and 115 bhp respectively as well as offering improved torque. The P6 was replaced by the SD1 Rover, a completely different sort of car indeed, after 322,302 cars had been built. Seen here were an early 2000, as well as later 2200SC and TC cars, and several of the 3500 cars including an early model and the much desired in its day 3500S.

It is hard to imagine now just how excited people were when this dramatically different looking Rover burst onto the scene in July 1976. These days it takes a very extreme supercar for most car enthusiasts to get truly animated, but back then, a 3.5 litre V8 engined 5 seater British hatchback was all it took, and it was no surprise that the model collected the “Car of the Year” award later in 1976, fending off the second placed Ford Fiesta and the new Audi 100. Replacing both the Rover P6 and the big Triumphs which had been launched at the 1963 Motor Show and updated only in detail since then, this new David Bache styled car, with more than a hint of Ferrari Daytona in its profile really was something very different indeed to look at, even if underneath it was more of a clever update of proven mechanicals, with the 3.5 litre V8 engine carried over from its predecessor. Early press reports suggested that the car was as good to drive as it was to behold, and quickly there were long waiting lists as Rover struggled to produce the car fast enough in an all-new manufacturing facility in Solihull. Sadly, it did not take too long before it became apparent that although the car had been a long time in gestation, there were a number of design and manufacturing quality issues, quite apart form the extra ones that were inflicted by a still very truculent and strike-prone workforce. These frustrations did little to quell demand, though, which increased when the promised 6 cylinder models arrived in the autumn of 1977. 2300 and 2600 models sported a new 6 cylinder engine and were the more obvious replacement for the big Triumph and the Rover 2200 than the V8 car had been. BL’s next move was to take the car up market with the launch of the V8S in 1979 which was available in a rather bright Triton Green metalllic paint and a choice of gold or silver alloy wheels, as well having a far higher standard level of equipment. It was replaced by the even more luxurious Vanden Plas model in late 1980. More significant was a facelift which came in early 1982. A revised rear window line was aimed at improving the rather limited rear visibility and finally a rear wiper was fitted, this having been excluded from the earlier cars as it had been deemed unnecessary by a BL management who still thought that they knew better than the customers who clamoured for one) and the bumpers and lights were altered, along with significant interior trim and equipment changes. A few weeks later, a cheaper 4 cylinder 2000 model appeared, with the O Series engine under the bonnet, aimed at the all important fleet market and later that year it was joined by a diesel version, using the VM Motor engine, creating the 90 bhp 2400SD. The real joy though was the car revealed at the 1982 British Motor Show, the Vitesse, which boasted fuel injection and 190 bhp to give the car better performance, and with a new front and rear spoiler, the looks to suggest that this was an Autobahn-stormer to rival BMW and Mercedes. Of course, the other reason for the Vitesse was so as to homologate some of the changes for what turned out to be a less than successful career on the race track. It was this which led to the final handful of Vitesse models having a further power upgrade with the TwinPlenum versions, and these are the most highly prized cars of the lot these days. That said, values of SD1 remain very low, with the result that the majority of the cars have been scrapped as they are economic to restore. You see more Vitesse models than anything else, with the Vanden Plas versions being the next most numerous, and indeed it was three of these which were to be seen here.

There was an example of the increasingly rare Rover-badged Metro-based cars here. Shortage of funds meant that although an all-new replacement for the 1980 Austin Metro was developed during the mid 1980s, it was never cleared for production, and with pressure from competition intensifying, Rover Group had to resort to a clever revamp to keep sales of their supermini buoyant. The result was revealed In May 1990. As well as adopting Rover badging, the looks had been modernised, but it was what had been done under the bonnet that was far more significant, with the relatively new K-Series engine finding a home in both 1100 and 1400cc guises. Combined with a five speed gearbox in more costly models, and a new trim that looked decidedly up-market for a small car, suddenly the Metro was back in contention, and that year, the model won high praise and just about every comparison test there was. The MGs were no more, but there was a 1.4 GTi car at the top of the range, and a sporty looking GTa which was less powerful and therefore more affordable and with insurance that younger drivers could arrange. There were examples of the GTa and the cheaper S here, as well as one of the later Rover 100 cars, which appeared in December 1994. The mechanics of the car remained much the same with 1.1 and 1.4 petrol engines and Hydragas suspension, but there was now the option of a Peugeot-sourced 1.5 diesel rather than the previous 1.4. The exterior was altered in an attempt to disguise the car’s age, meet the increased cooling requirements of the Peugeot motor and offer a reduced-format Rover family grille. This was achieved through fitment of new front and rear bumpers, sill covers, rear boot handle and headlamps, bonnet and grille. A variety of bolder paint colours and the use of chrome trim helped give a more upmarket appearance. The interior trim was revised to give a greater impression of quality and luxury, but since the basic architecture had remained unchanged since the original 1980 car it was considered by many as being short on space and outdated in comparison to its most modern rivals (most of which had been replaced with all-new models since the launch of the Rover Metro) It was criticised by the press for its lack of equipment, with front electric windows only available on the range topping 114 GSi. Rear electric windows were never an option on the 100. Neither were Anti-Lock Brakes, Power Steering or a rev counter (except the GTa and later manual 114 GSi models) One saving grace for the 100 was the option of full leather trim, a rarity in a small car and coupled with the standard wood veneer dashboard inserts, a tinted glass sunroof and the optional wood veneer door cappings, the 114 GSi made for traditional luxury motoring; an image Rover was trying to retain. The only safety efforts came in the form of an optional drivers airbag, an alarm, a passive engine imobiliser, a removable radio keypad, central locking and side intrusion beams. Overall, the 100 series was considered a rather typical facelift of a car which had been a class leader on launch some years earlier, only to be overtaken by newer cars including the Renault Clio, Fiat Punto and Volkswagen Polo. It was launched only a year before a heavily revised Ford Fiesta. In 1997, the Rover 100 gave a poor performance in EuroNCAP crash tests. Despite the improved safety features, including side impact bars in the doors and an optional driver’s airbag, the 1970s design was showing its age and it was at the time the only car tested to receive a one-star Adult Occupant Rating. Other superminis tested at the same time received 2 or 3 stars out of five. The passenger compartment was subjected to severe structural damage in the frontal-offset test and results showed a high risk of injury to all body regions for the driver. Meanwhile, the side impact test also showed high injury risks. The Rover 100’s dismal safety showing was not its only problem by 1997. It was fast falling behind the best cars in its sector when it came to design, build quality, refinement and specification, although it remained strong in terms of fuel economy and affordability. Unlike the Ford Fiesta, Volkswagen Polo and Vauxhall Corsa, the Rover 100 could still provide sub-£7,000 motoring. Facing a complete collapse of sales, Rover withdrew the 100 from production – marking the end of nearly 18 years of production.

When news of Project YY, a new mid-sized car started to filter out, another joint Honda-Rover development, it was assumed that once again each would adopt their own body style. Honda was first to market, by some months, with their Concerto, and when the Rover 200 Series, as the new 5 door hatch models were called, were then revealed in the autumn of 1989, there was much disappointment expressed that it seemed that Rover had merely changed the details of lights, bumpers and grille, as well putting their own touches to the interior. They had also put their brand new K Series 1.4 litre engine under the bonnet, though, and once the press and then the public got to drive the new car, any thoughts that this might be another dull Japanese car were dispelled, as it was evident that this was a cracking new car in every respect. Only high prices counted against it, but look past that, and the choice between a Rover 214 with a 92 bhp engine and sweet five speed gearbox and a quality interior, or a Ford Escort 1.4 saddled with the rough and crude 75bhp 1.4 litre CVH engine and a decidedly mass-market feeling interior pointed in the Rover’s favour every time. The 216 model retained a Honda engine, but with 125 bhp, this was unbelievably rapid for the class. The 4 door saloon version, the 400, followed a few months later, and then Rover added their own unique 3 door body style, as well as the option of a 2 litre model for a hot hatch to rival the Golf GTi and 309 GTi. Coupe, Cabrio and 400 Tourer versions followed soon after, giving a comprehensive range which was a clear class leader. I had a 414 Si from January 1992 for three years, during which time I put over 100,000 miles on the clock, the highest mileage I had covered to date, and I thought the car was absolutely brilliant. It would have been even better with power steering, probably, but this was an era when you needed to go up a size or two to find this feature as standard. There were no example of the 400 Tourer here, but there were a few of the 200 Cabrio, a nicely finished open topped car which competed against Escort, Golf and Astra models at the time. Rover changed the front end of the cars with a false grille not long after the October 1992 launch of the Coupe, the car that was codenamed TomCat, so you don’t see many with the simple front end, but there was one here, along with a large number of cars with the grille. With a choice of 1.6 and 2,0 injected engines or a 2.0 Turbo that was astonishingly fast for its day and the money charged, these were popular cars which sold well, with only really the Calibra as a true market rival.

SAAB

Once quite a common sight on our roads, there were a couple of nice examples of the now rare 96 V4 here. SAAB produced the 96 from 1960 until 1980, though UK sales ended a bit before that. The car was an evolution of the earlier 93, which could trace its roots back all the way to the very first SAAB model of 1948. The model continued to evolve, with frequent changes made to the styling details and trim. Mechanically the most significant alteration came in 1967 when the traditional two stroke in-house engine was replaced by Ford’s V4 unit that was also used in German Ford Taunus cars, a four-stroke 1498 cc V4 unit, originally developed for the 1962 Ford Taunus 15M. Saab’s project to source a four-stroke engine was dubbed ‘Operation Kajsa’. The two-stroke option was offered until 1968. Four-stroke engines had been tested before, between 1962 and 1964 Kjell Knutsson and Ingvar Andersson under Rolf Mellde tested three different engines: a 45 hp Lloyd Arabella 897cc; a 33 hp BMC A-Series 848cc engine and a Lancia Appia engine of 1089cc and 48 hp. However Rolf Mellde’s view that Saab needed to switch to a four-stroke engine was stopped higher up by CEO Tryggve Holm. Mellde then went behind the back of Holm and made contact with Marc Wallenberg, son of Marcus Wallenberg, Saab’s major stockholder. The coup succeeded and testing could begin. The tested engines were Volvo B18, Ford V4, Triumph 1300, Lancia V4 engine, Opel, Volkswagen and Hillman Imp. Whilst the Volvo unit proved the most reliable, the Ford V4 was not far behind and was significantly easier to fit into the engine bay of the 96. The testing was done in secrecy. Rolf Mellde took a leave of absence and said he was going to run his father’s paint shop. In reality he went to Desenzano in northern Italy with a 96V4 prototype for testing. With five months to go before production only seven people knew about the new engine. To maintain secrecy they rented a house west of Kristinehamn. To keep purchases of V4 specific parts secret they started the company Maskinverktyg AB. The ordinary purchase department at Saab was oblivious to what was going on, something that caused an incident when Rune Ahlberg cancelled the orders for cables for the two-stroke engine and the purchase department called the supplier and sharply told them to keep their deliveries. In the last week of July, just before the summer holidays, information about the new engine was released to further people and they were informed that full-scale production would start in four weeks. To keep secrecy, 40 of the ordinary staff were told to report to work to fix a problem with the disc brakes. Just prior to the official introduction, a journalist noticed a lorry loaded with 96s with V4 stickers on the front bumpers. The ordinary V4 engines produced between 1967 and 1976 had 65 hp. For the 1976 model, known as the 96L, power was reduced to 62 hp due to new Swedish emission regulations. However, the 1977-1980 models had 68 hp due to a two-stage Solex 32TDID carburettor. The V4 96 managed 0–100 km/h in 16 seconds. The car was tough, and although by the 1970s it was old fashioned in many respects, but it had plenty of fans, who only started to desert the model as the decade ran its course.

STANDARD

A Nine dating from 1937.

SUNBEAM

Oldest of the post-war Sunbeam models here was a Tiger, one of those cars which you just knew the market would suddenly wake up to. And if you look at asking prices of those for sale in the last few months, it would seem that this has started to happen. The Tiger was based on the Sunbeam Alpine, and was created in 1964. Designed in part by American car designer and racing driver Carroll Shelby and produced from 1964 until 1967. Shelby had carried out a similar V8 conversion on the AC Cobra, and hoped to be offered the contract to produce the Tiger at his facility in America. Rootes decided instead to contract the assembly work to Jensen at West Bromwich in England, and pay Shelby a royalty on every car produced. Two major versions of the Tiger were built: the Series I (1964–67) which was fitted with the 260 cu in (4.3 litre) Ford V8; and the Series II, of which only 633 were built in the final year of Tiger production. This had the larger Ford 289 cu in (4.7 litre) engine. Two prototype and extensively modified versions of the Series I competed in the 1964 24 Hours of Le Mans, but neither completed the race. Rootes also entered the Tiger in European rallies with some success, and for two years it was the American Hot Rod Association’s national record holder over a quarter-mile drag strip. Production ended in 1967 soon after the Rootes Group was taken over by Chrysler, who did not have a suitable engine to replace the Ford V8. Owing to the ease and affordability of modifying the Tiger, there are few surviving cars in standard form.

The Sunbeam Stiletto sat at the top of the Hillman Imp-based range which at its height spread over 4 of the brands in the Rootes Group portfolio (Hillman, Singer for the Chamois, Commer for the van as well as this Sunbeam). It took a while before the range filled out following the May 1963 unveiling of this innovative small car, about which everything was new, including the location where it was built, at Linwood in the suburbs of Glasgow, far away from Rootes’ base in Coventry. The Singer Chamois, a luxury version of the model was first to arrive, in late 1964, and the Commer Van came next. We had to wait until October 1967 for the sporting Sunbeam model, but many thought it worth the wait, as this version was quickly considered be the most desirable, and it is certainly the most sought after Imp model. I’d always assumed that the name was coined to link with the fashion for ladies’s stiletto heels, but it would seem that a more likely explanation is that the car joined the larger Rapier in Sunbeam’s range and that a shrunken rapier becomes a stiletto, a medieval dagger with a very slim blade, elegant and wicked. The Stiletto combined the sleek coupé lines of the Imp Californian with the engine of the Imp Sport which had twin Stromberg carburettors and a new cylinder head along with larger inlet valves, higher lift cam, stronger pistons and an oil cooler which gave the car genuine 90 mph performance, and a 0 – 50 time of 10.6 secs.  The Stiletto had four headlights as standard, along with a vinyl roof, which was always a black Leathercloth. Inside, the dashboard is the most noticeable difference from other Imps. The large, black, moulded piece of engineering (peculiar only to this model) featured novel ideas such as warning lights which can be dipped for night time driving. Equipment levels were good for the time, with wall-to-wall carpets, through-flow heating and ventilation. and reclining front seats as well as a lockable glove box, padded arm rests. and individual fold-down rear seats. All Stiletto models had white twin coachlines – except Polar White, which had twin red ones. Two distinct model series were produced: the first, for the first year or so were the Rootes Group cars and then from 1969 until the end of production in 1972, the Chrysler cars had detailed differences including a repositioned door handle (restorers beware!) and new seats. Despite the production run of 3 years, just 3,378 of these cars were produced compared to the 4735 examples of the 301 series early cars. With total production of less than 9000 cars, the Stiletto was never a common sight, and is definitely rare these days, though there are still a reasonable number of them left on our roads.

Final Sunbeam here was an Arrow-based  Rapier here, a range which started with the Hillman Hunter that was launched at the 1966 Earls Court Motor Show, and to which in the following months, more models were added. The Rapier – a stylish fastback coupe was launched in October 1967, a four-seat coupé based on the chassis of the Hillman Hunter Estate. Although the Rapier used the tail lamps and rear valance from the Hunter Estate, the rest of its superstructure was unique. The Rapier used the Rootes four-cylinder, five-bearing 1,725 cc engine, which was tilted slightly to the right to enable a lower bonnet line, in common with the other Arrow models. With its twin Stromberg 150CD carburettors the engine produced 88 hp at 5200 rpm. Overdrive was standard with the manual gearbox, and Borg-Warner automatic transmission was an optional extra. The Rapier continued almost unchanged until 1976, when it was discontinued without a replacement. During its lifetime it formed the basis for the more powerful Sunbeam Rapier H120, introduced in October 1968 and identifiable by its boot-lid spoiler and polished sill covers: it shared its Holbay Engineering-tuned 110 hp engine (with twin Weber carburettors) with the Hillman Hunter GLS. The Rapier was also the basis for the slightly cheaper but similarly bodied, single-carburettor Sunbeam Alpine Fastback introduced in October 1969. Rapier running gear (though not the estate chassis) was also used in the Humber Sceptre MkIII, Hillman GT and Hillman Hunter GT models from the Arrow range. Between 1967 and 1969, the Rapier was built at Ryton-on-Dunsmore, but from 1969 until its demise in 1976, it was built at Rootes’ Hillman Imp factory at Linwood in Scotland. In all, 46,204 units were built (including Rapier, H120 and Alpine versions).

TOYOTA

There was a special display of classic Toyota models here, with some of them provided by Toyota GB. Perhaps the nicest of the lot is actually in private ownership and has recently featured in a number of magazine articles, following a comprehensive restoration. This is a 2000GT. A front-engine, rear-wheel drive, two-seat, hardtop coupé grand tourer designed by Toyota in collaboration with Yamaha, the 2000GT was first displayed to the public at the Tokyo Motor Show in 1965. It was then manufactured under contract by Yamaha between 1967 and 1970. In Japan, it was exclusive to Toyota’s Japanese retail sales channel called Toyota Store. The 2000GT revolutionised the automotive world’s view of Japan, then viewed as a producer of imitative and stodgily practical vehicles. As sleek, high-performance fastback, it demonstrated its auto makers could produce a sports car to rival the better marques of Europe. Most of the 2000GT’s design was done by Yamaha, which also did much automobile work for other Japanese manufacturers, originally for Nissan rather than Toyota. Many credit the German-American designer Albrecht Goertz, a protégé of Raymond Loewy who had previously worked with Nissan to create the Silvia, as inspiration. He had gone to work for Yamaha in Japan in the early 1960s to modernise Nissan’s two-seater Fairlady sports car. A prototype 2000GT was built, but Nissan declined. Yamaha then proposed the design to Toyota, whom they also did contract work for, then perceived as the most conservative of the Japanese car manufacturers. Wishing to improve their image, Toyota accepted the proposal, but employed a design from their own designer Satoru Noza. The resulting car is widely considered a classic among 1960s gran turismos. Its smoothly flowing “coke bottle” bodywork was executed in aluminium and featured pop-up headlights above large plexiglass covered driving lamps flanking the grille similar to those on the Toyota Sports 800. Bumpers were minimal, and the car was extremely low, just 45.7 in to the highest point of the roof. In spite of a custom open-top version built for the James Bond film You Only Live Twice, a factory-produced convertible was never offered. The engine was a longitudinally mounted 2.0 litre straight-6, based on the engine in the top-of-the-line Toyota Crown sedan. It was transformed by Yamaha with a new double overhead camshaft head into a 150 hp sports car unit, with three carburettors. A five speed manual gearbox was part of the spec. Just 351 examples were made, and on the rare occasions that one comes up for sale, you could well be looking at figures of half a million to buy one.

Parked up with it was the Aygo Crazy, a driveable one off concept car based on the regular Aygo, that was unveiled to the public at the July 2008 British International Motor Show in London, before appearing at other motor shows that year based in the United Kingdom. Aygo Crazy has a mid mounted 1.8 litre VVTi engine from the Toyota MR2 and Celica, mated to an MR2 five speed gearbox and fitted with a Toyota Motorsport turbocharger conversion. The manufacturer claims the engine produces 197 bhp at 6,700 rpm and 177 lb·ft torque at 3,400 rpm. Weighing just 1,050 kg (2,315 lb), this gives it a 0–100 km/h (0–62 mph) sprint time of 5.75 seconds and a theoretical top speed of 204 km/h (127 mph), though the latter has not been tested. Unlike the standard Aygo, it has no driver aids, power steering or anti lock brakes but its rear wheel drive layout helps traction under heavy acceleration. Exterior modifications include wider arches to accommodate the one inch of extra track, 17 inch alloy wheels with Goodyear tyres and a carbon fibre rear spoiler designed for the 322 km/h (200 mph) American Champ Car series. Suspension is from the MR2, with adjustable Tein shock absorbers and MacPherson struts front and rear. To cope with the extra power, Toyota upgraded the standard 9.7 in front brake discs to a 12.9 in Brembo conversion, with 280 mm (11.0 in) ventilated rear discs replacing the 200 mm (7.9 in) drums normally found on the Aygo. An uprated Helix clutch is also used. The interior features a partial roll cage for extra chassis comfort and driver protection. Two specially designed sports seats, trimmed in red and black, and a suede rimmed Sparco steering wheel complete the race-inspired look. Toyota claims the Aygo Crazy cost GB£100,000 to build.

Also from Toyota’s collection was this Corolla GT 86 Hatch, the legendary rear-wheel drive version of Toyota’s mid 80s Corolla which is allegedly the inspiration for the current GT 86 Coupe.

No display of Toyota sports cars would be complete with an example of the MR2, and sure enough, there was a 1989 first generation car here. Launched in 1984, after a similar-looking concept had been shown a year earlier, Toyota proved that there was indeed still a market for affordable 2 seater sports cars after the British had given up with the elderly MG Midget and MGB and Triumphs that had faded out in the very early 1980s, starved of development funds. The MR2 went on to be produced in large numbers in three generations and to inspire Mazda to produce their even better selling MX5 model.

Final Toyota here was a Supra. This name was first used on a car also known as the Celica XX, which was launched in 1978. Looking very much like the regular Celica Liftback of the time, it was actually just over 5  inches longer, which provided enough space to accommodate the in-line 6 cylinder 2.8 litre engine instead of the 4 cylinder units of the regular Celica and was sold as a competitor to the successful Nissan 280Z. When the 4 cylinder car was updated in 1982, a new Supra appeared a few weeks later, once again, looking very similar to the cheaper car. But in 1986, Toyota produced a completely different duo of sports coupes. The Celica changed to front-wheel drive, while the Supra kept its rear-wheel-drive platform. The engine was updated to a more powerful 3.0 200 hp in-line 6. Although only available in naturally aspirated trim in 1986, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the Toyota Soarer for the Japanese market. The third-generation Supra introduced a great deal of new technology. In 1986, options available for the Supra included 3-channel ABS and TEMS which gave the driver 2 settings which affected the damper rates; a third was automatically activated at WOT, hard braking, and high speed manoeuvering. HKS also made a “TEMS Controller” to hack the system and activate it on the fly, though the controllers are now nearly impossible to find. ACIS (Acoustic Control Induction System), a method of controlling air compression pulses inside the intake piping to increase power, was also a part of the 7M-GE’s technological arsenal. All models were fitted with double wishbone suspension front and rear. A targa top was offered in all years along with a metal power sliding sunroof. The car sold well, and it is estimated that around 241,500 examples were produced.

TRIUMPH

There were a lot of Triumph models, reflecting the fondness which applies to these British classics some 33 years after the last car was made bearing the badge. Oldest of them, and the one which would doubtless be the least familiar to most people was a pre-war Gloria. These were made between 1934 and 1938, and there was a large and complex range of Gloria sporting saloons, coupés, tourers, 2-seater sports cars, drophead coupés and golfer’s coupés. All these Glorias, apart from the final two models (1.5-Litre Saloon and Fourteen (1767 cc) Six-Light Saloon of 1937-1938) were powered by 1087 or 1232 cc four-cylinder or 1467 or 1991 cc six-cylinder Coventry Climax overhead inlet and side exhaust valve designed engines (modified and built under licence by Triumph). The chassis came in two lengths, with an extra 8 in ahead of the passenger compartment depending on whether the four- or six-cylinder engine was fitted, and had conventional non-independent suspension with semi elliptic leaf springs. The brakes were hydraulically operated using the Lockheed system with large 12 in drums. A four-speed transmission was fitted with an optional free wheel mechanism allowing “clutchless” gear changing. Synchromesh was fitted to the gearbox on the final Fourteen and 1.5-litre models. From August 1934 to 1936 the Gloria range included ‘Gloria Vitesse’ models (not to be confused with later Vitesses) which were up-rated, with twin carburettor engine and equipment, versions of the equivalent Gloria and slightly different bodywork in the case of some saloons.

Most numerous Triumph model here was the Stag, a significant number of which were to be found parked up together, although there were a few more scattered around the rest of the venue. Envisioned as a luxury sports car, this car was designed to compete directly with the Mercedes-Benz SL. It started as a styling experiment, cut and shaped from a 1963–4 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, whom he called “Micho”, loved the design and took the prototype back to England. The end result, a two-door drop head (convertible), had little in common with the styling of its progenitor 2000, but retained the suspension and drive line. Triumph liked the Michelotti design so much that they propagated the styling lines of the Stag into the new Mark 2 2000/2500 saloon and estate. The initial Stag design was based around the saloon’s 2.5-litre six cylinder engine, but Harry Webster intended the Stag, large saloons and estate cars to use a new Triumph-designed overhead cam 2.5-litre fuel injected  V8. Under the direction of Harry Webster’s successor, Spen King in 1968, the new Triumph OHC 2.5 PI V8 was enlarged to 2997 cc to increase torque. To meet emission standards in the USA, a key target market, the troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors. A key aim of Triumph’s engineering strategy at the time was to create a family of engines of different size around a common crankshaft. This would enable the production of power plants of capacity between 1.5 and 4 litres, sharing many parts, and hence offering economies of manufacturing scale and of mechanic training. A number of iterations of this design went into production, notably a slant four-cylinder engine used in the later Triumph Dolomite and Triumph TR7, and a variant manufactured by StanPart that was initially used in the Saab 99. The Stag’s V8 was the first of these engines into production. Sometimes described as two four-cylinder engines Siamesed together, it is more correct to say that the later four-cylinder versions were half a Stag engine. It has sometimes been alleged that Triumph were instructed to use the proven all-aluminium Rover V8, originally designed by Buick, but claimed that it would not fit. Although there was a factory attempt by Triumph to fit a Rover engine, which was pronounced unsuccessful, the decision to go with the Triumph V8 was probably driven more by the wider engineering strategy and by the fact that the Buick’s different weight and torque characteristics would have entailed substantial re-engineering of the Stag when it was almost ready to go on sale. Furthermore Rover, also owned by British Leyland, could not necessarily have supplied the numbers of V8 engines to match the anticipated production of the Stag anyway. As in the Triumph 2000 model line, unitary construction was employed, as was fully independent suspension – MacPherson struts in front, semi-trailing arms at the rear. Braking was by front disc and rear drum brakes, while steering was power-assisted rack and pinion.  Although other bodystyles were envisaged, these never made production, so all  Stags were four-seater convertible coupés. For structural rigidity – and to meet new American rollover standards of the time – the Stag required a B-pillar “roll bar” hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment. The car was launched one year late in 1970, to a warm welcome at the various international auto shows. Sadly, it rapidly acquired a reputation for mechanical unreliability, usually in the form of overheating. These problems arose from a variety of causes, all of which are now well understood, and for which solutions have been identified, but at the time, they really hurt the reputation and hence sales of the car. They ranged from late changes to the engine which gave rise to design features that were questionable from an engineering perspective, the choice of materials which necessitated the use of antifreeze all year round, the engine’s use of long, simplex roller link chains, which would first stretch and then often fail inside fewer than 25,000 miles; the arrangement of the cylinder head fixing studs, half of which were vertical and the other half at an angle causing sideways forces which caused premature failure of the cylinder head gaskets. and poor quality production from a plant troubled with industrial unrest and poor quality control. At the time, British Leyland never provided a budget sufficient to correct the few design shortcomings of the Triumph 3.0 litre OHC V8, and the dealers did not help matters. The Stag was always a relatively rare car. British Leyland had around 2,500 UK dealers when the Stag was on sale and a total of around 19,000 were sold in the UK. Thus the average dealer sold only seven or eight Stags during the car’s whole production run, or roughly one car per year. This meant that few dealers saw defective Stags often enough to recognise and diagnose the cause of the various problems. Many owners simply replaced the engine altogether, often with the Rover V8, Ford Essex V6, or even the Triumph 6-cylinder engine around which the car was originally designed. Perhaps thanks to such a reputation for its unreliable engine, only 25,877 cars were produced between 1970 and 1977. Of this number, 6780 were export models, of which 2871 went to the United States. The majority of cars were fitted with a Borg-Warner 3-speed automatic transmission. The other choice was a derivative of the ancient Triumph TR2 gearbox which had been modified and improved over the years for use in the TR series of sports cars. Other than the choice of transmissions there were very few factory-installed options. On early cars buyers could choose to have the car fitted with just the soft-top, just the hard-top (with the hood storage compartment empty) or with both. Later cars were supplied with both roofs. Three wheel styles were offered. The standard fitments were steel wheels with Rostyle “tin-plate” trims. Five-spoke alloy wheels were an option, as were a set of traditional steel spoke wheels with “knock-off”‘ hubcaps. The latter were more commonly found on Stags sold in North America on Federal Specification vehicles. Electric windows, power steering and power-assisted brakes were standard. Options included air conditioning, a luggage rack, uprated Koni shock absorbers, floor mats and Lucas Square Eight fog lamps, and a range of after-market products, most of which were dealer installed as optional accessories could also be fitted. Rather unusually for a 4-seat touring car, the accessory list included a sump protector plate that was never produced. This was probably included as a slightly “gimmicky” tribute to Triumph’s rallying successes. Nowadays, the Stag is seen in a very different light, with lots of very enthusiastic and knowledgeable owners who enjoy the good points of this attractive looking car and who revel in the fact that the market has not yet boosted prices into the unaffordable category, as one day will surely happen.

Many of the other Triumph cars here were TR sports cars, of which the oldest present was a TR3b. Launched in 1955, the TR3 was an evolution of the TR2 and not a brand new model. It  was powered by a 1991 cc straight-4 OHV engine initially producing 95 bhp, an increase of 5 hp over the TR2 thanks to the larger SU-H6 carburettors fitted. This was later increased to 100 bhp at 5000 rpm by the addition of a “high port” cylinder head and enlarged manifold. The four-speed manual gearbox could be supplemented by an overdrive unit on the top three ratios, electrically operated and controlled by a switch on the dashboard. In 1956 the front brakes were changed from drums to discs, the TR3 thus becoming the first British series production car to be so fitted. The TR3 was updated in 1957, with various changes of which the full width radiator grille is the easiest recognition point  and the facelifted model is commonly referred to as the Triumph “TR3A”, though unlike the later TR4 series,  where the “A” suffix was adopted, the cars were not badged as such and the “TR3A” name was not used officially, Other updates included exterior door handles, a lockable boot handle and the car came with a full tool kit as standard (this was an option on the TR3). The total production run of the “TR3A” was 58,236. This makes it the third best-selling TR after the TR6 and TR7. The TR3A was so successful that the original panel moulds eventually wore out and had to be replaced. In 1959 a slightly modified version came out that had raised stampings under the bonnet and boot hinges and under the door handles, as well as a redesigned rear floor section. In addition, the windscreen was attached with bolts rather than the Dzus connectors used on the early “A” models. Partly because it was produced for less time, the original TR3 sold 13,377 examples, of which 1286 were sold within the UK; the rest being exported mainly to the USA.

Also here was the TR4. Successor to the TR3a, and code named “Zest” during development, the TR4 was based on the chassis and drivetrain of the previous TR sports cars, but with a modern Michelotti styled body. The TR 4 engine was carried over from the earlier TR2/3 models, but the displacement was increased from 1991cc to 2138 cc by increasing the bore size. Gradual improvements in the manifolds and cylinder head allowed for some improvements culminating in the TR4A model. The 1991 cc engine became a no-cost option for those cars destined to race in the under-two-litre classes of the day. Some cars were fitted with vane-type superchargers, as the three main bearing engine was liable to crankshaft failure if revved beyond 6,500 rpm; superchargers allowed a TR4 to produce much more horse-power and torque at relatively modest revolutions. The standard engine produced 105 bhp but, supercharged and otherwise performance-tuned, a 2.2-litre I4 version could produce in excess of 200 bhp at the flywheel. The TR4, in common with its predecessors, was fitted with a wet-sleeve engine, so that for competition use the engine’s cubic capacity could be changed by swapping the cylinder liners and pistons, allowing a competitor to race under different capacity rules (i.e. below or above 2 litres for example). Other key improvements over the TR3 included a wider track front and rear, slightly larger standard engine displacement, full synchromesh on all forward gears, and rack and pinion steering. In addition, the optional Laycock de Normanville electrically operated overdrive Laycock Overdrive could now be selected for 2nd and 3rd gear as well as 4th, effectively providing the TR4 with a seven-speed manual close ratio gearbox. The TR4 was originally fitted with 15×4.5″ disc wheels. Optional 48-lace wire wheels could be ordered painted the same colour as the car’s bodywork (rare), stove-enamelled (matte silver with chrome spinners, most common) or in matte or polished chrome finishes (originally rare, but now more commonly fitted). The most typical tyre originally fitted was 590-15 bias ply or optional radial tires. In the US at one point, American Racing alloy (magnesium and aluminium) wheels were offered as an option, in 15×5.5″ or 15×6″ size. Tyres were a problem for original owners who opted for 60-spoke wire wheels, as the correct size radial-ply tyre for the factory rims was 155-15, an odd-sized tyre at the time only available from Michelin at considerable expense. Some original TR4 sales literature says the original radial size was 165-15. The much more common 185-15 radials were too wide to be fitted safely. As a result, many owners had new and wider rims fitted and their wheels re-laced. The new TR4 body style did away with the classical cutaway door design of the previous TRs to allow for wind-down windows (in place of less convenient side-curtains), and the angular rear allowed a boot with considerable capacity for a sports car. Advanced features included the use of adjustable fascia ventilation, and the option of a unique hard top that consisted of a fixed glass rear window (called a backlight) with an integral rollbar and a detachable, steel centre panel (aluminium for the first 500 units). This was the first such roof system on a production car and preceded by 5 years the Porsche 911/912 Targa, which has since become a generic name for this style of top. On the TR4 the rigid roof panel was replaceable with an easily folded and stowed vinyl insert and supporting frame called a Surrey Top. The entire hard top assembly is often mistakenly referred to as a Surrey Top. In original factory parts catalogues the rigid top and backlight assembly is listed as the Hard Top kit. The vinyl insert and frame are offered separately as a Surrey Top. Features such as wind-down windows were seen as a necessary step forward to meet competition and achieve good sales in the important US market, where the vast majority of TR4s were eventually sold. Dealers had concerns that buyers might not fully appreciate the new amenities, therefore a special short run of TR3As (commonly called TR3Bs) was produced in 1961 and ’62. The TR4 proved very successful and continued the rugged, “hairy-chested” image that the previous TRs had enjoyed.  40,253 cars were built during production years. Most were sold new to the US, but plenty have returned, and it is estimated that there are not far short of 900 examples of the model in the UK at present.

Next up was the TR6, the first Triumph for some time not to have been styled by Michelotti. By the mid 1960s, money was tight, so when it came to replacing the TR4 and TR5 models, Triumph were forced into trying to minimise the costs of the redesign, which meant that they kept the central section of the old car, but came up with new bodywork with the front and back ends were squared off, reportedly based on a consultancy contract involving Karmann. The resulting design, which did look modern when it was unveiled in January 1969 has what is referred to as a Kamm tail, which was very common during 1970s era of cars and a feature on most Triumphs of the era. All TR6 models featured inline six-cylinder engines. For the US market the engine was carburetted, as had been the case for the US-only TR250 engine. Like the TR5, the TR6 was fuel-injected for other world markets including the United Kingdom, hence the TR6PI (petrol-injection) designation. The Lucas mechanical fuel injection system helped the home-market TR6 produce 150 bhp at model introduction. Later, the non-US TR6 variant was detuned to 125 bhp for it to be easier to drive, while the US variant continued to be carburetted with a mere 104 hp. Sadly, the Lucas injection system proved somewhat troublesome, somewhat denting the appeal of the car. The TR6 featured a four-speed manual transmission. An optional overdrive unit was a desirable feature because it gave drivers close gearing for aggressive driving with an electrically switched overdrive which could operate on second, third, and fourth gears on early models and third and fourth on later models because of constant gearbox failures in second at high revs. Both provided “long legs” for open motorways. TR6 also featured semi-trailing arm independent rear suspension, rack and pinion steering, 15-inch wheels and tyres, pile carpet on floors and trunk/boot, bucket seats, and a full complement of instrumentation. Braking was accomplished by disc brakes at the front and drum brakes at the rear. A factory steel hardtop was optional, requiring two people to fit it. TR6 construction was fundamentally old-fashioned: the body was bolted onto a frame instead of the two being integrated into a unibody structure; the TR6 dashboard was wooden (plywood with veneer). Other factory options included a rear anti-roll bar and a limited-slip differential. Some say that the car is one of Leyland’s best achievements, but a number of issues were present and remain because of poor design. As well as the fuel injection problems, other issues include a low level radiator top-up bottle and a poor hand-brake. As is the case with other cars of the era, the TR6 can suffer from rust issues, although surviving examples tend to be well-cared for. The TR6 can be prone to overheating. Many owners fit an aftermarket electric radiator fan to supplement or replace the original engine-driven fan. Also the Leyland factory option of an oil cooler existed. Despite the reliability woes, the car proved popular, selling in greater quantity than any previous TR, with 94,619 of them produced before production ended in mid 1976. Of these, 86,249 were exported and only 8,370 were sold in the UK. A significant number have since been re-imported, as there are nearly 3000 of these much loved classics on the road and a further 1300 on SORN, helped by the fact that parts and services to support ownership of a TR6 are readily available and a number of classic car owners’ clubs cater for the model.

What turned out to be the final TR model was launched in January 1975, and this time it really was all new. A dramatic Harris Mann wedge shaped was shock enough for the purists, but the fact that at launch it only came as a Fixed Head Coupe was almost too much for some to bear. In the end, though. more TR7s were sold than any other TR model, so it really cannot have been all that bad even if the car had a somewhat bumpy existence, moving production plant  from Speke, Liverpool where the early cars were made, to Canley, Coventry in 1978 and then finally to the Rover Solihull plant in 1980. An open topped model did join the range in 1980 and small numbers of factory built TR8s with the 135 bhp Rover V8 engine under the bonnet were made, but the proposed 2+2 Lynx model, and a version with the 16 valve Dolomite Sprint engine and the 2 litre O Series unit never made production. The car was launched in the United States in January 1975, with its UK home market debut in May 1976. The UK launch was delayed at least twice because of high demand for the vehicle in the US, with final sales of new TR7s continuing into 1982. The TR7 was characterised by its “wedge” shape, which was commonly advertised as: “The Shape of Things to Come”, and by a swage line sweeping down from the rear wing to just behind the front wheel. It had an overall length of 160 inches, width of 66 inches, wheelbase of 85 inches and height of 49.5 inches, and a kerbside weight of 2205 pounds, exactly 1000 kg. During development, the TR7 was referred to by the code name “Bullet”.The original full size model wore MG logos because it was styled at Longbridge, which was not a Triumph factory. Power was provided by a 105 bhp 1,998 cc eight-valve four-cylinder engine that shared the same basic design as the Triumph Dolomite Sprint engine, mounted in-line at the front of the car. Drive was to the rear wheels via a four-speed gearbox initially with optional five-speed manual gearbox, or three-speed automatic from 1976. The front independent suspension used coil spring and damper struts and lower single link at the front, and at the rear was a four-link system, again with coil springs. There were front and rear anti roll bars, with disc brakes at the front and drums at the rear. The interior trim was revised in March 1977, with the broadcord seat covers being replaced with red or green “tartan” check inserts with black leather effect vinyl edging, which looks so very period. now The tartan trim was also reflected in the door cards in padded matching red or green tartan cloth inserts in the black leather effect vinyl. A number of other detailed changes were made, partly to ensure commonality of parts in future models, such as the Convertible and the TR8, and also based on what else was available from the corporate parts bin. Badging changed a number of times, but there were no other significant alterations before the end of production in 1981. In total approximately 115,000 TR7 models were built which includes 28,864 soft top/convertibles, and approximately 2,800 TR8 models.  The example seen here was an early Coupe model.

There were several examples of the smaller Spitfire here, with Series II, III IV and 1500 all present. Based on the chassis and mechanicals of the Triumph Herald, the Spitfire was conceived as a rival to the Austin-Healey Sprite and MG Midget, which were launched a year earlier. The Triumph soon found a strong following, with many preferring it to the BMC cars which in time would become in-house stablemates. Mark II models arrived in 1965 and a more comprehensive facelift in 1967 with the distinctive “bone in mouth” front grille necessitated by US bumper height regulations also brought changes, but it was with the Mark IV that the greatest number of alterations would come about. The Mark IV featured a completely re-designed cut-off rear end, giving a strong family resemblance to the Triumph Stag and Triumph 2000 models, both of which were also Michelotti-designed. The front end was also cleaned up, with a new bonnet pressing losing the weld lines on top of the wings from the older models, and the doors were given recessed handles and squared-off glass in the top rear corner. The interior was much improved: a proper full-width dashboard was provided, putting the instruments ahead of the driver rather than over the centre console. This was initially black plastic however was replaced with wood in 1973. An all-new hardtop was also available, with rear quarter-lights and a flatter rear screen. By far the most significant change, however, was to the rear suspension, which was de-cambered and redesigned to eliminate the unfortunate tendencies of the original swing-axle design. The Triumph GT6 and Triumph Vitesse had already been modified, and the result on all these cars was safe and progressive handling even at the limit. The 75 hp engine was now rated at 63 hp (for UK market employing the 9:1 compression ratio and twin SU HS2 carburettors; the less powerful North American version still used a single Zenith Stromberg carburettor and an 8.5:1 compression ratio) due to the German DIN system; the actual output was the same for the early Mark IV. However, it was slightly slower than the previous Mark III due to carrying more weight, and employing a taller 3.89:1 final drive as opposed to the earlier 4.11:1. The engine continued at 1296 cc, but in 1973 was modified with larger big-end bearings to rationalise production with the TR6 2.5 litre engines, which somewhat decreased its “revvy” nature; there was some detuning, to meet new emissions laws, which resulted in the new car being a little tamer. With the overall weight also increasing to 1,717 lb (779 kg) the performance dropped as a consequence, 0 to 60 mph now being achieved in 15.8 seconds and the top speed reducing to 90 mph. The overall fuel economy also dipped to 32mpg. The gearbox gained synchromesh on its bottom gear. The Mark IV went on sale in the UK at the end of 1970 with a base price of £735. In 1973 in the United States and Canada, and 1975 in the rest of the world, the 1500 engine was used to make the Spitfire 1500. Although in this final incarnation the engine was rather rougher and more prone to failure than the earlier units, torque was greatly increased by increasing the cylinder stroke to 87.5 mm (3.44 in), which made it much more drivable in traffic. While the rest of the world saw 1500s with the compression ratio reduced to 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel, and after adding a catalytic converter and exhaust gas recirculating system, the engine only delivered 53 bhp with a slower 0–60 time of 16.3 seconds. The notable exception to this was the 1976 model year, where the compression ratio was raised to 9.1:1. This improvement was short-lived, however, as the ratio was again reduced to 7.5:1 for the remaining years of production. In the UK the 9:1 compression ratio, less restrictive emissions control equipment, and the Type HS2 SU carburettors now being replaced with larger Type HS4 models, led to the most powerful variant to date. The 1500 Spitfire now produced 71hp (DIN) at 5500 rpm, and produced 82 lb/ft of torque at 3000 rpm. Top speed was now at the magical 100 mph mark, and 0 to 60 mph was reached in 13.2 seconds. Fuel economy was reduced to 29mpg. Further improvements to the suspension followed with the 1500 included longer swing axles and a lowered spring mounting point for more negative camber and a wider rear track. The wider, lower stance gave an impressive skid pad result of 0.87g average. This put the Spitfire head and shoulders over its competition in handling. The American market Spitfire 1500 is easily identified by the big plastic over-riders and wing mounted reflectors on the front and back wings. The US specification models up to 1978 still had chrome bumpers, but on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders. Chassis extensions were also fitted under the boot to support the bumpers. Detail improvements continued to be made throughout the life of the Mark IV, and included reclining seats with “chequered brushed nylon centre panels” and head restraints, introduced for domestic market cars early in 1977 along with a new set of column stalk operated minor controls (as fitted already in the TR7) replacing the old dashboard mounted knobs and switches. Also added for the model’s final years were a wood dash, hazard flashers and an electric screen washer, in place of the previous manual pump operated ones.  Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, but wire wheels ceased to be available. The 1980 model was the last and the heaviest of the entire run, weighing 1,875 lb (850.5 kg). Base prices for the 1980 model year was £3,631 in the UK. The last Spitfire, an Inca Yellow UK-market model with hardtop and overdrive, rolled off the assembly line at Canley in August 1980, shortly before the factory closed. It was never sold and is now displayed at the museum at Gaydon.

There were also examples of the Spitfire’s close relative, the GT6, seen in Mark 2 and 3 guises. In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4. An unmodified Spitfire 4 was delivered to Michelotti’s design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire’s 1,147 cc power unit, and plans for producing the Spitfire GT4 were shelved. Michelotti’s fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for the 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4’s fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful, and in 1965 resulted in 13th overall and a 1st in class at the prestigious 24 Hours of Le Mans (beating their main rivals, the MG Midgets). The Spitfire’s competitive success and the continuing commercial success of the production vehicle led Triumph to re-evaluate its shelved plans for a GT version of the Spitfire. To overcome the lack of performance inherent in the heavier body style the Spitfire’s 4-cylinder engine was replaced with the more powerful 1998 cc 6-cylinder engine from the Triumph Vitesse (which shared a similar chassis with the Spitfire and Triumph Herald). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the “Spitfire” prefix) to emphasise its GT styling and its 6-cylinder engine. Contemporary Triumph marketing advertised the GT6 as being developed from the “race winning Le Mans Spitfires” to capitalise on their aesthetic similarities, whereas the Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme pre-dating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s. The production car was introduced in 1966 and called the Triumph GT6. The new body was a sleek fastback design with an opening rear hatch which gave the GT6 the nickname “Poor man’s E-Type”.  It was really a 2-seater, but a small extra rear seat could be ordered if required and was large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was tuned to develop 95 bhp at 5000 rpm, and produced 117 lb·ft of torque at 3000 rpm. The increased power necessitated certain changes to the Spitfire mechanics; the radiator was new and mounted further forward in the car and the gearbox was the stronger unit from the Vitesse, with optional overdrive. Front springs were uprated to cope with the extra weight of the new engine. The overall vehicle weight unladed was 1,904 lb (864 kg). The interior of the GT6 was well equipped; a wooden dashboard housed a full complement of instruments, with carpets and heater included as standard. The new car had some very strong selling points. The new engine provided a 106 mph top speed and 0–60 mph in 12 seconds, a little better than the MGB GT. Moreover, the unit was comparatively smooth and tractable, in marked contrast to the MG’s rather harsh 4-cylinder engine. Fuel economy was very reasonable for the period at 20mpg, and the interior well up to the competition. The only major criticism was of its rear suspension; the GT6 inherited the swing-axle system from the Spitfire, which in turn was copied from the Herald small saloon. In the saloon it was tolerated, in the little Spitfire it was not liked and in the powerful GT6 it was heavily criticised. Triumph had done nothing to improve the system for the GT6 and the tendency to break away if the driver lifted off the power mid-corner was not helped at all by the increased weight at the front of the car. The handling was most bitterly criticised in the USA, an important export market for Triumph, where they were traditionally very strong. Similar criticism was being levelled at the Vitesse saloon, which shared the GT6’s engine and its handling problems. Triumph realised that they needed to find an answer to the handling problem, if only to maintain their reputation in the USA. Their response came with the 1969 model year, with the introduction of the GT6 Mk II, known in the States as the GT6+. The rear suspension was significantly re-engineered using reversed lower wishbones and Rotoflex driveshaft couplings, taming the handling and turning the Triumph into an MGB beater. The Vitesse was also modified, but the Spitfire had to wait until 1970 for any improvements to be made. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk.3) to conform to new crash regulations, necessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was uprated to develop 104 bhp with a new cylinder head, camshaft, and manifolds. Performance improved to 107 mph but perhaps more noteworthy the 0–60 mph time dropped to 10 seconds.  The fuel economy was also improved to 25 mpg. The interior was updated with a new dashboard and better ventilation, a two-speed heater fan and a black headlining. Overdrive remained a popular option for the manual transmission. A further update to the Series 3 came in the autumn of 1970, at the same time as the Spitfire Mark IV was launched, but sales remained low and the car was deleted in the autumn of 1973 with production having reached 40,926 examples.

Three years after the launch of the Herald, Triumph created a more sporting version by putting a 1600cc 6 cylinder engine under the bonnet, calling the result the Vitesse. Handling of the early cars, on their swing axle suspension was best described as “interesting”, but Triumph worked hard to revise (tame!)  it so by the time that the 2 litre models were launched in 1965, the car was rather easier to drive briskly on bendy roads. A Mark 2 version was launched in 1968, with new front end styling and other trim differences, and the model lived on until 1971. To be seen here was a late model 2 litre Convertible.

Launched at the same time as the Rover 2000 was Triumph’s large saloon car, also called 2000. A replacement for the long running Standard Vanguard, this was the more sporting of the duo, with a subtly different appeal from the Rover. Between them, the cars defined a new market sector in the UK, promising levels of comfort and luxury hitherto associated with larger Rover and Jaguar models, but with usefully lower running costs and purchase prices, all in a modern package. Both added more powerful models to their range, with Rover going down the twin carburettor route, whilst in 1967, Triumph installed a larger 2.5 litre engine and the then relatively new fuel injection system, creating the 2.5PI, which is what was to be seen here. This Lucas system was not renowned for its reliability in the early days, but it did make the car rapid and refined. A facelift in 1969 brought new styling front and rear, which turned out to be a taster for a new grand tourer model which would emerge a few months later, and in this Mark 2 guise, the car was sold until 1977, in both saloon and estate guises. A mid range model, with twin carburettors but the larger engine, the 2500TC was introduced in 1974 and the 2500S arrived in 1975 with more power but also carb fed, to replace the troublesome and thirsty PI. These are the most sought after models now. Representing the model here were both Mark 1 and Mark 2 Saloons.

Final saloon model here was a Dolomite 1500. This was the final iteration of a car which had started out as a front wheel drive car, with a stubby tail, the Triumph 1300 of 1965. That car had been replaced by the Toledo in the autumn of 1970, retaining the same basic outline but now available in 2 or 4 door form, and converted to rear wheel drive to make the car cheaper, which allowed it to replace the long-running Herald in the Triumph range. Front wheel drive lived on with the new Triumph 1500, which shared the same front end panels as the Toledo, but with a longer rear end, to give more boot space and a more balanced look to the car. Eighteen months later, a rear wheel drive version of this car would debut, as the Dolomite, with an 1850cc slant four engine. It was a sports saloon that proved popular among those who wanted a cut above a top spec Ford Cortina or Morris Marina TC. But the complexity of the range made little economic sense, even after the 1500 have been changed to rear wheel drive in late 1973, so in 1976, the whole lot were rebranded as Dolomites, using the same body. The 1300 sat at the bottom of the range which extended through the 1500 and 1500HL, the 1850 HL and the ultra-desirable Sprint. The Dolomite 1300 retained the 1,296 cc engine developed from the Herald and Spitfire, as used in the Toledo. The 1300 retained simplified fittings, including single square headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo, and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included reclining front seats, cigar lighter, fasten seat belt warning light, driver’s door mirror, twin reversing lights and a dipping rear view mirror. The dashboard design was the same as that fitted to the facelifted Toledo of 1975. There was no overdrive or automatic transmission option with the 1300. It sold in decent numbers. The entire Dolomite range ceased production in 1980, with no direct replacement.

TVR

Oldest TVR model here was a Vixen. First introduced in 1967 as an evolution of the discontinued 1800S, the new Vixen  used the same chassis as the outgoing car, but a significant change was the use of the 1599 cc Ford Kent engine (as found in the Ford Cortina GT), developing 88 bhp, a change necessitated by the problems TVR were having with receiving MG engine deliveries, and also in an effort to lower the price of the car. To use up remaining supplies, the first twelve Vixens built still received the MGB engine. The bodywork was also slightly revised, with the bonnet having a broad flat air intake scoop. The rear of the car with fitted with the round Cortina Mark I tail lamps. 117 of these were built before the S2 model arrived in 1968. This version was built with the longer (90 inch) wheelbase chassis, introduced on the Tuscan V8 but which TVR had now standardised to address complaints about difficulty of ingress. The bonnet was restyled again, with some early cars having a prominent central bulge, and later cars having twin intake ducts at the front corners of the bonnet. The tail lamps were updated from the round Cortina Mark I style to the newer wraparound Mark II style. Also very significant was the fact that the body was bolted (rather than bonded) to the chassis, meaning that it could be easily removed for repairs. The interior was improved, with a leather-skinned steering wheel mounted much lower than before. In a further attempt to improve the quality feel, the body was thicker and panel fit was improved. Sales were strong, with 438 of these made before the arrival of the S3, which continued to improve the car with a number of detail changes. The heat extraction vents on the bonnet were decorated with “Aeroflow” grilles borrowed from the Ford Zodiac Mark IV, and the Ford four-cylinder engine was now in the same tune as in the Ford Capri, producing 92 bhp. Instead of wire wheels, cast alloy wheels were fitted as standard. 165 of these were made before the final iteration, the S4 was launched. This was an interim model that used the TVR M Series chassis with the Vixen body shell. Apart from the chassis, there were no significant mechanical or cosmetic changes between the S3 and S4. Twenty-two were built in 1972 and one in 1973. TVR added a 1300 model to the range in late 1971. This was built in an attempt to fill an “economy” market segment for sports cars. It was powered by a 1296 cc Triumph Spitfire engine making 63 bhp, but its lacklustre performance limited its sales success. Top speed was barely 90 mph. Only fifteen were built, all in 1972. The final six of these cars were built on a M Series chassis, and the very last 1300 was also built with M Series bodywork, although it never received a “1300M” designation. Not to be confused with the later 2500M, the 2500 (marketed as the Vixen 2500 in the United States) was built between 1971 and 1972, and was designed to take advantage of the fact that the Triumph 2.5 litre inline-six engine had already been certified for US emissions standards (although only in 105 bhp form.) The final production run of the 2500 (comprising 96 cars) used the M Series chassis with Vixen-style bodywork. 385 of these cars were made.

TVR replaced their long-running shape with something really quite radical looking in early 1980. with the Tasmin, and there was a 350i version of these “wedge” era TVRs here. During the 1970s, TVR had been making the M Series, including the Taimar hatch and open topped 3000S, which had their roots way back in the 60s, and Martin Lilley started to look where to take the Blackpool based company next. He noted that  Lotus appeared to have reinvented itself with the Elite, Eclat and Esprit, losing much of the kit-car image in the process, and he thought he needed to do something similar. He needed a new design language, so he contacted Oliver Winterbottom who had done the Elite/Eclat for the Norfolk firm, hoping for something new. The wedge-shaped design that Winterbottom created was produced in 1977, and a prototype was created the following year, before the new car’s launch very early in 1980. Based on the Taimar, but with very different wedge styling, the car was not exactly received with massive enthusiasm. The styling looked a bit like yesterday’s car, as the wedge era was on the wane, and the car’s price pitched it against cars like the Porsche 924 Turbo. Development of the new car had drained TVR’s finances, which led to Lilley ceding control of the company in 1981 to Peter Wheeler. The convertible that followed helped matters a bit, whereas the 2 litre 200 and the 2+2 model did not, but in 1983, TVR announced a revised version with the potent Rover 3.5 litre V8 under the bonnet, in lieu of the 2.8 litre Ford Essex unit, and it transformed the car. It was just what was needed, and over the next few years, a series of ever more potent models, with ever wilder styling came into the range. By 1986, the 450SEAC boasted 340 bhp, making this something of a supercar.

TVR’s next model took something of a retro look, the S Series which was announced at the 1986 British International Motor Show, initially as a concept. Due to a massive positive response, the car went into production in less than 12 months, with 250 pre-manufacture orders. This was Peter Wheeler’s first major development since buying the company from Martin Lilley, and the turning point in TVR’s fortunes, which had struggled with the “Wedge” based cars that had been introduced in 1980 to replace the long running M Series models. With styling which looked more like these popular M Series cars, the first  S Series cars used Ford’s Cologne V6 in 2.8 litre 160 hp and for the later S2 to S4 had the later 2.9 litre 170 hp unit.  TVR made frequent updates to the cars, moving from those retrospectively called the S1 to S2 and later S3 and S4 in short succession. The S3 and S4 received longer doors, although some late S2’s were also thus equipped. Vehicle models ending with “C” were used to denote vehicles which were fitted with a catalytic converter. Only the S3 and S4 were fitted with catalysts. The Cat was only introduced to the UK in August 1992, at “K” registration, but catalysed cars were produced before that,  intended for export to markets with tighter emissions standards. Just as they had done with the “wedges”, TVR found more excitement by putting the Rover V8 engine under the bonnet of the car in lieu of the Ford unit, though the two models were offered in parallel. The V8S used a 4.0 litre fuel-injected Rover V8 engine, with gas-flowed cylinder heads, higher lift camshaft, compression ratio upped to 10:5:1, revised manifold, new chip for the engine management system and a limited slip differential. The result was 240 bhp at 5250 rpm and 270 lb/ft of torque at 3000 rpm. The V8S had a number of cosmetic differences over the V6. The bonnet had a large hump – created to house the Italian specification supercharger but carried over to all V8S models. The V8S had a small vent facing the windscreen, whereas S1 to S3 models face forward. Very late S3 and S4 models had no hump at all. As with all TVR’s there is no specific point in time when they changed styles, probably when they ran out! The suspension track was slightly wider on the V8S achieved with revised wishbones at the front and revised trailing arms at the rear. Disc brakes are fitted all round. The standard specification of the V8S included ½ hide leather interior, walnut trim, mohair hood, OZ alloy wheels, driving lamps, electric windows and door mirrors. 0-60 mph could be achieved in 4.9 seconds and 0-100 mph in 12.9 seconds. It was faster than an Aston Martin Virage, a Ferrari Testarossa, Lotus Esprit Turbo SE and Porsche Carrera 2 the supercars of the early 1990s. Between 1986 and 1994 2,604 S Series cars were made; 410 of these were of the V8S variety.

Most numerous TVR here was the Chimaera, the slightly softer version of the Griffith, that was sold from 1993 to 2003. Offered with a choice of 4.0, 4,3 and later 4.5 and 5 litre Rover V8-based engines, this was still an exciting car, and a good looking one as well.

The next car that TVR added to the range was the Cerbera, which was first shown as a prototype at the 1994 Birmingham Show, entering production in 1996. The name derives from Cerberus the three-headed beast of Greek legend that guarded the entrance of Hades. This was the third car manufactured by TVR under the leadership of Peter Wheeler, and it represented three firsts for the Wheeler-led company: the first hard-top—the Griffith and the Chimaera were both convertibles; the first 2+2—TVRs were traditionally two-seaters; the first to be driven by TVR’s own engines—historically, TVR had purchased engines from mainstream manufacturers like Rover, Ford and Triumph. Prior to the Cerbera, TVR had purchased V8 engines from Rover and then tuned them for their own use. When Rover was purchased by BMW, Peter Wheeler did not want to risk problems should the Germans decide to stop manufacturing the engine. In response, he engaged the services of race engineer Al Melling to design a V8 engine that TVR could manufacture in-house and even potentially offer for sale to other car-makers. In an interview for the television programme Top Gear, Wheeler explained “Basically, we designed the engine as a race engine. It was my idea at the time that if we wanted to expand, we ought to make something that we could sell to other people. We’ve ended up with a 75-degree V8 with a flat-plane crank. The bottom-half of the engine to the heads is exactly as you would see in current Formula One engines.” Wheeler was quoted at the time of the car’s launch as saying that the combination of light weight and high power was too much for a road car, a quote which ensured much free publicity in the press. Enthusiasts still argue about whether this was a typical example of Wheeler’s legendary frankness, or an equally typical example of his PR chief Ben Samuelson’s knack for saving on advertising costs by creating a story. The result was dubbed the “Speed Eight” (official designation ‘AJP8’) after Al Melling, John Ravenscroft and Peter Wheeler, a 4.2 litre V8 producing 360 hp and gave the Cerbera a top speed of 185 mph (297 km/h). A 4.5 litre version of the engine was later offered with 420 hp. The AJP8 has one of the highest specific outputs of any naturally aspirated V8 in the automotive world at 83.3 hp/litre for the 4.2 and 93.3 hp/litre for the 4.5. Later models of the 4.5 litre engine had the ‘Red Rose’ option, which increased output to 440 bhp (97.7 hp/litre) when fuelled with super-unleaded (high octane) and the driver pushed the unmarked button on the dashboard which altered the engine mapping to suit. In some cases, real-world outputs for production V8s (4.5 in particular) were down from TVRs quoted output. Some of these have seen some form of modification (ECU, induction, exhaust etc.) to bring the power back up to the factory quoted output. One of the attractions of the V8 Cerberas for many owners was the loud backfire produced on overrun, particularly at low speeds. In fact this was the result of an argument at the factory between one of TVR’s executives and the engineers mapping the engine. The engineers wanted to map out this “irregularity” to improve fuel efficiency and CO2 emissions, whilst the executive insisted it was exactly the kind of thing owners would like. In the end a compromise was reached in which the popping and banging remained on the 4.5 litre cars. With the success of the Speed Eight program, Wheeler also undertook the design of a “Speed Six” engine to complement it. This engine also made its debut in the Cerbera but was a 4.0 litre inline slant six design with four valves per cylinder to the Speed Eight’s two. In service however it gained a reputation for unreliability and many engines had to be rebuilt. The car itself was designed from the start as a four-seater. The rear seats are smaller than the front, a design commonly referred to as a “2+2”. However, the interior is designed so that the passenger seat can slide farther forward than the driver’s seat. This allows more room for the person sitting behind the front passenger. TVR have referred to this as a “3+1” design. TVR maintained its tradition of building cars that were not only exceptionally powerful but also very light for their size and power output. The Cerbera’s weight was quoted by TVR at 1100 kilograms, although customers claimed the weight varied between 1,060 kg (2,337 lb) and 1,200 kg (2,646 lb). The dashboard was designed especially for the Cerbera and uses a two-spar steering wheel as opposed to the typical three-spar previously found in most TVRs. The reason for this is that minor instruments are located on a small panel below the steering wheel and a third spar in the wheel would have made them difficult to read. Like all TVRs of the Peter Wheeler era, the Cerbera had a long-travel throttle to compensate for the lack of electronic traction-control and very sharp steering. The V8 powered cars were two turns from lock to lock and the Speed Six car was 2.4 turns. This made it easier for experienced drivers to maintain or regain control of the car in the event of a loss of traction but some less experienced drivers complained that it made the cars feel “twitchy” and more responsive than they would otherwise have preferred. In 2000, TVR changed the styling of the car slightly by modifying the headlights to more closely resemble those seen in the TVR Tuscan. The “facelift” features were available with all three engine configurations. In addition, the cars equipped with the 4.5 liter engine were offered with the “lightweight” option, reducing the overall weight through the use of lighter body panels and a slightly reworked interior. The final car was made in 2006.

The Tuscan was launched in 2000, by which time there had been a series of what we think of as the modern era TVRs produced for nearly a decade, the Cerbera, Griffith and Cerbera. The Tuscan did not replace any of them, but was intended to help with the company’s ambitious push further up market to become a sort of Blackpool-built alternative to Ferrari. It did not lack the styling for the task, and unlike the preceding models with their Rover V8 engines, the new car came with TVR’s own engine, a straight six unit of 3.6 litre capacity putting out 360 bhp. The Tuscan was intended to be the grand tourer of the range, perfectly practical for everyday use, though with only two seats, no ABS, no airbags and no traction control, it was a tough sell on wet days in a more safety conscious world, but at least there was a removable targa top roof panel for those days when the sun came out. The car may have lacked the rumble of a V8, but when pushed hard, the sound track from the engine was still pretty special, and the car was faster than the Cerbera, but sadly, the car proved less than reliable, which really started to harm TVR’s reputation, something which would ultimately prove to be its undoing.

VAUXHALL

Oldest Vauxhall here was one of the imposing 30/98 models. This long running car was produced from 1913 to 1927, although it is believed that only 13 30/98s were made before war intervened  and these were all for  selected drivers, the last of these pre war cars, built in 1915 for Percy Kidner a joint Managing Director of Vauxhall. Actual production began in 1919. Also known as the E Type, the 30/98 name is believed to have been coined because the car had an output of 30 bhp at 1,000 rpm and 98 bhp at 3,000 rpm, though another explanation is that it had an RAC horsepower rating of 30 and a cylinder bore of 98 mm. Perhaps the most likely of all is that there was then a popular but heavier slower Mercedes 38/90. However it was found, the name 30-98 looked and sounded so well and the car proved popular. The 30/98s used the earlier Prince Henry chassis, but were distinguished by having more-or-less flat rather than V-shaped radiators. Laurence Pomeroy took the Prince Henry L-head side-valve engine, bored it out 3 mm, then cold-stretched the crankshaft throws 5 mm using a steam power hammer to lengthen the stroke. The camshaft was given a new chain drive at the front of the engine, high lift cams and new tappet clearances. The Prince Henry chassis was slightly modified and the whole given a narrow alloy four-seater body, a pair of alloy wings (front mudguards) and no doors. The first 30/98 was constructed at the behest of car dealer and motor sport competitor, Joseph Higginson—inventor of the Autovac fuel lifter—who won the Shelsley Walsh hill-climb motoring competition on 7 June 1913 in his new Vauxhall, setting a hill record in the process, having in previous weeks made fastest time of the day at Waddington Pike and Aston Clinton, but these were not racing machines but fast touring cars. The exhaust made a tranquillising rumble, there was no howl, no shriek, no wail, but there was the quiet satisfaction of knowing that if stripped for action, the car could lap Brooklands at 100 mph, and its makers guaranteed that. Most of them were built with a 4 seater open tourer body, though other body styles were produced as well.

Dating from 1936 was this Vauxhall 14-6, a model which was produced from 1933 to 1948. Announced for the 1933 Earls Court Motor Show,  the 14-6 was offered as a six-light, four door saloon and was powered by a four bearing, OHV, 1,781cc I6 engine. Vauxhall sold the car with a choice of two body styles: a  4-door 6-light saloon with sliding roof; or a  2-door coupé with sliding roof. There were also quite a lot of bodies by other coachbuilders but supplied by Vauxhall, which were included in their standard catalogue. These included: Tickford Foursome Coupé (by Salmons); Pendine 4-str Sports Tourer (by Holbrook); Suffolk Saloon Sports Tourer (by Holbrook); Stratford 4-str Sports (by Whittingham & Mitchel); Tourer (by Duple); and a  2-seater with Dickey (by Duple) Features included a unitary hull, independent front suspension and a three-speed gearbox in place of the four-speed “silent third” gearbox. Post-war models can be distinguished by bonnet-louvre and grille changes. 45,499 examples were produced, including 30,511 in the post-war period.

Vauxhall followed up the FA Series with the FB Victor in the autumn of 1961. Among many changes was a substantial improvement regarding rust protection. Quite in contrast to its “junky” predecessor, it was considered a solidly built, well-proportioned vehicle. It was widely exported, although sales in the US ended after 1961 when Pontiac, Oldsmobile and Buick came up with home-grown compact models of their own, with the all-new GM “Y” platform  Consequently, the FB only achieved sales of 328,000 vehicles by the time it was replaced in 1964. The body styling owed nothing to any US GM influence. Mechanically, the main change was the option of a 4-speed all-synchromesh transmission with floor change but the previously used 3-speed all-synchro column change unit was still fitted as standard. The engine was also revised with higher compression ratio and revised manifolding increasing the power output to 49.5 bhp. This gave the model a top speed of 76.2 mph and could accelerate from 0–60 mph in 22.6 seconds, and slightly better fuel consumption at 32.2 mpg.  In September 1963 the engine was enlarged from 1508 to 1594 cc. The increased capacity coincided with a further increase in the compression ratio of the standard engine from 8.1:1 to 8.5:1, reflecting the continuing increase in the average octane level of “premium grade” fuel offered in the UK, now to 97 (RON). 1963 was also the year when front disc brakes with larger 14 in wheels became an option. Models with the larger engine had a revised frontal treatment with a block style grille element and revised parking lights at either lower extreme of the grille. A Vynide-covered bench front seat was standard on the base model and Super Victor but individual seats were standard on the De Luxe and optional on the lower-priced cars. Other options included a heater, fog lamps, radio, screen washers, reversing light and seat belts. Estate and “sporty” VX 4/90 models were also offered, but seen here is a regular Super model.

When someone says Firenza, you tend to think of the silver coloured “droopsnoot” cars that were made between 1974 and 1975. And they are of course part of the story, but they were not the beginning. That goes back to May 1971 when Vauxhall launched a Coupé version of the HC Viva that had premiered the previous autumn, in the hope that this would give them a rival to Ford’s Capri and the new Morris Marina Coupe. The initial Firenza was available in a base model 1159 cc overhead valve and two models with overhead camshaft, in 1598 cc and 1975 cc variants. The latter was the same engine as used in the earlier Viva GT. Some six months after launch, in December 1971, performance was boosted when the engine capacities were enlarged to 1256 cc, 1798 cc and 2279 cc respectively. All models had a front-mounted four-cylinder engine driving the rear wheels. Suspension was double wishbone and coilsprings at the front, and a live rear axle with trailing arms and coils at the rear. The SL model in each engine size carried the highest level of trim. The model changes in early 1972 included the introduction of a top-of-the-line 2300 Sport SL model (introduced at the Geneva Motor Show), using the 2279 cc engine. The 2300 Sport SL was the only version to feature the seven dial dash (speedometer, clock, rev counter, fuel, oil pressure, water temp, & battery charge). The engine was an inclined four-cylinder with single overhead camshaft and twin Stromberg carburettors, producing 122 bhp. The oversquare straight four engine was renowned for its big torque curve, making the car very flexible and easy to drive. The interior was equipped with bucket seats, front and back, to carry four persons. The centre console with heater controls and warning lights was quite distinctive and luxurious for the time. The 2300 Sport SL was raced by the Dealer Team Vauxhall, following their successes with the Viva GT. In Castrol colours, these cars enjoyed many successes. A limited edition version of the Firenza was built in South Africa, using the Z28 engine from the Chevrolet Camaro, in order to qualify the vehicle for racing.

After a gap of three years with no new models emerging from Vauxhall there was much excitement on the release of a modern looking small hatchback, the Chevette, first seen in March 1975. Although some were disappointed that this was not an all-new design, but an adaptation of the Opel Kadett which had been on sale for 18 months, the reality was that the Vauxhall version of the global T Car program, which saw versions of the car produced with Isuzu, Holden and Chevrolet badges as well, was a worthy entrant in the class and it sold strongly, especially as the range expanded to include two and four door saloons, an estate and even a van. Like most cars of the era, though, only the ultra sporting HS2300 models are reasonably common among classic car circles these days, so it was nice to see one of the regular L Saloon models here.

There was also an HS version, the limited production car that was made in the late 1970s. The concept goes back to 1976, when at the instigation of new chairman Bob Price, Vauxhall decided to increase their profile in international rallying. They developed a rally version of the Chevette in conjunction with Blydenstein Racing, who ran Dealer Team Vauxhall, the nearest equivalent to a ‘works’ competition team that GM policy would allow. In order to compete in international rallying, the car had to be homologated; for Group 4, the class the HS was to compete in, this meant building 400 production vehicles for public sale. Vauxhall created a far more powerful Chevette variant by fitting the 2.3 litre Slant Four engine, using a sixteen valve cylinder head which Vauxhall was developing. Fitted with two Stromberg carburettors the engine developed 135 bhp. Suspension and rear axle were from the Opel Kadett C GT/E and the gearbox was a Getrag 5-speed. Chevrolet Vega Alloy wheels (similar in appearance to the Avon wheels used on the droopsnoot Firenza) were used, as well as a newly developed glass-reinforced plastic air dam. The result was a very fast and well handling, if rather unrefined, road car. Like the Droopsnoot Firenza, the HS was available only in silver, with red highlighting and a bright red, black and tartan interior; though (partly to help sell unsold vehicles) some cars were repainted in other colours, such as the black Mamos Garage HS-X. The HS became a great success as a rally car, clocking up notable wins for drivers such as Pentti Airikkala and Tony Pond. It was a challenge to the most successful rally car of the time, the Ford Escort, winning the British Open Rally Championship for Drivers in 1979 and for manufacturers in 1981. It was also successful in other national rally championships, such as Belgium’s. To keep the rally car competitive into the 1980s an evolution version, the Chevette HSR, was developed which was successful for several more years. The modified cars featured glass reinforced plastic (fibreglass) front and rear wings, spoiler, bonnet and tailgate (giving the HSR the nickname ‘Plastic Fantastic’), revised suspension (particularly at the rear, where extra suspension links were fitted), and other minor changes. Group 4 evolution required a production run of 50 cars incorporating the new modifications; these were made by rebuilding unsold HSs and by modifying customers’ vehicles. However, the merger of the Vauxhall and Opel marketing departments resulted in Dealer Team Vauxhall and Dealer Opel Team (DOT) joining to form GM Dealer Sport (GMDS); with the Chevette soon to be obsolete, Opel were able to force the cancellation of the HSR rally programme in favour of the Manta 400.

A real rarity was this Viceroy. Based on the Opel Commodore C, first shown in late 1977, at the same time as the Rekord E, the Vauxhall version was launched in 1980, but only ever sold in small numbers. The Commodore continued to be a larger and more luxurious version of the Rekord. There was no coupé version of the Commodore C, as it was replaced by the Opel Monza, the coupé version of the Opel Senator, but a two-door notchback saloon was briefly available. The single engine used by the Commodore in Europe was the well-known straight-six 2.5-litre unit with 115 PS or 130 PS when fitted with fuel injection. The model featured a similar front end to the larger Senator. Both the Commodore and the Vauxhall Viceroy were sold in the UK, with the Viceroy being a slightly more luxurious version of the Carlton. There was an estate version (dubbed the “Voyage” in Germany) offered in the Opel range from 1979 to 1982, which became a mainstay in the Holden range in Australia, and was also available in the Chevrolet range in South Africa. It was never offered in the UK as a Vauxhall Viceroy, although a one-off estate car was built in 1981 for Queen Elizabeth II, for her to carry her Corgi dogs. The car still survives today. The Commodore was never a success, occupying an uncomfortably narrow niche between the Rekord and Senator. Another concern was the fuel consumption, with a fuel injected Commodore taking considerably more fuel than the larger three-litre Senator. The outdated engine also had little torque available at lower engine speeds, and was noisy. The Commodore was dropped by Opel in Europe and absorbed into the Rekord range of 1983. Just 15 Vauxhall Viceroys remain in the UK.

The  EXP was a limited edition version of the first generation Astra, Vauxhall-Opel’s first front wheel drive car. Part of a huge program to boost global sales, the T-Car was first seen in September 1979, as the Opel Kadett, in a range of saloon and hatch models which had the same silhouette, but with the saloons just having a smaller boot opening, as well as three and five door estates. Smaller and larger engines joined the initial Family One 1.3 litre ohc unit, and a five speed gearbox was made available after a couple of years. The cars sold well, but few have survived.

The same is true for the second generation Cavalier, which would follow a couple of years later. These were the cars which finally dethroned Ford from class-leadership, and the SRi version, as seen here, with its striking alloy wheels and two tone paint were the object of desire of many a rep who had a 1.3 or 1.6L version.

Final Vauxhall here was a VX220, the only true sports car that the marque has produced in the last 90 years. Quite unlike any Vauxhall that had ever come before it, the VX220 was the result of a deal between GM and Lotus, struck to generate enough funding for the latter to be able to develop a replacement for their Elise model, something forced on them owing to changes in European crash safety regulations for the 2000 model year. Lotus agreed to develop and produce a 2 seater sports car for GM, on the new Series 2 Elise chassis, with a concept version of the proposed GM model being shown at the Geneva Motor Show in 1999. Although the body styling was different, clearly the economies would only work if as much else could be shared, and that presented a challenge as it was planned to use a 1.8-litre Toyota engine, similar to that found in the Toyota Celica, in the second generation Elise, whereas the GM cars clearly had to use a GM engine, namely the  2.2-litre GM Ecotec engine from the Astra. As neither engine had been used in the original Elise, which had been fitted with a 1.8-litre Rover K-Series engine, this simply became one of the many design challenges .In order to accommodate the production of the new cars, Lotus expanded its Hethel factory to a capacity of 10,000 cars, with around 3,500 slots allocated to Speedster production. Production of the Speedster commenced in 2000. The car was hailed by the motoring press as a great drivers’ car and won several accolades, including Top Gear’s Car of the Year in 2003. The lesser naturally aspirated 2.2 version was considered easier to drive than the potent Turbo model, and some journalists suggested that the Opel/Vauxhall car was better value for money than the Lotus, among them one Jeremy Clarkson in his 2003 DVD Shoot Out. However, the market did not really agree, and sales were limited. The car was deleted in 2005, with no successor.

VOLKSWAGEN

There were several examples of the Beetle here, including an early split rear window car as well as a 1300 and the chic 1300 Cabrio.

Also needing little in the way of an introduction is this Type 2 Bus.

Contemporary with these was the Type 1 Karmann Ghia Coupe. This model debuted at the October 1953 Paris Auto Show as a styling concept created for Ghia by Luigi Segre. In the early 1950s, Volkswagen was producing its economy car, the Type 1 (Beetle), but with an increase in post-war standards of living, executives at Volkswagen proposed adding a halo car to its model range, contracting with German coachbuilder Karmann for its manufacture. Karmann in turn contracted the Italian firm Ghia, who adapted styling themes previously explored for Chrysler and Studebaker to a Beetle floorpan widened by 12 in. Virgil Exner claimed that the design was his, based on the 1953 Chrysler D’Elegance. In contrast to the Beetle’s machine-welded body with bolt-on wings, the Karmann Ghia’s body panels were butt-welded, hand-shaped, and smoothed with English pewter in a time-consuming process commensurate with higher-end manufacturers, resulting in the Karmann Ghia’s higher price. The design and prototype were well received by Volkswagen executives, and in August 1955 the first Type 14 was manufactured in Osnabrück, Germany. Public reaction to the Type 14 exceeded expectations, and more than 10,000 were sold in the first year. The Type 14 was marketed as a practical and stylish 2+2 rather than as a true sports car. As they shared engines, the Type 14’s engine displacement grew concurrently with the Type 1 (Beetle), ultimately arriving at a displacement of 1584 cc, producing 60 hp. In August 1957, Volkswagen introduced a convertible version of the Karmann Ghia. Exterior changes in 1961 included wider and finned front grilles, taller and more rounded rear taillights and headlights relocated to a higher position – with previous models and their lower headlight placement called lowlights. The Italian designer Sergio Sartorelli, designer of the larger Type 34 model, oversaw the various restylings of the Type 14. In 1970, larger taillights integrated the reversing lights and larger wrap-around indicators. Still larger and wider taillights increased side visibility. In 1972, large square-section bumpers replaced the smooth round originals. For the USA model only, 1973 modifications mandated by the National Highway Traffic Safety Administration (NHTSA) included energy-absorbing bumpers. A carpeted package shelf replaced the rear seat. In late 1974 the car was superseded by the Porsche 914 and the Golf based Scirocco.

Something of a rarity now is this Santana. This was a three-box sedan, based on the second-generation Volkswagen Passat (B2). It was introduced in 1981. The use of the “Santana” badge rather than “Passat” echoes the use of different names for the sedan versions of the Polo (Derby) and Golf (Jetta). Mechanically, it was identical to the Passat, but it as positioned as more up-market car, with only the larger engines and higher trims offered in the UK. The Santana name was dropped in Europe (except Spain) at the end of 1985, and the car continued as a Pasaat saloon until the model was replaced by the B3 generation of cars in 1988.

Rather more familiar were these Golf 2 GTi models, to be seen in 3 and 5 door formats.

VOLVO

There were a couple of examples of the “Amazon” Volvo here, both of them 2 door 131 models. Although costly when new, thanks to the UK’s Import Duty which applied to foreign car imports at the time, the Volvo of this era was surprisingly popular with UK buyers. The cars were tough, as strong success in rallying evidenced, but not that many have survived. There’s a complex history to this model, with lots of different numbers applied to the car during a 13 year production run. When introduced, the car was named the Amason (with an ‘s’), deriving from the fierce female warriors of Greek mythology, the Amazons. German motorcycle manufacturer Kreidler had already registered the name, and the two companies finally agreed that Volvo could only use the name domestically (i.e., within Sweden), modifying the spelling to Amazon. Subsequently, Volvo began its tri-digit nomenclature and the line became known as the 120 Series. Under prototype designation 1200, following the PV444’s internal designation as the 1100, the Amazon was released in the press in February 1956, with production initially set to begin in July of the same year, and deliveries commenced in August 1956 — under the now modified internal designation 120 series. The Amazon sedan’s ponton genre, three-box styling was inspired by US cars of the early 1950s, strongly resembling the Chrysler New Yorker sedan and the Chrysler 300C hardtop Coupe. According to designer Jan Wilsgaard, the Amazon’s styling was inspired by a Kaiser he saw at the Gothenburg harbour. The Amazon featured strong articulation front to rear, pronounced “shoulders”, and slight but visible tailfins. These features became inspiration for Peter Horbury when reconceiving Volvo’s design direction with the V70 after decades of rectilinear, slab-sided, boxy designs. The Amazon’s bodywork was constructed of phosphate-treated steel (to improve paint adhesion) and with heavy use of undercoating and anti-corrosive oil treatment. The Amazon shared the wheelbase, tall posture and high H-point seating of its predecessor, the PV.  In 1959 Volvo became the world’s first manufacturer to provide front seat belts as standard equipment — by providing them on all Amazon models, including the export models — and later becoming the first car featuring three-point seat belts as standard equipment. The Amazon’s handbrake location, outboard of the driver’s seat, was intended to accommodate subsequent bench seat models with column shift transmissions — which never materialised. Buyers began to receive the first cars in February 1957, and initial models were two-tone red and black with light grey roof, light grey with a black roof, followed by a dark blue with grey roof in 1958. Further iterations included the 121, the base model with a single carburettor 66 bhp engine, the 122S introduced in 1958 as a performance model equipped with a dual carburettor 85 bhp engine. The estate version was introduced at the 1962 Stockholm Auto Show, and Volvo manufactured 73,000 examples between 1962 and 1969.  The Amazon estate featured a two-piece tailgate, with the lower section folding down to provide a load surface and the upper section that hinged overhead. The vehicle’s rear licence plate, attached to the lower tailgate, could fold “up” such that when the tailgate was lowered and the vehicle in use, the plate was still visible. This idea was used by the original 1959 Mini. In recent years a similar arrangement was used on the tailgate of the Subaru Baja. In 1966 the Volvo PV ended production, replaced by the Amazon Favorit, a less expensive version of the Amazon, without exterior chrome trim, a passenger-side sun visor or cigarette lighter, and with a three-speed rather than four-speed transmission — available in black with red interior and later white or black with red interior.  The newer Volvo 140 was becoming the company’s mainstream model, and the last of the four-door 120 saloons were produced in 1967, the year which saw the launch of the 123GT, which was a Model 130 with high-compression four-cylinder B18B engine (from the Volvo P1800), M41 gearbox, fully reclining seats, front fog and driving lights (on some markets), alternator, fender mounted mirrors, special steering wheel, dash with a shelf and tachometer, and other cosmetic upgrades. In 1969 the displacement of the old B18 engine was increased and the engine was called the B20. The last Amazon was manufactured on 3 July 1970. By the end of production, 234,653 four-door models, 359,917 two-door models and 73,220 station wagons had been produced, of which 60% were exported; a total of 667,791 vehicles.

This is a nice example of the Volvo P1800, a sports car that was manufactured by Volvo Cars between 1961 and 1973. The car was a one-time venture by the usually sober Swedish Volvo, who already had a reputation for building sensible sedans. The project was originally started in 1957 because Volvo wanted a sports car to compete in the US and European markets, despite the fact that their previous attempt, the P1900, had failed to take off with only 68 cars sold. The man behind the project was an engineering consultant to Volvo, Helmer Petterson, who in the 1940s was responsible for the Volvo PV444. The design work was done by Helmer’s son Pelle Petterson, who worked at Pietro Frua at that time. Volvo insisted it was an Italian design by Frua and only officially recognised that it was by Pelle Petterson many years later. The Italian Carrozzeria Pietro Frua design firm (then a recently acquired subsidiary of Ghia) built the first three prototypes between September 1957 and early 1958, later designated by Volvo in September 1958: P958-X1, P958-X2 and P958-X3. In December 1957 Helmer Petterson drove X1, the first hand-built P1800 prototype to Osnabrück, West Germany, headquarters of Karmann. Petterson hoped that Karmann would be able to take on the tooling and building of the P1800. Karmann’s engineers had already been preparing working drawings from the wooden styling buck at Frua. Petterson and Volvo chief engineer Thor Berthelius met there, tested the car and discussed the construction with Karmann. They were ready to build it and this meant that the first cars could hit the market as early as December 1958. But in February, Karmann’s most important customer, Volkswagen forbade Karmann to take on the job, as they feared that the P1800 would compete with the sales of their own cars, and threatened to cancel all their contracts with Karmann if they took on this car. This setback almost caused the project to be abandoned. Other German firms, NSU, Drautz and Hanomag, were contacted but none was chosen because Volvo did not believe they met Volvo’s manufacturing quality-control standards. It began to appear that Volvo might never produce the P1800. This motivated Helmer Petterson to obtain financial backing from two financial firms with the intention of buying the components directly from Volvo and marketing the car himself. At this point Volvo had made no mention of the P1800 and the factory would not comment. Then a press release surfaced with a photo of the car, putting Volvo in a position where they had to acknowledge its existence. These events influenced the company to renew its efforts: the car was presented to the public for the first time at the Brussels Motor Show in January 1960 and Volvo turned to Jensen Motors, whose production lines were under-utilised, and they agreed a contract for 10,000 cars. The Linwood, Scotland, body plant of manufacturer Pressed Steel was in turn sub-contracted by Jensen to create the unibody shells, which were then taken by rail to be assembled at Jensen in West Bromwich. In September 1960, the first production P1800 left Jensen for an eager public. The engine was the B18, an 1800cc petrol engine, with dual SU carburettors, producing 100 hp. This variant (named B18B) had a higher compression ratio than the slightly less powerful twin-carb B18D used in the contemporary Amazon 122S, as well as a different camshaft. The ‘new’ B18 was actually developed from the existing B36 V8 engine used in Volvo trucks at the time. This cut production costs, as well as furnishing the P1800 with a strong engine boasting five main crankshaft bearings. The B18 was matched with the new and more robust M40 manual gearbox through 1963. From 1963 to 1972 the M41 gearbox with electrically actuated overdrive was a popular option. Two overdrive types were used, the D-Type through 1969, and the J-type through 1973. The J-type had a slightly shorter ratio of 0.797:1 as opposed to 0.756:1 for the D-type. The overdrive effectively gave the 1800 series a fifth gear, for improved fuel efficiency and decreased drivetrain wear. Cars without overdrive had a numerically lower-ratio differential, which had the interesting effect of giving them a somewhat higher top speed of just under 120 mph, than the more popular overdrive models. This was because the non-overdrive cars could reach the engine’s redline in top gear, while the overdrive-equipped cars could not, giving them a top speed of roughly 110 mph. As time progressed, Jensen had problems with quality control, so the contract was ended early after 6,000 cars had been built. In 1963 production was moved to Volvo’s Lundby Plant in Gothenburg and the car’s name was changed to 1800S (S standing for Sverige, or in English : Sweden). The engine was improved with an additional 8 hp. In 1966 the four-cylinder engine was updated to 115 PS, which meant the top speed increased to 109 mph. In 1969 the B18 engine was replaced with the 2-litre B20B variant of the B20 giving 118 bhp, though it kept the designation 1800S. For 1970 numerous changes came with the fuel-injected 1800E, which had the B20E engine with Bosch D-Jetronic fuel injection and a revised camshaft, and produced 130 bhp without sacrificing fuel economy. Top speed was around 118 mph and acceleration from 0–62 took 9.5 seconds. In addition, the 1970 model was the first 1800 with four-wheel disc brakes; till then the 1800 series had front discs and rear drums. Volvo introduced its final P1800 variant, the 1800ES, in 1972 as a two-door station wagon with a frameless, all-glass tailgate. The final design was chosen after two prototypes had been built by Sergio Coggiola and Pietro Frua. Frua’s prototype, Raketen (“the Rocket”), is located in the Volvo Museum. Both Italian prototypes were considered too futuristic, and instead in-house designer Jan Wilsgaard’s proposal was accepted. The ES engine was downgraded to 125 bhp by reducing the compression ratio with a thicker head gasket (engine variant B20F); although maximum power was slightly down the engine was less “peaky” and the car’s on-the-road performance was actually improved. The ES’s rear backrest folded down to create a long flat loading area. As an alternative to the usual four-speed plus overdrive manual transmission, a Borg-Warner three-speed automatic was available in the 1800ES. With stricter American safety and emissions standards looming for 1974, Volvo did not see fit to spend the considerable amount that would be necessary to redesign the small-volume 1800 ES. Only 8,077 examples of the ES were built in its two model years.  Seen here is one of the 1800S cars.

WOLSELEY

This is a 1932 Wolseley Hornet Coupe, with the rare Sanction 51 Occasional Four-Seater Sports Coupé body which was built by Salmons & Sons of Newport Pagnell and marketed by Eustace Watkins.

Other attractions included a vintage Cinema Organ, which was playing most of the morning, and this fabulous Traction Engine was connected to a trailer which hauled people between the “moderns” car park and the event and a lovely period fire engine.

This was an absolutely amazing event, exceeding my high expectations, and a great way to spend a birthday. For sure, although there will be plenty of other worthy events marking “Drive It Day”, I will be back at this one  in 2018.